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Leopard Bulletin

INTO THE FUTURE WITH LEOPARD CLASS - From Remo Luciani

After overwhelming enquiries over the past month I want to give everyone a clear clarification exactly where we are up to and what our intentions are with the Leopard X30 engine.

Firstly, I have spoken to the AKA Technical Committee today (25th May, 2009) and the physical engine examination has taken place by all necessary State Techs.

above: the X30

The Leopard X30 engine has passed with flying colours according to the homologation documentation and drawings. One example is the Crankshaft assembly: This was totally stripped and weighed as there is a minimum crank weight. The overall engine examination complied in every aspect. The National Technical Committee are in the process of compiling a written report to the National Karting Council to be presented on the 27th of June, 2009 (next AKA NKC meeting).

The following documents can be uploaded from the Remo Racing website: www.remoracing.com.au

*X30 Homologation documents
*Rules
*Homologation Application to the NKC
*Minutes NKC Meeting 29/3/09
*Technical Specifications
*X30 Brochure
*Homologation progress report and more... (cick HERE to access these documents)

QUESTION: "What am I going to do with my existing Leopard RL engine, it will not be worth anything when you introduce the Leopard X30."
MY RESPONSE: I do not understand where the karters' confusion is because I have never said that the old Leopard RL engine will be obsolete or phased out. It will still be eligible indefinitely in Leopard Class. There will still be a demand for the old Leopard RL for the beginners entering the sport in "Restricted 125 TaG" classes which is taking Australian karting by storm.

QUESTION: "My old Leopard RL engine will not be competitive against the new Leopard X30 engine."
MY RESPONSE: Weight parity is to be established. I am not going to move the class weight any higher than 160kg for Light and 180kg for heavy. The amount of weight parity needed will be taken off the old Leopard RL engine. Example: 155kg for the old RL in Leopard Light and 160kg for the new Leopard X30. This will suit in particular young Juniors coming through to Seniors that have a light body weight of around 58kg. Rather than carrying 15-20kg of lead they can carry 10-15kg instead. So the old Leopard RL will always be in demand for the smaller type person.

QUESTION: "Why did you decide to introduce the Leopard X30 into Australia?"
MY RESPONSE: Because the old Leopard RL design is over 10 years old. It was great when we first introduced it in 2000. This original Leopard RL was IAME's first attempt on an electric start 125cc engine. There have been some weaknesses along the way with the old engine especially when revving to 17,000 rpm or more.

The Leopard X30 is designed and built with a decade of development work behind it. I have experienced this new Leopard X30 with 12 drivers from our Australian Team competing at the International Challenge in Spain in 2007 and 2008. The Leopard X30 engines are put to a test by competing in a 6-hour enduro plus 3 hours free practice, warm-ups and qualifying, totalling 10 hours of constant race pace with no reliability issues for the whole 4 Australia Teams. This was a testament to the endurance and reliability of the Leopard X30 engine.

All drivers commented how 'smooth' the engine was with its counter balance shaft and the 'smooth' delivery of power. The Leopard X30 is already fitted with the New CDI green rev-limited unit, in fact, the current Leopard RL engine rev-limiter derives from the new 'Leopard X30'. So the electrical on both engines are identical. The fully machined Tryton Carburettor was easy to tune with its 'adjustable tuneable jets' and was not altered throughout the 10-hours of running with the Leopard X30 engine.

The crankshaft journals and main bearings in the new Leopard X30 is 30mm in diameter (opposed to 25mm in the old Leopard RL). There is a 20mm crankpin and big end cage (opposed to 18mm in the old Leopard RL). The 20mm crankpin and big end cage is the same type and style as the New KF1 engines with 45hp.

The starter motor brushes are 100% more reliable than the old Leopard RL because the engine has a 'fully cast' aluminium crankcase with provision for the starter motor to be directly mounted into the crankcases and the engine is also fitted with a counter balance shaft minimising all vibrations and harmonics.

The Tryton Carburettor is a fully machined Carburettor from the front to the back so NO machining is allowed and NO drilling. This eliminates the unnecessary expense of a $190 blueprint on the current Tillotson Cast Carburettor supplied with the old Leopard RL.

The cylinder liner is cast iron and has fully machined CNC ports eliminating any variance from engine to engine.

IAME's Port tolerances are within 'point one' (0.1mm, 4 thou - your own hair follicle is 4 thou) this guarantee's consistency between engine to engine.

There are also 20 oversized pistons available.

The electrical system is 'fully digital' and has an incorporated onboard self charging battery system. This eliminates charging batteries in-between heats and because the engine does not rely on the battery to run the engine, there is 'no loss' of power in the engine regardless of the condition of the battery.

The Counter balance shafts and gears are made of steel so the gears are reliable. The Leopard X30 is homologated with the KG Square silver airbox as 'standard' so it is one airbox only.

Standard reed petals with IAME markings on them are the only allowed reed petals.

