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TKART magazine Tech Focus | The "key" components of a kart
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THE KEY COMPONENTS OF A KART

TKART Staff
05 June 2018
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As simple as it may seem, a kart, is actually a hyper-technological product, the result of in-depth studies on geometry, materials and mechanics. In addition to the "four tubes" welded together and the engine, there are many elements that play a decisive role and conceal a series of details to be discovered and analysed
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Excluding the engine and the radiator, a kart is compoSed of almost a thousand components (930, the most precise people would say ... but we did not count them to check whether this is true). All have been studied in detail: from the body, which with its 11 to 12 kg is the heaviest component, down to the last bolt. A universe on 4 wheels organised according to precise geometries and measurements, and in which some details stand out for their decisive role in optic performance.

Rear wheel assembly components

THE REAR WHEEL UNIT IS THE PART OF THE KART WHICH THE ENGINE EFFECTS. ADJUSTMENTS TO ITS COMPONENTS ARE VERY IMPORTANT FOR PERFORMANCE EFFICIENCY, BUT THE VARIATIONS ARE MINIMAL AND THIS IS WHY IT IS DIFFICULT TO INTERPRET THE BEST BALANCE WHNE TRYING TO DEFINE THE BEST POSSIBLE ASSEMBLY
REAR HUB
This is the component that connects the axle and rims. Its length (with the same track width) affects the stiffness of the axle: longer hubs give a stiffer axle and, consequently, an increase in the pulling of the kart when exiting bends. On the other hand, they disadvantage support while going round bends.
Rear hubs: the longer they are, the greater the rigidity of the axle
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AXLE AND KEY
The axle is the part, rotated by the engine, transmits movement to the wheels and allows the movement of the kart. There are several types, which vary according to hardness, toughness, elasticity and yield strength of the material.
The axle is connected to the chassis through three bearings arranged asymmetrically; this "unbalancing", favoured by the asymmetry of the chassis, does not generate any problems, even if the central bearing is often released to further soften the body. Its characteristics greatly affect the performance of the kart.
A harder axle is normally used on wheeled tracks and with soft tyres, trying to achieve a set up with higher torquity rigidity. With little grip, however, it is better to use a soft chassis. The key is a very simple mechanical element that binds the axle to the hubs, gearwheel supports and disc housings.
There are many types of axles. Their rigidity is a function of their geometry: in particular this is dictated by the profile, thickness and length
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50 mm axles are almost always used in racing karts
BEARING
Connect the axle to the chassis through the bearing holders. Its geometry and its rigidity are the aspects that make axle bending vary with respect to the chassis.
If the bearings are, basically, all very similar, there will be considerable differences in the bearing housings
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In relation to performance, the brake system is one of the most decisive parts. This does not mean that it is not important for vehicles only designed for entertainment or rental, but in moments when it is lap time that matters, being able to rely on an absolutely excellent system makes all the difference in the world. The heart of the system is the brake pump, whose task is to transfer the pressure exerted by the driver's foot to the system’s oil and, from there, to the braking circuit.

Brake pump components

THE BRAKE PUMP TRANSFERS THE PRESSURE EXERTED ON THE BRAKE PEDAL OF THE OIL SYSTEM. THIS VERY DENSE LIQUID ACTS ON THE BRAKE CALIPERS THROUGH THE SYSTEM’S DUCTS WHICH, IN THEIR TIME, PRESS THE PADS AGAINST THE DISC AND CREATE THE NECESSARY FRICTION TO SLOW DOWN A KART’S MOVEMENT
LEVER
This lever is used to transfer the force exerted on the pedal to the piston inside the pump. The ratio between the force acting on the lever and the area of the internal piston is what determines the braking circuit’s internal pressure. The lever can have different attachments for the tie rod that links it to the pedal: the higher the attachment is placed on top, the less the force necessary to brake but, on the other hand, the pedal movement itself will lengthen. Vice versa, the lower attachment requires more force from the driver, but shortens the pedal movement.
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PISTON
The task of the piston is to compress the oil along the entire braking circuit. Rubber pads are palced on the sides. The tightness of the pads is fundamental to the effectiveness of the system. The above drawing show two pumps: one acts on the front brakes, one on the rear disc.
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TANK
The tank containing the oil is usually placed above the cylinder. This is the main component of braking. Its task is to compensate for the natural lowering of the oil level, generated by consumption of the pads, thus always ensuring the movement of the pedal.
Some pumps (such as Free Line and OTK pumps, for example) have the oil tank positioned on the upper part of the pump, thereby exploiting the difference in level and avoiding the formation of air bubbles inside the oil circuit.
The pumps with a transparent body allow an immediate visual check of the oil level
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The OTK double brake pump
TUBES
It purpose is simply to transfer the oil from the pump to the caliper and brake pads. It is made of metal mesh to withstand the deformations generated by high pressures.
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