Scrutineering, weighing & fuel checking

Because this subject relates more to Officials rather than Competitors, it has been written in that vein. Notwithstanding this, it is of paramount importance that Competitors are familiar with its contents as many items discussed here are relevant to them as well.

Objectives of scrutineering

The main objective of scrutineering is to ensure that the kart and the Competitor’s apparel comply with the rules and regulations, and also that the kart and equipment is safe to participate in the competition. The Scrutineer also has other related duties viz. filling out relevant documentation, marking of equipment on the kart e.g. tyres, exhausts, etc. after the qualification session, and carrying out various checks during the day as directed by the Clerk of the Course or the Stewards and Officials.

In order to carry out these tasks competently, it is imperative that the Scrutineers have copies of the latest versions of the rules and regulations available for reference. The documents required are as follows, and one applies the rules in a ‘bottom to top’ fashion i.e. when all else fails to provide the answer, then the CIK/FIA Regulations would apply.

CIK/FIA Regulations (Sporting and/or Technical)
General Competition Rules (GCR’s of MSA)
National Karting Regulations (SSR’s of MSA)
The regulations and specifications issued for the specific classes of karts
Specific karting rules of the Province in which the competition takes place
Instructions issued from time to time by the controlling bodies in the form of circulars
Supplementary Regulations for the competition (SR’s issued by the promoters)
Any final instructions issued to Competitors which form an addendum to the SR’s
Official Notice/Bulletin signed by the Clerk of the Course for the particular event.

Safety is the responsibility of everyone involved in karting viz. the Competitors, the Officials, the Mechanics and the Organizers. The Scrutineer is not primarily responsible for safety, but represents a part of the overall process. If the Scrutineer works to the rules and regulations, then he/she can be deemed to have performed their duties. Should a kart, for example, lose a wheel during a race and someone is injured as a result, the responsibility for that falls squarely upon the Competitor. The Scrutineer, whilst having the power to refuse a kart to be raced based on its state at the time of scrutineering, cannot be held responsible for any subsequent failure, as the scrutineering function simply provides a further check over the kart in addition to that of the Competitor’s preparation.

Attitude of Officials

On race day, the Scrutineer is usually the second Official the Competitor will deal with. Some Competitors will be hyped up and can tend to be over reactive if challenged on any issue, so be aware of this. Try to be cheerful, fair, helpful and constructive and keep in mind that you are a Scrutineer, not someone with a grudge. Remember that there will always be new faces in karting and these people need to be treated with some consideration.

A rude or ignorant Official, perhaps combined with a disappointing day of racing, can be enough to turn people away from our sport in a very short time. It is in everyone’s interest to be helpful to newcomers without compromising the job. As an Official, your attitude can make or break the pleasure of the day for both the Competitor and yourself.

Completing relevant documents

In the main, this task which is done by the Scrutineers will consist of the following:

Signing off of the driver’s log book at initial scrutineering and making any comments in the log book as to non-compliance at that time.
If applicable, recording engine seal numbers on the appropriate form.
Recoding the values of fuel tests during the day on the appropriate form.
Completing impound forms for any defective/broken items handed in during the day by a Competitor, or removed from the kart after failing to comply with the regulations during an inspection.
Filling out the post-race report forms that include scrutineering times, number of Competitors per class, technical checks conducted per class, completing message forms to the COC or Stewards, etc.

Checking the kart and driver’s apparel

If at any time during the scrutineering process you are in any doubt as to whether an item is acceptable or not, consult with another more knowledgeable Scrutineer, or refer to the relevant rules before making a pronouncement as this obviates potential conflict with the Competitor.

In most cases, karts will be well presented and scrutineering is made simple. However, there will be the occasional ‘dog’ of a kart where it will be dirty, rusty or clearly not well prepared. In these instances the Scrutineer needs to be careful, both in their approach to the Competitor, but also in their inspection. If the kart is so dirty that you feel that you cannot inspect it, then request the Competitor to go and clean it and bring it back (you’re in charge and have the right to do this). General items to inspect are listed below, and fundamental to this is that the kart must be treated as being ‘ready to race’. No concessions should be made to drivers who say that ‘they just have to do this or that’ to the kart prior to going onto the track. If something needs to be rectified, make a note in the drivers log book or the scrutineering form as applicable.