The base gaskets can 'only' be varied by 'point 15' (0.15mm) (6 thou) This is due to compression of standard base gaskets fitted in the engine from new.

There is a minimum of 'point 9' squish (0.9mm) with a 10.2cc cylinder head volume. There is a genuine IAME head profile gauge for technical inspection. The head may not be altered in shape or style.

The Leopard X30 exhaust, exhaust-header, reed block, reed petals, reed manifold, carburettor and radiator must carry the IAME identification marks/stamping.

The reliability of the Clutch has been improved on the Leopard X30, it has a different mounting system eliminating the possibility of any crankshaft damage.

The header pipe has been re-enforced on BOTH ends. The exhaust spring coupling is heavily re-enforced which will eliminate any possible failures.

The IAME radiator is 25% longer in the Leopard X30 compared to its predecessor. It is supplied as standard for more consistent water temperature which will assist in prolonged performance in hot weather for Australian conditions.

CONCLUSION

All-in-all, the rules and guide lines have been set to be cost effective to the end user making the Leopard X30 engine out-of-the-box racing with NO blueprinting required, nor possible due to the design of the major components.

There will NOT be constant updates from IAME to upgrade your Leopard X30 engine to remain competitive.

Testament to this is that our current Leopard RL engine today has still got its ORIGINAL crankcase, crankshaft, conrod, cylinder, piston, and cylinder-head since 2000. These are all major components that contribute to the performance output.

Reports from countries around Europe and Asia that are running the Leopard X30 have commented that the engine is very economical to run compared to other 125cc recreational engines. In Japan where they run a series the running cost is 1/3 compared to other 125's in maintenance/ up-keep.

I have been around karting for 28 years now and in my opinion, this is the BEST engine that has ever been introduced into the Australian market and WILL deliver all expectations for the end users.

The Leopard X30 will offer drivers the opportunity to compete overseas in International Events as the Leopard X30 is beginning to compete in certain FIA SANCTIONED EVENTS, the first will be the “Bruno Grana 2009 International Trophy” on June 28 in France, an event dedicated to the name of Bruno Grana, memorable Managing Director and President of IAME.

THE FUTURE
Our intentions for the future of Leopard Class is transparent and what I have written here is exactly what our intentions are for this class.

So the KARTER can choose to be part of it or choose another path.

Remember... feel free to contact me direct on my mobile 0418 340640 if you have any questions or concerns.

You can feel assured that you will be receiving an honest response from me.

