Superkarts: Karting’s last great stand

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Published: 31 March 2025

Author: Vroomkart International

While Formula 1 continues to annex vast swathes of karting’s cultural territory, one domain remains resolute in defending its ground – a realm largely landlocked, inhabited by a group of individuals unwavering in their commitment to the fight. This is Superkarts: a category now largely divorced from mainstream karting, operating independently, forging its own path, and maintaining a fierce, unyielding identity. And they are really, really fast. (ad)

Delving into karting’s history is akin to stepping into an alternate universe. Time and again, I find myself astounded by the remarkable achievements of the past. It is almost a painful exercise to grasp the sheer heights karting once reached. Consider this: in the 1980s, Silverstone played host to over 400 Superkarts during the GP meeting, with thousands of spectators in attendance. If you find this difficult to believe, the proof is readily available – simply search for the footage on YouTube from 1982. This was not the first time karts lapped Silverstone. As early as 1965, Class 4 (200cc) karts raced there during the BRDC International Trophy weekend event in front of 80,000 spectators. The endurance of karting’s legacy extends further still – to the Snetterton 9 Hour, the Isle of Man’s Douglas GP, the Southern 100, and the Peel GP. Superkart races in Adelaide and the World Cup at Heysham Head – where karts raced on a perilous cliffside circuit – are all etched into the annals of motorsport history. The stories of icons such as Martin Hines, a pivotal figure in Superkarts, and one we could write a whole lot more on, who travelled the globe showcasing Superkarts’ prowess, further illuminate this rich and often overlooked heritage.

Superkart meeting at Silverstione in 1980

One could easily lose hours thumbing through old karting magazines, uncovering a veritable cornucopia of brilliance. I am barely touching the sides with the referenced events. And it wasn’t solely the gearbox categories that monopolised this golden era. Think back to the events at Vevey, where thousands of spectators gathered by Lake Geneva to witness karting’s prime with the likes of Allen, Pernigotti, Raganelli and Sala on display. The contrast to today’s barren, sterile landscapes, identikit circuits with no fans, no grandstands, just awnings and a handful of helicopters, is stark and disheartening.

The Superkart Phenomenon: A Category Apart
What makes Superkarts so compelling? Unlike other forms of karting, its history is well documented, and it remains largely an open formula. It is unencumbered by the pressures of aspiring young drivers and their parents, all desperately hoping to be ‘spotted.’ Instead, it stands on its own, offering competitors the pride of participation in an elite class of racing. Few race cars can match a Superkart’s cornering speed without an immense amount of downforce. In essence, it is one of the ultimate expressions of high-performance driving. I am a purist, a 100cc man, but what is left for me in the contemporary scene? Attending most major meetings now feels like going to a very expensive crèche. Where’s the culture? Where else shall I find my home in a modern context? There is nowhere else, it’s superkarts.
Britain’s karting landscape is uniquely positioned to foster this niche. Historically, a robust short-circuit gearbox scene thrived across the country. Most club events used to feature a strong mix of 100cc, 125cc, and 250cc karts. At one point, 250 International karts, now known as Division 1, even raced at venues like Tilbury. Unlike Tilbury though, many UK circuits, originally RAF airfields, naturally lend themselves to long straights and high-speed racing. Tracks like Shenington and Kimbolton even feature separate layouts designed specifically for gearbox karts. This hybridity allowed short-circuit and long-circuit gearbox karting to cross-pollinate – one weekend at Kimbolton, the next at Donington. Over time, however, 250 International evolved into Formula E, and as Rotax 256 took over from the Yamaha RD250/TD3s, the twins started to outgrow the short circuits despite continuing to be raced into the ‘90s.

Lexi Fells in Malcolm clark’s 125. This kart is unique as it runs retro bodywork. It is no less competitive for it.

What Is a Superkart?
Karting is a complex labyrinth. It’s easy to trip up on some historical inaccuracies, which I now doubt probably have in this article and thus will preemptively apologise. That aside, to keep it as simple as possible I’ll do my best to explain. Today, Superkarts run under a different set of technical regulations to short circuit karts. They are classified as ‘Group 4’ under FIA regulations and often have a separate set of regulations in national regulations, differing primarily in wheelbase and having open bodywork. The classes generally break down into 125cc, 250cc single-cylinder, and 250cc twin-cylinder categories. There is also a 4-stroke category for 450F engines. I am sure there are other idiosyncrasies around the globe too but the 125 and 250 categories remain dominant, thankfully. Don’t hate me, my blood is 16:1 Castor to plasma after all.
Nomenclature changes over time, and so do technical regulations which makes things a bit tough. 125cc karts might be called ‘National’ or ‘Open’ depending on the rule set, and there is now a move toward fully adopting the KZ formula. The 250 single-cylinder class, traditionally known as 250 National, is now referred to as 250 Superkart, though it was once called 250 Mono Superkart. It’s not the best name. Then there are the twin-cylinder 250s, now known as Division 1 but previously called Formula E and, before that, 250 International. If you’re thinking “how can the pinnacle class of superkarts be called Division 1 while the secondary class be called 250 Superkart, that makes no sense?” then I agree. I said it’s a labyrinth, didn’t I? But simply put, the karts we all pine over are Division 1: 250cc, twin-cylinder machines with open development on chassis and bodywork. Engine homologation exists, but they now push nearly 100hp, with a weight limit of 219kg. They’re fast – holding outright lap records at places like Cadwell Park.

