We all know how temperamental two stokes can be at times, and how powerful they can be when they are running properly. So what do you do when nothing you try will get you kart to fire. Well the answer is everything.

If the problem is a tuning issue, that is the engine fires but wont run properly then the fuel system in the culprit. It pays to consider closely what the problem is. Many times a kart will start properly but will not run or the tuning changes all the time. This is often caused by air entering the engine through another path than over the butterfly. The most common cause of this is a small hole in the fuel line. As the are regularly pulled on and off and are usually secured by a wire twist, there is ample opportunity to damage the line. Even a pin hole will cause air to enter the fuel line and throw the tuning out.

Another potential problem is a hole in one of the carby gaskets. By carefully removing them and then holding them up to light you can easily see a small hole. When replacing them make sure they are fitted the right way around and fit properly.

If the problem only occurs when the engine gets hot it is normally a more serious problem and a trip to the engine builder may be required.

Whenever you are trying to cure a fuel/ tuning issue it is always a good idea to replace the plug each time you try to start the engine. It doesnt take much fuel to stop the plug firing properly and normally the tuning is a bit out because you are fiddling with the jets, so the engine needs the best change it can get. This doesn't mean a new plug each time but at least a good DRY plug.

Once an engine is flooded it can take quite a while to get rid of the accumulated fuel in the engine. Leaving the plug out and tuning the engine over a few time is helpful to dry it out. Also remove the airbox and drain any fuel from it. You will be very surprised at how much fuel accumulated in the airbox, even when an engine runs normally.

If all this fails to cure the problem look at the gasket between the engine and the carby as this is another potential source of unwanted air, and if that fails then see if you can borrow a know functioning carby and that should eliminate a fuel issue.

You're at the track and your kart won't handle, what do you do? Here is a short list that may be helpful in get it to handle.
You may try some of the suggestions below.

Loose into Corner
Increase cross weight
Decrease caster
Decrease front weight
Use a softer tire on right rear
Widen front track
Use harder front tire
Make change to front of Kart

Loose out of Corner
Increase cross weight
Reduce stagger in the rear tires
Increase rear weight
Decrease stagger in rear tires
Add air to left rear tire
Reduce rear tires air pressure
Use softer rear tire
Narrow the front track
Make changes to front of Kart

Pushes Into Corner
Decrease cross weight
Move right front wheel out
Increase front weight
Use softer front tire
Narrow front track
Make changes to front of Kart

Pushes out of Corner
Decrease cross weight
Move left rear wheel out
Increase rear stagger
Decrease rear weight
Increase rear tire pressure
Increase rear tire stagger
Widen rear track
Use harder rear tire
Make changes to rear of Kart

Once you have fitted a clean chain back to your kart, you must make sure that you lubricate it using specialist chain lube before each and every time you go out on circuit. This will allow the chain to move freely.

Finally on the subject of chains, you must make sure that the tension is correct when clamping the engine to the kart. Too tight will cause the chain to bind and too loose will cause it to jump off. Around 10-15mm of movement up and down between the rear axle and engine sprocket is acceptable.

Tyres are another big topic and most classes will have specific makes of tyre that are permitted. Because of this, you should check what tyres you are allowed to run and the specifics about those tyres before you go out and buy a set. This ebook will therefore only cover general points regarding kart tyres.

Fitting a new set of tyres to a set of rims can be a little tricky and it will take some practice. Before you start mounting the tyres, check to see if the tyres have directional arrows showing which way they should be run. It helps to add your own arrows with a paint pen to the sidewalls for future reference. The easiest way to fit tyres to rims is to put the tyre on the ground and work the rim into the tyre. Once one side of the tyre in on the rim, rotate the rim and tyre so the rim is on the ground. Its an idea here to spray a little WD40 onto the bread of the tyre. This helps it to slide over the rim. It may take a little force but avoid using screwdrivers as levers as they can damage the tyre and they it will have to be replaced. Once the tyre is on, inflate the tyre until the bead pops onto the rim.