Yours in karting,
Remo Luciani

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	Leopard Bulletin INTO THE FUTURE WITH LEOPARD CLASS *- From Remo Luciani* After overwhelming enquiries over the past month I want to give everyone a clear clarification exactly where we are up to and what our intentions are with the Leopard X30 engine. Firstly, I have spoken to the AKA Technical Committee today (25th May, 2009) and the physical engine examination has taken place by all necessary State Techs. above: the X30 The Leopard X30 engine has passed with flying colours according to the homologation documentation and drawings. One example is the Crankshaft assembly: This was totally stripped and weighed as there is a minimum crank weight. The overall engine examination complied in every aspect. The National Technical Committee are in the process of compiling a written report to the National Karting Council to be presented on the 27th of June, 2009 (next AKA NKC meeting). The following documents can be uploaded from the Remo Racing website: www.remoracing.com.au X30 Homologation documents Rules Homologation Application to the NKC Minutes NKC Meeting 29/3/09 Technical Specifications X30 Brochure Homologation progress report and more... (cick HERE* to access these documents) QUESTION: "What am I going to do with my existing Leopard RL engine, it will not be worth anything when you introduce the Leopard X30." MY RESPONSE: I do not understand where the karters' confusion is because I have never said that the old Leopard RL engine will be obsolete or phased out. It will still be eligible indefinitely in Leopard Class. There will still be a demand for the old Leopard RL for the beginners entering the sport in "Restricted 125 TaG" classes which is taking Australian karting by storm. QUESTION: "My old Leopard RL engine will not be competitive against the new Leopard X30 engine." MY RESPONSE: Weight parity is to be established. I am not going to move the class weight any higher than 160kg for Light and 180kg for heavy. The amount of weight parity needed will be taken off the old Leopard RL engine. Example: 155kg for the old RL in Leopard Light and 160kg for the new Leopard X30. This will suit in particular young Juniors coming through to Seniors that have a light body weight of around 58kg. Rather than carrying 15-20kg of lead they can carry 10-15kg instead. So the old Leopard RL will always be in demand for the smaller type person. QUESTION: "Why did you decide to introduce the Leopard X30 into Australia?" MY RESPONSE: Because the old Leopard RL design is over 10 years old. It was great when we first introduced it in 2000. This original Leopard RL was IAME's first attempt on an electric start 125cc engine. There have been some weaknesses along the way with the old engine especially when revving to 17,000 rpm or more. The Leopard X30 is designed and built with a decade of development work behind it. I have experienced this new Leopard X30 with 12 drivers from our Australian Team competing at the International Challenge in Spain in 2007 and 2008. The Leopard X30 engines are put to a test by competing in a 6-hour enduro plus 3 hours free practice, warm-ups and qualifying, totalling 10 hours of constant race pace with no reliability issues for the whole 4 Australia Teams. This was a testament to the endurance and reliability of the Leopard X30 engine. All drivers commented how 'smooth' the engine was with its counter balance shaft and the 'smooth' delivery of power. The Leopard X30 is already fitted with the New CDI green rev-limited unit, in fact, the current Leopard RL engine rev-limiter derives from the new 'Leopard X30'. So the electrical on both engines are identical. The fully machined Tryton Carburettor was easy to tune with its 'adjustable tuneable jets' and was not altered throughout the 10-hours of running with the Leopard X30 engine. The crankshaft journals and main bearings in the new Leopard X30 is 30mm in diameter (opposed to 25mm in the old Leopard RL). There is a 20mm crankpin and big end cage (opposed to 18mm in the old Leopard RL). The 20mm crankpin and big end cage is the same type and style as the New KF1 engines with 45hp. The starter motor brushes are 100% more reliable than the old Leopard RL because the engine has a 'fully cast' aluminium crankcase with provision for the starter motor to be directly mounted into the crankcases and the engine is also fitted with a counter balance shaft minimising all vibrations and harmonics. The Tryton Carburettor is a fully machined Carburettor from the front to the back so NO machining is allowed and NO drilling. This eliminates the unnecessary expense of a $190 blueprint on the current Tillotson Cast Carburettor supplied with the old Leopard RL. The cylinder liner is cast iron and has fully machined CNC ports eliminating any variance from engine to engine. IAME's Port tolerances are within 'point one' (0.1mm, 4 thou - your own hair follicle is 4 thou) this guarantee's consistency between engine to engine. There are also 20 oversized pistons available. The electrical system is 'fully digital' and has an incorporated onboard self charging battery system. This eliminates charging batteries in-between heats and because the engine does not rely on the battery to run the engine, there is 'no loss' of power in the engine regardless of the condition of the battery. The Counter balance shafts and gears are made of steel so the gears are reliable. The Leopard X30 is homologated with the KG Square silver airbox as 'standard' so it is one airbox only. Standard reed petals with IAME markings on them are the only allowed reed petals. The base gaskets can 'only' be varied by 'point 15' (0.15mm) (6 thou) This is due to compression of standard base gaskets fitted in the engine from new. There is a minimum of 'point 9' squish (0.9mm) with a 10.2cc cylinder head volume. There is a genuine IAME head profile gauge for technical inspection. The head may not be altered in shape or style. The Leopard X30 exhaust, exhaust-header, reed block, reed petals, reed manifold, carburettor and radiator must carry the IAME identification marks/stamping. The reliability of the Clutch has been improved on the Leopard X30, it has a different mounting system eliminating the possibility of any crankshaft damage. The header pipe has been re-enforced on BOTH ends. The exhaust spring coupling is heavily re-enforced which will eliminate any possible failures. The IAME radiator is 25% longer in the Leopard X30 compared to its predecessor. It is supplied as standard for more consistent water temperature which will assist in prolonged performance in hot weather for Australian conditions. CONCLUSION All-in-all, the rules and guide lines have been set to be cost effective to the end user making the Leopard X30 engine out-of-the-box racing with NO blueprinting required, nor possible due to the design of the major components. There will NOT be constant updates from IAME to upgrade your Leopard X30 engine to remain competitive. Testament to this is that our current Leopard RL engine today has still got its ORIGINAL crankcase, crankshaft, conrod, cylinder, piston, and cylinder-head since 2000. These are all major components that contribute to the performance output. Reports from countries around Europe and Asia that are running the Leopard X30 have commented that the engine is very economical to run compared to other 125cc recreational engines. In Japan where they run a series the running cost is 1/3 compared to other 125's in maintenance/ up-keep. I have been around karting for 28 years now and in my opinion, this is the BEST engine that has ever been introduced into the Australian market and WILL deliver all expectations for the end users. The Leopard X30 will offer drivers the opportunity to compete overseas in International Events as the Leopard X30 is beginning to compete in certain FIA SANCTIONED EVENTS, the first will be the “Bruno Grana 2009 International Trophy” on June 28 in France, an event dedicated to the name of Bruno Grana, memorable Managing Director and President of IAME. THE FUTURE Our intentions for the future of Leopard Class is transparent and what I have written here is exactly what our intentions are for this class. So the KARTER can choose to be part of it or choose another path. Remember... feel free to contact me direct on my mobile 0418 340640 if you have any questions or concerns. You can feel assured that you will be receiving an honest response from me. Yours in karting, Remo Luciani Home
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