Yamaha Kt100s Racing Kart
Yamaha Kt100 Specs
Yamaha Kt100 Manual
Kt100 Specs
Kt 100 Yamaha Hp
Yamaha Kt100 Tuning

KT100
A kart with a KT100 powerplant and a can type muffler
Type	Single-cylinder, two-stroke engine
National origin	Japan
Manufacturer	Yamaha Motor Corporation
Major applications	Kart racing Ultralight aircraft

The Yamaha KT100 is a 100 cc two-stroke cyclekart engine made by Yamaha that has also been adapted for ultralight aircraft use.^[1]

Design and development[edit]

The KT100 is a simple and rugged air-cooled engine that uses piston-ported intake induction with a Walbro WB-3A carburetor. The KT100 is a popular high-performance two-stroke kart racing engine. It comes in various forms used in many countries. The KT100J is slightly smaller with fewer options in comparison to its bigger brother, the KT100SE.^{[citation needed]}

Yamaha Kt100s Racing Kart

The KT100 is a very versatile engine using different exhaust systems and carburetors through a large range of classes. The KT100 can be tuned for most series and organizations with maximum and minimum rules.^{[citation needed]}

Aircraft use[edit]

Yamaha Kt100 Specs

In the late 1970s and early 1980s the engine was adapted for use on ultralight aircraft. The ultralights of that era were lighter and had much lower wing loadings than today, making flight practical on the KT100's 15 hp (11 kW) developed at 10,000 rpm. In aircraft use it was usually equipped with a recoil starter and a belt reduction drive.^[1]

View and Download Yamaha KT100SEC owner's service manual online. KT100SEC utility vehicle pdf manual download. Also for: Kt100sej. In total, the parts lists contain four hundred forty-seven parts. This parts-list page (BRAKE) contains the most products with fifty-five listed parts. Sixteen Other page parts fiche for RC100S KT100S RACE KART. Yamaha Kt100 Manual Kart. Kartsport new zealand manual section n –n1 yamaha kt100 piston port. Engines to have a single cylinder and single stock carburettor and be a stock piston port engine under 101.61 cm3 (6.218 in3) maximum displacement. Unless otherwise specified, all parts are to be of original manufacture and to.

Applications[edit]

Specifications (KT100S)[edit]

Data from Cliche^[1] and Yamaha^[2]

General characteristics

Type: Single-cylinder, two-stroke engine
Bore: 52 mm (2.05 in)
Stroke: 46 mm (1.81 in)
Displacement: 97.6 cc (5.96 cu in)
Dry weight: 21 lb (10 kg)

Components

Valvetrain: Piston port
Fuel system:Walbro WB-3A carburetor
Oil system: premix 20:1 fuel to oil ratio
Cooling system: Air-cooled
Reduction gear: PTO to clutch or direct drive, belt drive in aircraft use

Performance

Power output: 15 hp (11 kW) at 10,000 rpm

References[edit]

^ ^a^b^cCliche, Andre: Ultralight Aircraft Shopper's Guide 8th Edition, page G-8 Cybair Limited Publishing, 2001. ISBN0-9680628-1-4
^Yamaha Motor Corporation (2010). '2005 KT100 Specs'. Retrieved 2010-01-20.

External links[edit]

Retrieved from 'https://en.wikipedia.org/w/index.php?title=Yamaha_KT100&oldid=1012233186'

BREAK-IN

The engine should be broken in with starting with 1-second bursts of full throttle followed by about 5 seconds of cool down throttle blipping. Gradually increase the length of the full throttle bursts until full throttle is applied for the whole longest straight after about 15 minutes of run time. The 15-minute break-in should be broken into three 5-minute sessions.

CARB SETTINGS

For racing the carb should be set to about 2-1/2 turns on the low speed needle and about 1/8 turn on the high-speed needle. Adjust the low-speed needle to set richer or leaner. The low pop off pressure may require that the engine is started with 1-1/2 turns on the low speed needle and then open up to 2-1/2 turns when underway. These settings are guidelines and will vary with weather and track conditions. In summary the strategy is to flow as much of the fuel through the low speed circuit and richen the high speed needle if the low speed circuit cannot make the engine rich enough.

For more information see Racing Diaphragm Carb Operation.

Yamaha Kt100 Manual

TCI UNIT

The TCI (Transistor Controlled Ignition) module controls the ignition system and is mounted external to the engine. It can be mounted to the chain guard or remote from the engine. The remote mount is preferred because then the TCI module is isolated from engine vibration and heat. If it is mounted remotely be sure to connect the ground lead from the engine to the body of the TCI module. The small lead that comes from inside the TCI module connects to the double female connector attached to the engine.

SPARKPLUG

The , or gapped at .028” - .030” is an excellent plug for a pipe and clutch engine.

RACE OIL

castor oil mixed @ 8 oz per gallon of fuel gives excellent lubrication, low deposit formation, and eliminates ring sticking. Other quality oils are Redline Kart racing oil and Amsoil Dominator oil. A name brand 93 octane super unleaded fuel runs well in these engines. Race fuel is recommended and is more consistent and will pass tech.

CLEAN CARBON

The engine is set with combustion chamber volume at ~11.30cc. The legal limit is 11.00cc. Just .002” of carbon buildup on the piston top is 0.1cc. Be sure to remove the head and clean any deposits from the combustion chamber and piston top before any race after which the head cc’s will be tech’ed.

Kt100 Specs

When you remove the head from your KT100, you can maintain its performance by torqueing it in the same sequence used to torque plate hone it. Looking at the head from the top with the exhaust facing you, number the studs 1 thru 6 in a clockwise direction starting with the one on the pto side of the engine. The torqueing sequence is 142536 in a couple of stages to 145 in-lbs.

CLUTCH

Kt 100 Yamaha Hp

Set clutch engagement/lock up at 9,500 – 10,700 rpm. In general peak rpm will be about 15,200 for sprint and 13,500 for road race. These are just guidelines. Set the gear ratio to that which gives the best lap times with the pipe you are using.

Yamaha Kt100 Tuning

HEAD TORQUE

When you remove the head from your KT100, you can maintain its performance by re-torquing it in the same sequence used to torque plate hone it. Looking at the head from the top with the exhaust facing you, number the studs 1 thru 6 in a counter clockwise direction starting with the one on the PTO side. The torquing sequence is 142536 in a couple of stages to 145 in-lbs.

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