Removing the tyres is a little trickier and you will need to purchase a tyre bead breaker. This breaks the bead between the tyres and the rim. Once this is done, a screwdriver is needed to lever the tyre over the rim. Now take another screwdriver and side in between the tyre and the rim and use this one to work round the tyre, gently levering it over the rim. Once this side is off, the other side of the tyre can be removed by hands and wont require screwdrivers. Always ensure you are careful in using screwdrivers to remove the tyre especially when WD40 has also been applied.

Tyre pressures can vary for a number of reasons. A good starting point is around 20psi, with the fronts always a couple of pounds lower than the rear. Low pressures are used on hot days and at a very bumpy track. Higher pressures are used at a smooth circuit and where temperatures are lower. When you are out on the track, if the kart seems to start sliding more and more, then it could be the tyres are getting too hot, so lower the pressures. To get an idea, feel your tyres as soon as you come in from a practice session or a race. When the circuit is very wet, high pressures are needed to make the tyres to work effectively. As the circuit dries out, lower the pressures to avoid overheating the tyres.

Is physical Conditioning really that important for racing? By Ilya Feynberg (c)

This is a question that I receive more then any other...and to answer it directly, YES! It is very
important for a driver to be in his/her best possible physical shape to truly out race the competition. The best drivers are always the ones who know how to put all the pieces of the puzzle together, and more importantly...know why they need to. Just as the package that a team brings for the race weekend must be the fastest in order to win, so does the actual driver package have to be the strongest.

It used to surprise me how many "regular folk" or non-racers never considered motor sports as an actual sport and still don't. That's okay, but what still surprises and frankly shocks me still to this day is how many of "our folk" or racers don't fully understand that racing is a real sport. Um...hello...it's motor SPORTS for a reason. Driving a race car under the pressures of a race is just as demanding as playing soccer or playing American football, in fact even more so. What's so disappointing is to see how many drivers don't pay attention to how they feel while driving the car and when they get out, if they did they would notice the need for such training. Your pace drops off a quarter or half way through the race for a reason, just like
when you get up the next morning and your awfully sore.  Your muscles, respiratory system, and mind are being used extremely hard and if you're not in proper shape, your muscles, respiratory system and mind is being pushed way beyond its limit.

When a driver increases their physical readiness to race they open up a whole new world of opportunities for themselves on and off the track. Just think about it for a moment....if you can stay on the ball and be extremely quick in ALL stages of the race weekend without tiring, how much more of and edge do you have over those drivers who are not in proper physical
shape? What if you can remain focused throughout the entire length of the race weekend and be at your optimum mind function, all the way from the first practice lap, to media relations, and to the checkered flag on race day. It's not enough to just posses talent or desire to win anymore. Those who posses all the qualities of a great package and work hard to achieve
them will always come out on top.

Training hard to get into proper physical shape specifically for motor sports is not something most drivers are used to, and as a result the transition might be difficult. Not everyone posses that burning desire and discipline to do everything within their power to become a champion, that's why there can only be one.

First, if you did not receive set-up information with the kart, contact the manufacturer/importer and request set-up information for your specific model. Next, seek out information about general kart set-up theory on any of the web-based karting forums. Finally, the best way to learn about chassis set-up is through experimentation at the track  there is simply no substitute. Get in the habit of keeping detailed notes on set-up and track conditions. Try to make one change at a time and record the results. Soon, you'll have a comprehensive 'database' that you can refer to when trying to adjust the chassis to different conditions. Also, don't hesitate to contact your manufacturer/importer with any questions you may have; we're here to help you get the most out of your kart (our product).

However, to get the most out of your relationship with the kart manufacturer/importer, when you call them on the phone, call with a specific question and know your baseline set-up. Questions like "I haven't had the kart on the track yet, but how do I make it faster" are usually answered with "start the engine and drive it¦". The more detailed information you can give us about your set-up, the more we can help. - Keith Freber

Spend time at the track, make different adjustments, and make note of what happens. I feel that incremental changes are better than major ones; most karts operate well within a defined handling window, so if you make major changes you might go from one side of the window to the other and miss that sweet spot. When I was learning, I just went to the track and made very small incremental changes. If you don't feel the difference, then move it some more.