Jade Karts’ special Twin-KZ with updated bodywork for 2025

The Evolution of Superkarts in the UK
Long-circuit karting in the UK dates as far back to 1960, just six years after the sport’s genesis in America. In Alan Burgess’s 1968 book Going Karting, he writes:
“Class I drivers have tended to accept the fact that a kart’s place is on a special kart circuit – which was defined for a long time as a track with no straight more than 100 yards (this figure is now 150 yards). Many class IV drivers however, had come to karting from motorcycle racing and scrambles where they had been using exactly the same engines but with no such limitations as to the speed of the circuit. One of the first forays of karts onto a more open track was at Olivers Mount, Scarborough in May 1960 – a 2½-mile motorcycle track. “Despite one or two opportunities like this, the ‘toy-image’ of karts prevented any serious consideration being given by track owners to letting their circuits being hired by kart clubs. Eventually the breakthrough came in 1964 and many events have been held since then at Oulton Park, Cadwell Park, Ingliston, Lydden, Snetterton, Silverstone, Castle Combe, Brands Hatch, Aintree and the Isle of Man.“

In 1968, 250 International was introduced, allowing twin-cylinder engines. This eventually led to the dominance of the Yamaha RD250/TD3, an affordable, road-derived engine that enabled ‘ordinary joes’ to pick up a motor from a scrapyard and race at Silverstone. Then came the Rotax 256 in around 1980, which many say ‘professionalised’ the scene—for better or worse. This engine package set the foundation for the type of motors still in use today, with occasional outliers like Jade’s KZ twin-kart.
 has existed in karting since the late 1950s and early 1960s, with early examples like Duffy Livingston’s Mole and Keele’s Matador. Seating positions evolved as well – Peter Burgess debuted a laydown kart in the 1960s. Given this rapid technical evolution, pinpointing exactly when Superkarts became distinct is challenging. This is just confined mainly to the UK, we must consider what was happening in America with laydown karting and beyond too. However, by the late 70s and early 80s, when long-circuit karts sprouted wings and bodywork, we could say confidently – that’s a Superkart. There are many figures who played a key role in the development too. Martin Hines, Bert Hesketh, and many more like the British Superkart Racing Club who have kept the lights on over the years. We’ll keep their biographies for another day, but their efforts will not be ignored.

Jack Tritton navigating Hall Bends at Cadwell Park

Challenges and the Path Forward
The decline of 125cc and 250cc National karts in short-circuit racing has starved the long-circuit scene of new competitors, posing the greatest challenge to Superkarts. Motorsport UK’s increasingly convoluted entry process has compounded the issue. If karting is not made accessible, no amount of marketing or promotion will reverse the trend. This doesn’t mean spec-classes devoid or vulture and meaning either. I merely talk about the process of going from seeing something that triggers your interest, to getting on track racing. Right now it’s just a myriad of paperwork that, if you understand behavioural psychology, can be the difference between doing something and not. Equally concerning is the state of marketing and promotion. While I recognise the immense challenges involved in organising and managing racing events, there is undoubtedly room for significant improvement, which I will not shy from myself if need be. Paradoxically, however, while concerns persist over Superkarts’ future in the UK, international enthusiasts view the British scene with envy. The UK still boasts an active Superkart community, and while 75 or so competitors may seem modest domestically, it represents a thriving category compared to many other countries. Hopefully, with growing passion, the stories of warriors and visionaries – drivers, engineers, and dreamers – will be told. Championships will rise, not just as competitions, but as proving grounds for those who refuse to conform. This is karting’s last bastion of true, unbreakable independence. Short-circuit racing may have fallen to the empire of Formula 1, but here, in the world of Superkarts, they do not bow, they do not break, and they do not fade quietly into the night.
They will race. They will fight. And they will endure.

Liam Morley taking Coppice Corner at around 125mph at Cadwell Park

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