Announced at Valencia this weekend, the GP Commission has finally released the details on the upcoming Moto3 class, which will replace 125GP racing in 2012. Based around a four-stroke 250cc single-cylinder motor with an 81mm maximum bore size, Moto3 aims to reel in the spiraling costs of GP racing, with numerous provisions that are designed to limit how much money teams and manufacturers can sink into the sport to buy victory.
Perhaps the biggest provision designed to help lower the cost of GP racing’s intro class is the spec-ECU rule, which sees teams limited on the level of electronics they can implement, and institutes a hard-cap on the engine’s maximum RPM (14,000 RPM). With multiple manufacturers able to offer motors and chassis for the racing class, Moto3 should be more open thatn the single-motor Moto2 series. The GP Commission has included a laundry list of other provisions, you can find them bullet-pointed after the jump.
Moto3 Technical Regulations:
Engine
- 4-stroke reciprocating piston engines only.
- Engine capacity: maximum 250cc.
- Single cylinder only.
- Maximum bore size: 81mm. No oval pistons.
- Engines must be normally aspirated. No turbo-charging, no super-charging.
- Crankshaft speed limited to maximum: 14,000 rpm.*
- Maximum of 1 ignition driver.*
- Maximum of 4 valves.
- Pneumatic and/or hydraulic valve systems are not permitted.
- Valves timing system drive must be by chain.
- Variable valve timing and/or variable valve opening systems are not permitted.
Engine Supply
- The engine is defined as the complete engine including intake system (throttle body, injectors), and one complete transmission.
- The maximum price of the engine must not exceed 12,000 Euro. No optional parts or service contracts may be used to circumvent this price limit.
- Each engine manufacturer must undertake to supply sufficient engines and spare parts to supply minimum 15 riders per season, if requested.
- Each engine manufacturer must submit a spare parts price and lead-time list for the season for approval by the Organiser, and may not charge more than these published prices. Approval is based on the prices and lead-times being in line with current market norms for these parts and technologies.
- In the event of engine updates or upgraded parts being developed, these must be made available to all customers at the same time, and respecting the price limits described above.
Inlet & Fuel System
- Variable-length inlet tract systems are not permitted.
- Only one throttle control valve is permitted, which must be controlled exclusively by mechanical means (eg. cable) operated by the rider only. No other moving devices (except injectors) are permitted in the inlet tract before the engine intake valve. No interruption of the mechanical connection between the rider’s input and the throttle is allowed.
- Idle speed adjustment by means of an air bypass system, controlled by the ECU is allowed.*
- Fuel injectors must be located upstream of the engine intake valves.
- Maximum of 2 fuel injectors and 2 independent fuel injector drivers.*
- Fuel pressure must not exceed 5.0 bar.
- Other than engine sump breather gases, only air or air/fuel mixture is permitted in the inlet tract and combustion chamber.
- Fuel must comply with the FIM “Moto3” specification (tba).
Exhaust system
- Variable length exhaust systems are not permitted.
- Noise limit will be a maximum of 115 dB/A, measured in a static test.
- No moving parts (e.g. valves, baffles…) are allowed in the exhaust system.
Transmission
- A maximum of 6 gearbox speeds is permitted.
- A maximum of 2 alternate gear ratios for each gearbox speed, and 2 alternate ratios for the primary drive gear is permitted. Teams will be required to declare the gearbox ratios for each gear used at the beginning of the season.
- Electro-mechanical or electro-hydraulic clutch actuating systems are not permitted.
Ignition, Electronics & Data-Logging
- Only the ignition/fuel injection control units (ECU) approved by the series Organiser are allowed.
- This ECU must remain unmodified in hardware and software, as delivered by the Organiser. The only permitted changes are the setting (tuning) options included in the software.
- The Technical Director may require the team to change the ECU on any machine for another standard one at any time.
- This official ECU will include an engine rpm limiter.
- Only the standard Data Logger system approved by the series Organiser may be used.
* All the parameters identified by this symbol are set/controlled via the above mentioned ECU.
Chassis
- Chassis must be a prototype, the design and construction of which is free within the constraints of the FIM Grand Prix Technical Regulations.
- Minimum total weight of Motorcycle + Rider: 148kg
- Brake discs must be made from an iron-based alloy.
- Suspension systems must be of a conventional passive, mechanical type. Active and semi-active suspension systems and/or electronic control of any aspect of the suspension and ride height is not permitted. Springing must be by means of coil springs made of Iron-based alloys.
Wheels & Tyres
- The only materials allowed for the wheels rims are Mg and Al alloys.
- The only permitted wheel rim sizes are:
- Front, 2.50” x 17”
- Rear, 3.50” x 17”
- The number and specification of tyres allocated to each rider per event will be controlled.
- Only tyres from the Official Supplier may be used.
Materials & Construction
- Construction materials must comply with Article 2.7.10 of the FIM Grand Prix regulations.
- Camshafts, crankshafts, piston pins must be made from Iron-based alloys.
- Engine crankcases, cylinder blocks and cylinder heads must be made from cast aluminium alloys.
- Pistons must be made from an aluminium alloy.
- Connecting rods, valves and valve springs must be made from either Iron-based or Titanium-based alloys.
- Definitions:
- “X-based alloy” means the element X (e.g. Fe, for iron-based alloy) must be the most abundant element in the alloy, on a % w/w basis.
General
- Number of machines: the team can scrutineer only one motorcycle per rider.
- Number of engines: a maximum of 8 engines per rider may be used during all Grand Prix race events comprising the season. A rebuilt engine will be counted as a new engine.
- Teams will be required to register engines at Technical Control on the day before the first practice at each event. Such registered engines will be sealed (excluding cam cover, transmission if applicable) and seals may not be removed except under supervision of the Technical Director. Only sealed and registered engines may be used on track at Grand Prix race events. An engine presented for Technical Control without intact seals will be counted as a new engine.
- Apart from the above regulations, all other construction criteria, dimensions and specifications are as per the FIM Grand Prix Regulations.
Source: MotoMatters
I wonder if the Moto3 class had anything to do with Honda’s decision to make the CBR250R a single-cylinder.
I’ll be first in line to stick a lightly used moto3 engine in my new cbr250r ! lol! Squids unite!
@Ceolwulf: Maybe, but then again most of the manufacturers have some kind of small 4-stroke, single cylinder dirtbikes. Im no expert, but surely they’ll just adapt them somehow.
Nothing beats the old 4 cyl 250′s though. Got myself an FZR250 and you just gota love 19,000rpm rev limit! The noise they make at full chat is just nuts.
I would love one of the old CBR250s. But I’d take an NSR250 first :)
As Ceowulf kinda eludes to, the manufacturers should start marketing 250cc single cylinder sportbikes off the the Moto3 class. Even if, for example, the new CBR250R doesn’t have much in common with Honda’s recently-teased NRS250 racer. Just as Moto3 is replacing the 125cc Grand Prix class, these new 250cc sportbikes would replace the 125cc two-stroke sportbikes that are aimed at young and new riders in Europe and other markets.
I’d love to see Ducati create a Moto3 bike. Now that would be really cool :-)
Really sounds like they plan to use current MX-lite engines. Overall their regs seem reasonable, though a few are a bit annoying. The 4-valve rule prevents yamaha from continuing to play around with its 5-valve head. The requirement that the cases etc be aluminum prevents them from going to magnesium which isn’t that expensive and is fairly common on production bikes.
The 5 bar fuel pressure limit and fuel injector location requirement bothers me most as it prevents experimenting with direct injection – technology that could benefit bikes greatly.
I think the most interesting part of the rules package is that finally the minimum weight is machine + rider.