Nosecone. Nosecones may not have additional fastenings or securing e.g. plastic cable ties, other than securing the nosecone clamps with a single loose cable tie to the upper bumper bar to prevent them being lost should the nosecone become dislodged. To ensure that the nosecone can be displaced, a 27mm gap must be present between the rear of the pod and the front of the bumper bars as per CIK rules. Damaged or worn through nosecones may not be repaired as a worn nosecone has a weak area that tends to prevent dislodgement, so it needs to be replaced. The displacement rule is not applicable to the Bambino class as older fixed type nosecones are also allowed. This may also apply to older chassis allowed in the Clubman’s class.
Kart numbers. These must be easily read with four number plates being required viz. front, rear and both side pods in the correct colours and size per the SSR’s.
King pins. This area deserves some attention as it is a key safety area. Main areas to look for are binding of the steering mechanism at full lock positions, all lock nuts are tight, and a steering shaft retaining device is in place. Some slop in the rod ends is acceptable from a safety viewpoint as long as there is no possible way the joint can come apart. Whilst this should be highlighted to the driver, the main downside will be a kart that does not handle as well (to the driver’s detriment).
Nuts on front stub axles. Because these are continually being removed, the tightness of the nyloc nut gradually diminishes. If you can turn the nut by hand then it must be treated as failed. However, most usually the nylon end of the nut can be given a sharp blow with a hammer and this will be enough to compress the nylon sufficiently so that it again becomes tight.
Nyloc nuts on hubs. Generally check that all nuts are in place and tight.
Wheel hubs. Generally check for cracks. If the steering wheel wobbles on rotation, this would most likely be the result of an accident. As the wheel hubs are generally cast, look for cracks in this area. Any crack should be treated as a failure. The front and rear wheels must spin freely and with a minimum of run out. Rear wheels must be tight with all wheel nuts in place. If not, this must be rectified before the kart can be passed. You might get an excuse such as ‘they are loose so I can fit the kart into the trailer’. Ignore any such remarks because if a Competitor doesn’t remember to tighten them for scrutineering, then there is a good chance they will forget to tighten them for practice or racing.
Tyres. Tyres must be appropriate to the class and be in good condition, and the dimples (if part of the tyre construction) should all be visible. Rotational direction as per arrows on the tyres must also be correct.
Throttle return spring. There must be an effective spring at the throttle pedal so that the pedal snaps back to the closed position on release. If there is any indication of a slow dragging return, usually associated with a frayed or damaged cable, then this must be regarded as a failure.
Brakes. Ensure that there are two connections between the pedal and master cylinder (usually a rod plus a Bowden cable), and that there is a return spring fitted to the pedal. Feel the brake effectiveness by holding the pedal whilst attempting to turn the back wheels. Request that the brakes be adjusted if there is an excessive amount of pedal travel. Check the pads and discs for excessive wear.
Chassis frame. All main chassis components must be firmly bolted or otherwise secured to the frame. Movable connections are restricted to the steering system, and any other parts with single- or multi-dimensional joints are forbidden, as are hydraulic or pneumatic damping elements. The chassis frame must be constructed from magnetic steel tubing.
Frame cracks. The main areas to inspect are around the engine mounts, rear axle supports, and engine support. If the kart is so grimy that you consider that you could not see a crack, then request the driver returns the kart after cleaning.
Drilling of frame, bumper supports, etc. Check for obvious drilling and lightening holes visually, and also by running your fingers underneath the various tubes. The presence of lightening holes is regarded as a failure.
Floor pan. This must be from a rigid material, not fibreglass or Kevlar, and the main areas to inspect for cracks are around the tank and the mounting points. Small cracks are common and probably do not represent a safety hazard, and can sometimes be overcome by placing a large washer above and below the pan. However, larger cracks which could result in the floor pan dragging on the ground must be regarded as failures. The floor pan may not be bent downwards on the edges to form a skirt.
Fuel tank. This must obviously be leak free in all areas, particularly the cap and hose outlets, and it must be firmly located. The fuel hoses should have spring clips/hose clamp/cable ties to prevent them coming off. Lines must be sufficiently secured so that there is no possibility of the hose, or even the filter, slipping below the underside of the frame and dragging on the ground. Note that a return to tank line might not be allowed in certain classes.
Ballast weights. These must be securely attached to the chassis or seat with bolts, 35mm washers (metal or plastic) and nyloc nuts. Each weight needs to be felt by hand to test for correct clamping. Any looseness must be rectified as a loose weight will quickly wear a larger hole in itself or the fibreglass seat, or could even come adrift and pose a major hazard when racing. Note that for ballast weights of up to 2kg, attachment must be via a minimum of one secured bolt and nut., with an additional bolt and nut for every 4kg or part thereof. Cable ties or tape are not acceptable. The maximum mass of a single ballast is not to exceed 5kg.
Camera mounts. Only standard brackets are allowed for Go-Pro’s and there are only a few legal attachment points viz. side pods, front or rear bumper, front bib, and top of the radiator with no mounting extension (stalks) between the kart and the camera. No helmet mounts are allowed.
Side pods. These must be sufficiently secured. If they appear to be overly floppy, check that they are higher than 25 mm from the ground.
Overflow bottles. These must be fitted to both the fuel and cooling systems (as applicable). Because of the style of fuel tank used with the Comer C50 motor, this doesn’t apply to the Bambino class.
Transponder. This should be fitted under the bib, and must not be mounted further forward than the front axle.
Chain & sprocket finger guard. This must be present and secured, must cover the top and sides of the chain, and must at least extend down to a line joining the centres of the front and rear sprockets. If a shortened chain guard is fitted to a Rotax motor for example, then the plastic pinion guard should also be fitted to prevent finger entrapment.
Mufflers. Mufflers must be firmly and securely mounted. Note that exhaust temperature probes are generally not allowed in the Rok categories whilst competing.
Battery. Ensure that the battery mount is securely fastened to the chassis rails, and that the battery is correctly restrained. Only dry-cell batteries are allowed.
Rear bumper. Attachment must be as per class regulations, and for certain Rotax classes all parts of the bumper must be present.
Fire extinguisher. A dry powder extinguisher of at least 1,5 kg capacity must be present on the trolley and the inspection sticker must show that it has been inspected within the last 12 months. It should also bear the Competitor’s name and race number.
Driver’s apparel. The suit must be in good condition with no holes, and likewise with gloves and footwear. The helmet and visor must have no signs of accident damage or deep scratches and the helmet must bear the sticker from the approved manufacturer. Footwear must cover the ankles. Although not compulsory, suitable neck braces and chest guards are recommended, particularly for younger Competitors.

