Choose the language.
TKART magazine Under Review | New LKE KZ: performance and reliability
Exclusive Content


Max Bernardi
26 September 2016

Like most kart engines on the market, the RKZ is a 2-S. 4-stroke engines are still a small niche

icone3_e copia 2
125 CC

125 cc has been the standard for some time now, while in the past it used to be 100 cc

icone3_e copia

Push-mode as in all KZ engines, with hand-release clutch and neutral to 2nd gear shifting

icone3_a copia 2

The RKZ belongs to the gearbox “family” of karting engines.
It has a 6 gear manual transmission


Certified under KZ homologation, just renewed and valid for the next 9 years, beginning in 2016

The new engine developed by LKE for the KZ class is called the LZ1. It is not a revolution compared to the previous approval, even if there are important changes, in particular the cooling system and cylinder

The LZ1 is the new engine for the KZ classes of the company LKE, the brand dedicated to the engines of the Sicilian company Lenzokart. The result of a completely computerised design using CAD software was then the protagonist of a refined development on the company’s engine benches.
At first glance, compared to the previous approval, you immediately notice the difference in the cylinder, whose mould has also been completely redone for the OK and OKJ engine versions that LKE manufactures.
In particular, the cylinder area underwent major external dimeter shrinkage, while maintaining the width of the water ducts unchanged.
Externally, they were placed in the front part of the flaps that improve the cooling, in addition to improving its aesthetics.
One of the LZ1’s most substantial differences with respect to its predecessor can be seen above the exhaust manifold, where the cylinder is increased in size by exploiting the position that the exhaust valve has in the OK engine, and an “add-on bag” that allows a greater flow of water was developed, and therefore, an improvement in decreasing temperatures.
The new LKE LZ1 engine is much more compact than the previous model thanks to the angle of the gear change axis and the new water cooling system.
alt alt
The comparison between the 2007 crankcase (below) and the new one shows the great development that has been accomplished. More compact in length, it has an outer passage of water that provides better cooling of the area where parts are in friction.
alt alt
The cooling water passes in the outer area of the crankcase by dissipating the heat due to friction better and the rolling of the bearings, it rises to the cylinder and out of the head.
alt alt
The head and its inner insert were restricted following the cylinder, and even the water flow was enhanced by working on the interior cavity. As regards cooling, if you analyse the crankcase you will appreciate LKE’s idea to exploit the outer water passage between the engine compartment and the gearbox, in addition to the water ducts which pass externally, cooling the clutch and bearing roll area, friction elements area that are therefore subject to high temperatures.
Continue reading the article by subscribing for only 0.96 € / week
Explore these and many other
premium contents
Go to Magazine