MAD CROC. A BORN WINNER

TKART Staff

13 February 2016

CIK-FIA 2015-2020

HOMOLOGATION
Official CIK-FIA approval for the MC-01 expires in 2020. It is valid for all classes

KF - KFJ

CONFIGURATION
The chassis is suitable for use with both non-shifter and shifter engines. The photos show the KF version

TUBE DIAMETER
Typically, 30 mm and 32 mm tubes are used. Either all the same size or a mixture. The SPH1’s tubes are all 30 mm

MANUAL

WELDING
There are two “schools of thought”: by hand or robotic. The MC-01 is manually welded

MAGNESIUM

ACCESSORIES
Some accesories are made in ergal. Bearing carrier flanges, axle, hubs, and rims are all magnesium.

Top partner

One of the latest arrivals of international karting and already European KF Champion with Ben Hanely, the new Mad Croc is rooted in the expertise of the great Armando Filini

On one hand, a totally new name in karting (the same as the energy drink), at its absolute debut on track. On the other, the experience of a man like Armando Filini, a life spent in the industry with many successes, on track and behind the scenes. Put the two together and what you get is a surprising kart, innovative and very fast, that is already CIK-FIA European KF Champion. Putting it under review is simply a must. We chose to do so based on the MC – 01 model, homologated for the KFJ, KF and KZ international categories.
There are actually minor differences between the shifter and the non-shifter versions, but the frames are technically interchangeable: all models have the attachment for the shift lever, the same exact shape, and identical stub axles. What varies are the axle bearing cassettes (larger and stiffer in the KZ for more traction), the axle lengths, and, of course, the brake assembly. Both the KF and the KZ models also share the same original solutions, such as the seat support tubes on the right side, characterized by a slightly contorted shape that allows to accommodate for both kinds of engines.
There is also an intersting reinforcement ring that connects to the inclined crossbar behind the seat.

The seat support bar with reinforcement ring, seen from behind and from below, on the side of the kart: an unquestionably original solution

Another detail of the section that connects to the crossbar behind the seat

A detail of the bearing cassettes

“WHAT REALLY MATTERS ARE THE MATERIALS USED"

“We wanted to come up with a chassis that basically doesn’t need any adjustment”- this was the goal, explains Armando Filini. “I don’t like complex C angle systems, they just make life tougher”- he adds. “The track on Thursday, at the beginning of a race, is way different than Saturday and Sunday. I don’t see the point in going nuts with settings that are going to change anyways.” “We basically focus on two parameters: caster and rear axle. The axle is the same on all models in terms of material, with these differences in lengths: 103 and 106 for the KZ, 100 and 103 for the KF. The shorter option makes the frame more free, the longer one ties it down for more traction.”

Filini also opted for basically set track widths (at least in the dry set-up): 140 cm at the rear (maximum regulatory limit) and 10 mm spacers on each side up front (in exceptional situations replaceable with 5 mm spacers and, in any case, never more than 25 mm on either side). Another important variable is the removable front crossbar, made of nylon and with a flat central section. If positioned face flat, it makes the chassis softer and the front-end loser - this is ideal for slow bends.