Once you are satisfied that the kart passes all these aspects, the drivers log book can be signed, and a completed scrutineering sticker affixed to the chassis. The logbook should not be signed off unless the Competitor has fulfilled the entry requirements and the logbook has been stamped by the Race Secretary. Late arrival for scrutineering carries a penalty and the Competitor needs to first pay the requisite fine to the Race Secretary before the kart is inspected.

Marking of components after qualification

Immediately after qualification certain components on the kart are marked, and serial numbers recorded prior to the kart leaving parc fermé. The purpose of this exercise is to easily identify components that may have been swapped or subsequently tampered with during the course of the day, and thus might provide the Competitor with an unfair advantage. Components that fall into this category are usually as follows:

Tyres. These are either suitably marked (on the inside wall to obviate being rubbed off) or the serial numbers are recorded via a bar code scanner.
Recording of engine seal numbers.
Air filter.
Carburettor.
Muffler and muffler cap screws.
Other items as decided upon by the Chief Scrutineer.

Ongoing checks during the day

Despite the kart having been checked during formal scrutineering prior to practice, there is an ongoing requirement to further check that the kart conforms to the rules during the rest of race day. Any such secondary scrutineering would be done at the direction of the Chief Scrutineer, Technical Consultant, Stewards or Officials and might be agreed upon prior to the running of the event. These could range from checking for obvious hazards, tyre conformance, engine number checking, or other technical requirements. Technical checks are usually to verify that the Competitor’s karts comply with specific requirements and tolerances laid down for that class, and that no unfair advantage is gained. Items that could be considered include carburettor jet sizes, squish, port timing, sprocket requirements, etc. When conducting the checking of any measurements and their associated tolerances, reference should be made to the latest version of the technical specifications applicable to the kart class rather than relying on your memory of what you think the specification says.

Detailed internal examinations on engines are usually only carried out after the event, but clutches, carburettors and exhausts are an exception. If during a post-event strip or scrutiny it is found that a component or measurement is not in accordance with the regulations, regardless of whether those components or measurements are the subject of the original protest or appeal or the reason for the scrutiny, the incidental findings during the examination must be reported and acted upon as though they gave rise to the reason for the scrutiny in the first instance. Any component found not to comply with the technical regulations or specifications must be impounded, suitably marked and sealed, and not be returned to the Competitor until any protest and subsequent appeals have been finally resolved. It goes without saying that if a non-conforming component is identified, it will not be returned to the Competitor unless a simple adjustment is capable of bringing it back to specification. When non-compliant components are found present, fill out the necessary Admission of Guilt form and have the Competitor sign the form. A Notice to the Clerk of the Course form will also be required to be completed and submitted immediately.

