"Helping to prevent fouling of SPARK PLUGS"
As your KA100 engine runs so efficiently in cylinder head temperature on your roll down laps, there is a good possibility that you have unburnt fuel in your combustion chamber. So when you go to restart your engine prior to your next session, it may be possible that you will foul your spark plug when starting up your engine. To help prevent this unburnt fuel on your roll down lap, simply hold your throttle pedal on the cracked open position (around 4000rpm) and then apply slight brake pedal pressure (this is called riding the brake) this will put the engine under load, and burn all excess fuel.
ANOTHER TIP is to depress the kill switch button on the way into the in-grid and just roll into your stop position. Also a hotter Spark Plug will help this. Your engine comes with a 10 heat range plug. This is a conservative plug and may run too cold. I suggest to move to a NGK B9EGV-9.5 Plug.
ANOTHER TIP: Also when restarting your engine heading out for your next session, just have your throttle pedal cracked open and simply press the 'on button' and drive straight out, do not sit there idling for a long period of time as this can also foul the plug.
ANOTHER TIP: During your first formation lap, give your KA100 engine a short burst of full throttle, this will also help clear the plug from fouling.
ANOTHER TIP: During your formation lap prior to getting a start, it is also advisable to have your throttle pedal at a cracked open position at a constant speed and apply pressure to the brake pedal, which puts the engine under load and burns excess fuel which will prevent fouling the plug as well. By following my formation lap procedure the engine will accelerate cleanly off the line and you will get an excellent start.
IAME Recommends WLADOIL which is a caster synthetic oil, but any good quality oil such as Shell M etc; will be fine.
The initial December 2014 shipment is 1,000 engines. The IAME factory is geared up to manufacturer 500 engines per month after that. By the middle of 2015 we expect to have 2,000 of the new engines in Australia.
The introductory price for the first 12 months of $2,990.00.
In 2016 it will revert back to the original pricing of $3,150.00.
The engine is fully complete ready to race. Just bolt it on, add fuel and go racing.
Included in the package is the engine, carburetor, exhaust, airbox, wiring loom, battery etc. There are no additional engine accessories needed to be purchased to complete the engine before it can be used.
The KA100 engine has a very compact combustion chamber which produces less heat in the cylinder and the cylinder head. Hi-tech materials combined with a state of the art finning design have also aided operating temperature reduction.
Low revs and temperature yields better piston life and cylinder wear.
Importantly the driver will not have to become an expert “carburetor choker” as is the case with the current Yamaha engines. There is also no need to alter the tuning whilst driving in a race.
The only thing that changes is the exhaust manifold.
In Clubman format the exhaust manifold is 39mm internal diameter and in National J format it is 19mm internal diameter. Otherwise both engines are identical – there is one carburetor, one pipe, one head etc; which allows you to use the KA100 in National Classes, you just change the exhaust manifold and it becomes a Clubman engine.
The KA100 engine is currently being manufactured to the highest specification level as per the current IAME X30 engine.
Here are some examples...
The same crank pin and big end cage designed for and used in the current 2014 IAME KZ engine which delivers around 48hp is used in the KA100. It delivers around 22hp in the ‘unrestricted’ specification, so it is well under stressed, leading to much long bottom end life.
The crankcase, crankshaft, clutch and electric starter system has been derived from a 125cc engine, with more power and higher rpm. This ensures that the KA100 has a very stable crankcase in relation to displacement. Being a 100cc engine, it produces much less vibration than a 125cc and no balance shaft is needed.
In three years of on-track testing in Australia we never broke a starter motor brush. Reliability of the engine and its components has been the highest of priorities right through the development process.
I’ll compare it to some other IAME engines that Australian drivers would be familiar with.
The “RL” Leopard has an 18mm crankpin and the KA100 uses a 20mm crankpin.
The KA100 is more similar to the X30 engine and utilises X30 parts including the complete clutch assembly.
Other features of the KA100 engine include:
Air cooled engines have been successful for many years.
Its very simplicity and reliability makes it easy to use, desirable to race and a fantastic engine that will serve the Australian karting community very well for many years to come:
A new machining process has been used in the manufacturing process for the Tillotson carburetor fitted to the KA100 engine.
The tolerances are individually checked during production.. The most important aspect of the performance of the carburetor is the venturi. The venturi is fully machined and has a very tight manufacturing tolerances so as to minimise variations between carburetor units.
NO. There will be no blueprinting allowed. The tolerances set on the KA100 are set very tight. You cannot re-machine any surface as the cylinder base, the top of the barrel, head surface face and the top of the crankcase are all marked with IAME and KA markings. These are not allowed to be removed. These have been implemented to ensure parity across all engines and that there is no requirement in the future to for the engine having to be totally re-machined to chase an improved performance. This makes it more of a level playing field and fairer for all competitors.
As much as you move forward with modern technology it has its pitfalls. It is quite commonly known that electronic ignitions can be tampered with and reprogrammed to gain performance. Hence, the reason we left the digital ignition out. With the analogue ignition, there are less things to go wrong and it is simpler.