I firmly believe that a driver should have to learn for himself; relying on someone else isn't what I'd recommend. No tuner can ever know more than what the driver himself experiences when out on the track. The person who buys a kart, and then goes to the track to learn how to tune his chassis, will be much more prepared than the driver who relies solely on the knowledge of his dealer or manufacturer. - George Barros

I would recommend hanging out with some other karters who have some experience, in that they are normally very willing to help out a new guy. And, of course, by testing things on your own. Nothing takes the place of making a change and then actually "feeling" exactly what that specific change does. - Lynn Haddock

Go to the track and test. Drive, drive, drive that new kart. Practice, and change a lot of settings. I see some karters do 60 laps at the track, pack up and go home without changing a thing. Try stuff even if it doesn't make sense, see what it does. Even if everything is fine, try moving in the hubs, for example. If it makes things worse, at least you'd know what effect that change will have. - Tim Pappas

The Article below is from an American Kart Club

Tips on driving (avoiding the suicide move)

In this session we will talk about clean driving. When I am not instructing, I am usually the Chief Steward for the race. I have been noticing that lately drivers are becoming very aggressive. Do not get me wrong, there is nothing wrong with being aggressive as long as you are a clean and know what you are doing. I can tell you that I am one of them, if I can make the pass and I know that I am taking the kart to the limit I will do it. Remember that there are two types of limits that a driver can take any type of kart.

One is the driver who takes it to the limit but it is in control of  his kart,

The other is the takes it to the limit, but, is out of control,

This latter, is what I call a suicide mov. You have the 90% chance that you will not make it and not only taking yourself out but most likely others with you, and a 10% chance that you will make it.

To gain that confidence and to get that percentage more to the positive instead of the negative, you need to practice, "lots of practice."  I have guys that after their first race they want to take the kart to the limit, there is no way that I am going to speak to a driver that has driven one race with a driver school under their belt about how to get into the limits of the kart. What I am trying to say is that if you know that there are competitors out there who are experienced and are racing aggressively, but are clean, learn from them.

Watch what they do, even watch what they do when they are outside of the kart, most of them always have their eye on the competition. One big thing to remember is that they are experienced and just because you saw that they made this great pass does not mean that you can go five minutes later and try it during racing conditions, after all, experience, patience, excellent hand eye coordination, the ability to read the feed back from the steering wheel, and many other factors account for a good driver.

So, think before attempting that possible suicide move.

Ever had days in karting when you could do no wrong? You hit the turns perfectly. You maneuvered the kart as if it was only you and the track. Call it what you want getting into a flow or hitting a zone“ but the feeling is unmatched and very important for a karting driver.

 How does a karting driver master that feeling by ignoring everything and else and just concentrate on the track? How can the driver draw from that confidence in every karting race and get into their flow?

 The answer is through practice and preparation, and by studying every aspect of kart racing before the race starts. If you feel you are operating at your optimum potential with your driving skills, you will have the utmost concentration on your kart and the track.

 You basically believe like you know it all and you can face any challenge with your driving skills.

Analysing getting into the flow deeper, we can break it down to three areas setting goals, know the challenge that lies ahead and tune out everything except you and your kart.

Setting goals

Everyone sets a goal to win in karting, so you must set yourself apart by dividing that ultimate goal into performance goals that will add up to a victory.

Performance goals can include following a checklist that pertains to a diet to feel in top form, or developing a training schedule that tracks what areas of karting you mastered or need more time to work on.

On the track, these secondary goals can include a plan to brake at a certain point, hit a late apex on the exit, and keep a focus. You can set a goal to maneuver an exit a certain way in order to carry maximum speed on to a straight track.

Setting these secondary karting goals is like writing an outline for a literary piece or speech. In order to make an effective presentation, you must research different areas and know how to perform in these areas.

Knowing your challenges

Again, every karting driver knows the ultimate challenge is to win a race. What about the challenges within a race using your driving skills that might get you the victory?