Scrutineers should not communicate any official information except to the Clerk of the Course or to the Stewards of the Meeting. They are often asked to give advice to competitors who are annoyed or aggrieved by the actions of the Promoters. Firmly but tactfully avoid giving such advice, which often arises from a question that is a concealed protest. Once having given solicited or unsolicited advice to a Competitor or the Organisers, you have automatically debarred yourself from dealing with any protest which may subsequently arise on the matter. Stewards who thus compromise their positions cannot carry out their judicial duties and powers, and this gives rise to unnecessary appeals.

Technical Consultants

Technical Consultants assume primary responsibility for all technical aspects of the category to which they are appointed. They advise the Clerk of the Course and the Scrutineers regarding technical matters, and may assist where necessary. Should a Technical Consultant’s advice not be heeded, this must be reported to the Clerk of the Course and, failing satisfaction, to the Stewards of the Meeting. Where disputes arise concerning technical matters, the final decision rests with the appointed Technical Consultant. His advice on technical matters may therefore not be disregarded or ignored by a Clerk of the Course, but they do not usurp his functions. Where appropriate, Technical Consultants may make recommendations regarding the imposition of penalties but the actual imposition of penalties remains the duty of the Stewards (was formerly the Clerk of the Course). While Technical Consultants are available to give advice to officials and competitors, they report to, and are responsible to the controlling body for the event in question.

Protests involving stripping or inspection

Where a protest involves a technical inspection by the Scrutineers, the items or components to be inspected must be specifically described and listed in the protest. A copy of the protest must be given to the Chief Scrutineer, who will agree with the Clerk of the Course and the Competitor concerned when and where the inspection will take place. Unless permission is granted otherwise by the Technical Consultant, Chief Scrutineer or other authorised Official, no more than 2 persons per kart will be allowed in the parc fermé or other designated area during the post-race examination.

When conducting measurements, remember that the objective is not to prove that a Competitor might be cheating, but rather to prove that the engine and kart conform to the required specifications. Because everyone is trying to gain a small advantage from what is essentially a regulation engine, any legal advantage gained is usually the result of a lot of hard work, thought and time. Therefore, it is fair to say that when conducting the examinations, that the details on how an engine has been built should remain confidential and not be disclosed to third parties by the Official/s conducting the examination.

All measurements taken must be listed and signed for by the Entrant/Competitor and the responsible technical Official. If it becomes necessary to remove any karts from the parc fermé for examination at another time or place, all components and assemblies to be examined must be adequately sealed by the responsible Official in the presence of the Entrant/Competitor. Before such examination takes place, the components or assemblies are to be unsealed in the presence of the Entrant/Competitor or their properly appointed representative. The key points leading to a successful inspection are as follows:

Be confident in your ability and interpretation of the rules.
Be careful with your measurements, and re-check if in any doubt.
If in doubt, consult with other relevant Officials present at the time.
Don’t be bullied by a Competitor or their representative.

Parc fermé

Access to this area is restricted to Officials appearing on the SR’s for the event, Competitors/Entrants, and it is definitely ‘off limits’ to spectators and other persons. On entering this impound area after the race meeting, Competitors must park their karts as directed and immediately leave the area. No deflation of tyres is permitted whilst in parc fermé. Neither the Competitor nor any person, other than on instructions from a Scrutineer or authorised Official controlling the parc fermé, is permitted to move, touch or examine any kart impounded in this area until it has been released on instructions by the Clerk of the Course.

Weighing of karts

Access to this area is restricted to Officials of the day and the Competitors only. Karts must be weighed and the nosecone checked for displacement each time a kart exits the track. As such displacement carries a mandatory penalty (differences for certain classes), a record must be made of any nosecones that are displaced, and no refitting of a nosecone is allowed until this has been checked by the Nosecone Official and the kart has been weighed by the Scale Attendant. No drivingover the scale is permitted. The minimum weight of the kart must be in accordance with those stated in the latest version of the SSR’s. For 2023, the minimum mass in kg (including kart, driver, helmet & gloves) are as below (kg).

