Hi all,
Just as a heads up, it is sounding like the new cylinder (2024) will be required in JR max for 2025 at RMC events. This would mean that anyone doing westerns next year will need the newest cylinder revision in all likelihood. This is in addition to the latest bottom end with black coloured cases.
This rule is highly unlikely to apply at a club level, where we still allow pre evo parts including cases and cylinders.
Jack
2025 Rules - Cylinders
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The forums are a place for open discussion of karting topics. Please respect the opinions of others. No name calling, abuse, bashing etc. of any sort will be tolerated and offending posts will be removed and offenders sanctioned at the discretion of the webmaster or the executive. All posted materials, text, etc. become the property of the CKRC and may be displayed or removed at the discretion of the CKRC.
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Jackmazury
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2025 Rules - Cylinders
Shifter #30
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JasonL
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Re: 2025 Rules - Cylinders
Thanks for sharing, Jack. Any idea on the rationale behind the change - especially since (I believe) the new cylinder isn't mandatory for Sr. Rotax. It seems strange that this would apply only to Junior.
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Jackmazury
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Re: 2025 Rules - Cylinders
Hey Jason,
Typically this is done in an effort to improve parity, or have the accessible engine parts be the spec. The rationale is that if an old spec cylinder is better than a current cylinder, but out of production, they rise in value significantly. This happened when they went from numbered cylinders to lettered, the fix was to ban numbered cylinders for RMC events.
If we take it from another perspective, the new spec cylinder (2024) is worse in mini and micro configuration, or at least was at launch. Because of this, the new one was spec from the get go. In senior configuration, the 2024 cylinder is worth 1-1.5hp based on preliminary data, this makes the 2018 spec far less desirable. Thus it can be allowed as the competitor would be at a disadvantage to run it. What was identified in senior was that the pre-evo cases, and 2015 evo cases which were silver, as well as early black cases with a different crank pickup manufacturing process could be an advantage. The fix on this was to ban them as well.
I assume there have been 2018 spec junior cylinders that have been identified as beyond the best of the 2024 spec, hence the change to avoid those cylinders becoming priced at an unobtainable value. What rotax is trying to avoid is what happened to the stock moto package, imploding on itself because the best parts are out of production and rising significantly in price. In karting, engine parity is a huge aspect at a high level. It factors less into the outcomes of club racing where drivers are still developing.
Rotax efforts in all of their updates since the launch of evo have been reliability and parity. This is why we see the now Gen 3 pipe be required, the updated electronics and ecu position, updated connecting rod, as well as the changes mentioned above. For the cylinders specifically, the manufacturing has now switched to Austria, this allows them to meet the volume required vs the previously supply chain. Rotax sells more karting engines a year than any other manufacturer, it is key for them to maintain this position through having best in class parity, where many other spec packages fall short.
Does any of this make a difference for who wins in JR max on any given day at a club race? Probably not.
Typically this is done in an effort to improve parity, or have the accessible engine parts be the spec. The rationale is that if an old spec cylinder is better than a current cylinder, but out of production, they rise in value significantly. This happened when they went from numbered cylinders to lettered, the fix was to ban numbered cylinders for RMC events.
If we take it from another perspective, the new spec cylinder (2024) is worse in mini and micro configuration, or at least was at launch. Because of this, the new one was spec from the get go. In senior configuration, the 2024 cylinder is worth 1-1.5hp based on preliminary data, this makes the 2018 spec far less desirable. Thus it can be allowed as the competitor would be at a disadvantage to run it. What was identified in senior was that the pre-evo cases, and 2015 evo cases which were silver, as well as early black cases with a different crank pickup manufacturing process could be an advantage. The fix on this was to ban them as well.
I assume there have been 2018 spec junior cylinders that have been identified as beyond the best of the 2024 spec, hence the change to avoid those cylinders becoming priced at an unobtainable value. What rotax is trying to avoid is what happened to the stock moto package, imploding on itself because the best parts are out of production and rising significantly in price. In karting, engine parity is a huge aspect at a high level. It factors less into the outcomes of club racing where drivers are still developing.
Rotax efforts in all of their updates since the launch of evo have been reliability and parity. This is why we see the now Gen 3 pipe be required, the updated electronics and ecu position, updated connecting rod, as well as the changes mentioned above. For the cylinders specifically, the manufacturing has now switched to Austria, this allows them to meet the volume required vs the previously supply chain. Rotax sells more karting engines a year than any other manufacturer, it is key for them to maintain this position through having best in class parity, where many other spec packages fall short.
Does any of this make a difference for who wins in JR max on any given day at a club race? Probably not.
Shifter #30
Class Representative
Class Representative