If you are a beginning karting driver, do not set the challenge of only crossing the finish line. You are selling yourself short. On the other hand, do not believe your challenge is to win easily. Are you really that good yet?

Your challenge within the challenge of winning the race should be wanting to pick up at least a couple of places by the end of lap one. If you challenge yourself to pass a couple of other drivers  because you know your kart is faster and you have better driving skills  than anticipate the next challenge.

Some of these challenges might include taking advantage of your braking skills or hitting at least three gaps. When you can gain the confidence to meet these challenges, you should become a winning kart racer.

You and your kart as one

Your kart is an extension of your ability. Think of it as a bat in baseball, or even a shoe in soccer. You must feel comfortable with the equipment to gain confidence in karting. Confidence turns into getting into a flow that we have discussed.

So think of this equation: Your ability + your kart = confidence + getting into a flow.

Sounds simple enough, but let's break it down further.

• Use your driving skills to meet the challenges you outline for every race.

• Ignore the competition and the critics. You can not control them. Control what you can  that means you. If you are in control of yourself, no one else matters in karting.

• Take the high road. If a karting opponent shoots from the mouth, take the cocky comments with a grain of salt. Do not retaliate verbally. Show the opponent what you can do on the track. Do not talk the talk, but race the race instead.

These ideas for gaining the ultimate confidence that will lead you into 'getting into a flow' sound good on paper. The bottom line is it comes down to you, your mind and your kart. If all are in harmony, these important guidelines will become second nature and you will be a karting pro.

Fast Corner
It is rare to find motor racing circuits that don't include this kind of corner. In the illustration, the driver turns in, passes the apex and conserves his line all the way through the corner. The whole process should be smooth without any abrupt movements to the steering wheel. The maximum constant radius line proves to be most effective since the turn is taken flat-out with no change in throttle application on exit.

Tight Hairpin
For a tight hairpin, the driver purposely turns in late, continuing to the outside of the bend in order to create the widest possible angle. In this way, he can treat the remainder of the operation as he would a fast corner. Indeed, his intention must be as quick as possible out of the hairpin. To a certain extent, in order to achieve that, he mustn't hesitate to 'sacrifice' the entry phase by turning in somewhat sharply. As soon as the apex has been passed, the driver, who has in fact transformed the exit phase into a fast corner, can already begin to accelerate.

Right-Angle Turn
For this type of corner, the racing line very much depends on what follows the turn. The line that advances the middle phase is used when the driver turns in and passes the apex relatively late in order to have a nice clear exit line for acceleration as soon as he is at the apex.
The maximum constant radius line is used when the driver turns in much earlier and hits the apex sooner but is unable to accelerate until way beyond the apex. This racing line is smoother into the corner and, since braking can be left later, it is a method that favours overtaking into corners.

Double Apex
It is sometimes possible to find a line which allows drivers to make one corner out of two if the  two bends are linked by a short straight. The exit line of the first becomes the entry line for the  second, the driver choosing not to exploit all of the track so as not to over-tighten the overall  corner. The Kart finds this perfect curve by staying within the inner two-thirds of the track's width.  After the first apex, the Kart is set up for the second without having to make any steering  adjustments.
When two bends are linked by a short straight as above, it is not always possible to adopt the racing line described previously. It is sometimes more effective to take the bend away from the  apex and aim for the apex of the second corner instead.

The Opening Corner (Increasing Radius)
The angle of this corner opens progressively after the apex. The driver steers in and take an early apex, for he knows that, afterwards, the corner opens out at the very moment he will want to move to the outside. The trick is finding the happy medium between the turning-in and exit points in relation to the increasing radius of the corner. The final phase of the corner can be treated like a straight and the driver can begin to accelerate.

The Tightening Corner (Decreasing Radius)
In this situation it is best to stay wide on entry and go to the apex relatively late. If there is a long straight before the bend, it will be possible to delay the point of entry and of braking in order to make the most of those last few metres when the Kart is travelling at its maximum speed. The advantage in terms of cornering speed will certainly be greater.