ANALYSIS, DETAILS, SECRETS OF THE SODIKART SIGMA KZ
Robotised welding using the latest machinery; continuous checking of the geometries of each frame; sample quality control of every detail. A total of 115 changes from the first Sigma model to the current one... Goal: maximum performance on the qualifying lap and in the race, for the flagship chassis of the French Sodikart company.
The Sigma chassis is the top model in the Sodikart range; the most successful by the French manufacturer, but also, in recent years, among the most competitive on the international shifter kart scene. The Sigma has a long history and the new 2018 approval does not include any major upgrades, but the changes add to the continuous evolutions performed over time, with the aim of remaining at the top of the class. Sodikart’s main goal has always been to offer a package with a basic set-up suited to almost all circuits and conditions, with the opportunity to make small adjustments that can have a significant impact on the chassis. Moreover, in this latest version of the chassis, a lot of work was done regarding reliability, a key aspect in races, when it is crucial to maintain maximum performance right up to the last lap.
The chassis has a traditional shape, even if it is wider in the central part where the two parallel tubes pass from the rear axle to the front axle. The automated welding adopted by Sodikart in recent years are excellent in mass production to obtain high and consistent levels of quality.
You can only fit one removable bar on the Sigma KZ: the front one. The range of bar types is extensive: from the hardest made of steel to those made of aluminium and teflon, in either solid or hollow versionsread more
The brake calipers are machined from solid into two halves: Sodikart considers this solution easier to manage and maintain than a mono-block caliperread more
The pedal supports are traditional, with adjustment bolts mounted on specially designed plates that are welded onto the two front tubes of the chassisread more
Forged axle bearing cases. Bearing housings with offset holes can be fitted as an option, which allow the axle to move 5 mm forwards or backwards in the frames’ housings, thereby altering the trackread more
The side tubes in which the supports of the side pods are inserted are slightly inclined upwards, so as to distance the fairings from the tarmac and avoid bumps and breakagesread more
In truth, the welding of the chassis foresees an initial process of small, manual welds, subsequently finished by a robot. If, after this step, once the frame has cooled down, the measurements are precise and satisfactory (no residual stresses are found), the rest of the welding is completed, otherwise the frame is rejected. Every chassis has a code that allows all the batches of materials used to be traced, from the frame’s tubes to the axles, in order to check any differences in the performance of different chassis. During the welding phase, the tubes themselves are coupled together and numbered using a code that is then covered by paint.
The eccentric bearing caster and camber adjustment system allows at least 4 different positions, depending on the fixing positions. The upper eccentric is used to adjust the caster angle, while the lower one is for the camber angle. New for 2018 is the head of the through-bolt in the flared C on the lower part, which is inserted in the central part of the eccentric, which is also flared and such as to allow the easy movement of the bolt angle in the C itself. Similar logic is used for the washers in the C, which now allow simpler assembly and disassembly of the stub axle in the C.
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