Fuel testing

A sample of the Competitors’ fuel may be taken at any time during a race meeting to check that it falls within the allowable tolerances. Only an accredited Fuel TC may test fuel and this Official has the right to have any competing kart drained of fuel under supervision and refuelled with fuel of know origin, provided the brand and octane rating of the fuel is stated in the SR’s for the event. In this instance, the Competitor is obliged to supply their own lubricating oil which must be as per the SR’s, and in its factory sealed container. If the Competitor’s fuel is found to be illegal, the Competitor is liable to a penalty as specified in the latest relevant issued document which is a non-protestable exclusion for the heat.

There are three commonly used tests to determine if the fuel sample is legal or not, but the karting authorities have opted to make use of the Digatron FT-64 instrument as it has the ability to sense the presence of performance enhancing additives (usually oxidisers) in the fuel mixture. The other tests viz. a water solubility test (detects the presence of water soluble additives), and the ceric nitrate reagent test (detects the presence of alcohols, phenols and ethers) are included in this document for reference purposes only.

Digatron FT-64 test procedure

Fuel samples need to be made up for use as a comparative reference point against the Competitor’s fuel. Roughly 3litres of unmixed fuel in a plastic container from the approved pump for the race is made available for mixing of the fuel samples. As specified in the SR’s, the correct oil must be used to make up the test samples. Plastic containers of roughly 500 ml in size, complete with their lids and suitably marked for the class, are then used to store the mixed fuels. The ratios are as follows:

Bambino is 25:1
All Rok classes are 25:1
All Rotax classes are 50:1
The oil brand (and occasionally the mix ratio) varies from time to time between the various series, so refer to the SR’s for the particular event to ensure that you comply with the latest set of regulations.

During testing, have a clipboard that can hold the display of the Digatron, as it is difficult to operate the instrument and record the information at the same time. Ensure that your mix samples are prepared with the upmost accuracy and keep them out of direct sunlight. Check the relevant sample reading before you check the karts as the reference reading can change by a few points during the day as the ambient temperature changes.

A Competitor’s fuel may be checked at any time, either before entering the dummy grid in the pit area, or after being weighed when exiting the track. The preference is to conduct the checks on all Competitors before a session (qualification plus every heat) so that if there is a non-conformance the Competitor can still change the fuel. Any testing after a session that results in a non-conformance will incur a penalty which is usually exclusion. When making a reading, use the following procedure:

Turn the instrument on and ensure the reading in the top LH corner (dielectric constant) has stabilized. The reading in the bottom RH corner (functional check) must lie between 98 and 102.
Have the Competitor remove the fuel cap on his tank and dip the probe into the fuel. Ensure the probe doesn’t touch the sides or bottom of the tank and that the surface of the fuel lies between the two scribed marks on the probe.
Gently wiggle the sensor to displace any air bubbles that may be trapped between the probe’s sensor plates. Allow a few seconds for the dielectric constant reading to stabilize, and record the value against the Competitor’s name on the fuel check sheet.
If a Competitor does not have enough fuel left in the tank to adequately cover the probe, then ~300 ml of his fuel needs to be decanted into a suitable plastic container that will allow a reading to be made. Checks on the Bambino class Comer motors are sometimes problematic due to the tank shape.
A variance is allowed from the sample reading. The latest rules state the variation may not exceed ±2 and the temperature difference between the sample and the Competitor’s fuel must not exceed 2ºF (the instrument only displays in Fahrenheit and not Celsius). Strict penalties for infringement apply.
Before proceeding to the next Competitor, blow any excess liquid from between the plates on the probe. However, if a fuel sample is found to be illegal, the probe should first be cleaned with some spray-on brake cleaner, allowing it to air dry for 30 secs.
If a reading is not well within the specification, then the fuel must be remixed. A sealed container of oil (to be supplied by the competitor) must be used and mixed in front of the Fuel TC who will check for an acceptable reading.
Do not argue with the Competitor or try and explain why the reading does not pass. Let the Competitor observe the reading process and simply record it. If the reading is out of specification then the Competitor needs to sign an Admission of Guilt form that he is in agreement with the reading as observed. A non-protestable penalty of exclusion will apply if a failed test is made after the Competitor exits the track.

Summary

Scrutineering and its associated tasks are an essential part of karting and it can be made as enjoyable or as miserable as you want it to be. Good common sense and judgment are required and the goal is for everyone to have an enjoyable day racing under safe conditions. If you consider that there is a minor fault then request the Competitor to rectify it promptly. However, if you feel that it is unsafe, request the Competitor to take the kart away and rectify the fault before returning it for further scrutineering.

Emile McGregor - MSA Technical Consultant