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Lke 125 engines for ok classes0%



Like most kart engines on the market, the RKZ is a 2-S. 4-stroke engines are still
a small niche

125 CC

125 cc has been the standard for some time now, while in the past it used to be 100 cc


Push-mode made easy thanks to a decompression valve on the cylinder head that helps the piston


The following are the “families” of kart engines: gears and single speed. LK1 and LKJ1 are single speed clutchless engines


CIK-FIA certified at the first OK homologation session in history, valid for 9 years

We analyse the new LK and LK1 engines designed by the motorsport brand Lenzokart from Brolo for the OK and OKJ non-shifter classes. There are many new features and one certainty: reliability
In addition, naturally, to sharing the general principles behind the new OK engines (a return to the compactness and simplicity of the old 100 cc; the removal of various accessories according to the saying "what isn’t there cannot break"; improved ease of maintenance compared to FKs, etc.), the new engines for the OK and OKJ classes by LKE, a company based in Brolo, Sicily, are mainly based around the concept of reliability.

Their names are, respectively, LK1 for the OK class and LKJ1 for the OKJ class. Of the two, it is the former that undergoes the greatest change with respect to the KF: the main changes concern temperature management and the cylinder, due to the regulations that impose the same exhaust valves and mufflers for everyone, implying less opportunity to make changes during the design phase.
With respect to the KF, the LK1 has a new generation cylinder, whose cast was also designed with the LZ1 model in mind, i.e. LKE’s KZ engine. Completely redesigned using CAD software, its external aesthetics are and the symmetry of the two sides is more defined. Furthermore, fins to help dissipate high temperatures have been added at the front.


    Water enters the top of the crankcase and goes to the cylinder directly, thereby retaining maximum heat exchange to allow optimum cooling of the cylinder and the head

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    The two "shoulders" that make up the crankshaft: it took several studies and tests to define the right balance of hardness

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    The countershaft has been completely revised, removing the shaft that served to drive the impeller of the internal pump to move the cooling water on the KF. The KF version is pictured left and the new component for OK engines is on the right

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    The crankcase cast is the one used for the KF, albeit extensively modified. You can see the absence of the water flow: for the crankcase, LKE only makes use of air cooling, without conspicuous fins on the crankcase

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    Technically, a lot of work was done to reduce the external diameter, without altering the width of the water pipes. Internally, the water flow has been revised, creating an additional pocket over the exhaust manifold, at the height of the exhaust valve, to increase the amount of water in the cylinder and improve cooling. As in the past, LKE’s philosophy is to use water to cool the cylinder only, while the crankcase is air cooled, not having exhibited any issues despite not having fins. Water enters the top of the crankcase and goes to cool the cylinder directly, thereby retaining maximum heat exchange. Unlike the KZ version, the head of the new OK and OKJ consists of a single piece, housing the decompression valve on the right side.

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