MotoGP’s 2013 Silly Season is one of the most complicated in many years. Though the retirement of Casey Stoner has opened up the market, the real complication lies with two factors, and the way those two interact. The issue can be summed up in a single question: what are we going to do with Marc Marquez?

It has been clear for some time that Marc Marquez is going to be one of the hottest properties in MotoGP in 2013, the Spaniard expected to graduate to the premier class at the end of this season. Under normal circumstances, this would not be an issue, but the situation that MotoGP finds itself currently in means that we are a very long way from normal circumstances.

The combination of the global financial crisis and the radically depleted field, a consequence of the cost hyperinflation the switch to 800cc caused back in 2007, has meant that the series finds itself in a period of transition, with the return to 1000cc machines just the first step in a major rules shakeup.

The scale of the proposed changes – a rev limit, a single ECU, one bike per rider, a cap on lease prices, and a limit to the number of bikes each factory can provide – means that discussions about the rules are ongoing, the situation changing at each Grand Prix as the haggling and horse-trading between the factories and Dorna continues.

Marquez was expected to fall victim to the Rookie Rule, the provision introduced when Ben Spies entered MotoGP in 2010, preventing a rider from going straight to a factory team in his first season in the class. Both HRC and Repsol, the Spanish oil giant who have backed Marquez throughout his career, have made no secret of their preference of putting Marquez directly into the factory Repsol Honda team.

The Rookie Rule prevents this happening, leaving Repsol and Monlau Competicion, who run Marquez’ Moto2 team (and the 125cc team he raced in before that) casting about for alternatives. Their preferred option, if Marquez cannot go straight to the factory team, is for Monlau to move up as an independent satellite team running Marquez as the sole rider. The team would be backed by Honda, and Marquez would have full factory-spec equipment at his disposal.

But that itself poses a problem. Under the current proposals, which look very close to being finalized, each manufacturer will only be allowed to supply a maximum of four riders with bikes in 2013, two riders in a factory team and two riders in satellite teams.

With the direct route into the factory team blocked, Marquez causes a dilemma, for Honda, and for the satellite teams involved: placing Marquez with either the San Carlo Gresini or the LCR satellite teams will cause problems with the teams’ existing sponsors, and if Marquez brings his own team of mechanics with him, then it would also mean satellite teams breaking long-standing relationships with mechanics already working for the teams.

Likewise for Honda, if HRC grants Repsol and Monlau’s wish of creating a separate team for Marquez, that could mean being forced to take away a bike from one of the two Honda satellite teams.

To hear the perspective of the satellite teams themselves, I spoke to Lucio Cecchinello at Barcelona, owner of the LCR Honda team currently fielding Stefan Bradl in MotoGP. Cecchinello and Gresini are the parties in the most difficult situation, and though Cecchinello pronounced himself a supporter of the Rookie Rule, he was clear that the current set of circumstances made the situation even more complicated than it would normally be.

Jerez saw another round in the game of bluff poker being played between Dorna and the manufacturers over the future of MotoGP’s rules, and both sides took another step closer to an agreement. Reports emanating from the discussions suggest that Dorna has made a concession to the MSMA over the rev limits, while the factories are pushing through a single-bike rule, and an agreement should be ready by the middle of the year.

Ever since the MSMA lost their monopoly over the rules at the end of 2011, when the contract between the MSMA and Dorna lapsed, Dorna has had the stronger hand, and Carmelo Ezpeleta has been pushing the factories hard for changes. The pressure is starting to pay off for Ezpeleta, as by a combination of cajoling, threats and promises, he has also reached an agreement over the future shape of the sport. MotoGP is to undergo a radical transformation from the pure technology exercise that was the 800cc era, and become a sport focused on entertainment, where costs are kept in check.

The weight increase in the MotoGP class introduced for 2012 – from 153kg, as originally agreed when the 2012 regulations were drawn up back in August 2010, to 157kg – has had many repercussions. The addition of 4kg to the 1000cc MotoGP machines has been blamed for causing the chatter that Honda’s RC213V suffers from, and for complicating the pursuit of the ideal weight distribution for both Honda and Yamaha, which the two Japanese factories had spent most of 2011 perfecting ahead of the 2012 MotoGP season.

The decision was taken in a Grand Prix Commission meeting held on December 14th of 2011 in Madrid, and though it drew little comment at the time, once the MotoGP paddock reassembled at Sepang for the first test of the year, some intriguing details started to appear. Crash.net’s Peter McLaren has an excellent reconstruction of the decision process, from which it is clear that the path to adoption the proposal faced was far more complex than usual. It also reveals some of the underlying tensions in both the Grand Prix Commission and the MSMA which will go on to play a major role in the rule-making process for 2013 and beyond.

After testing for three days at Jerez with Carlos Checa and Franco Battaini, Ducati Corse may not be saying much about the new Ducati Desmosedici GP12, but that hasn’t stop Karel Abraham from releasing some details about the new Italian steed today. The “official” technical specifications of MotoGP race bikes are always a bit vague, and Ducati Corse has unsurprisingly stuck to that trend with the GP12. Stating horsepower in the 250hp range, 15hp more than what was quoted for the GP11, Ducati also lists a top speed of over 360 km/h, up from the GP11′s 340+ km/h quoted figure.

Perhaps more interesting than the power and top speed figures is the quoted displacement for Abraham’s GP12. With fuel restrictions not increasing with the maximum displacement allotment for 2012, and the maximum bore size set at 81mm for the new MotoGP era, Ducati in particular was rumored to be exploring a displacement figure in the 900cc range, but interestingly enough appears to be taking the GP12 up to the maximum cylinder volume. There is also of course some speculation that Ducati Corse could use a narrower V° angle, a change from the standard 90° V4 we’ve seen from the Italian brand.

Two-stroke racing has been living in a four-stroke world, and the death blow to the smokers in GP racing has already been dealt by the GP Racing Commission. With 2012 set to see Moto3 replace 125GP as MotoGP’s introductory class, the FIM has released the full technical specifications of the up-coming, 2500cc, single-cylinder, four-stroke racing class. Designed not only to bring GP racing into the 21st century, Moto3 also aims to end the Aprilia domination that’s currently taking place in the class’s two-stroke predecessor. With companies like Honda and KTM building complete Moto3 machines, and engineering firms like Kalex working on custom chassis for the prototype 250cc engines, there certainly looks to be a bit of diversity coming to the introductory GP series.

Another issue plaguing 125GP, and GP racing as a whole, is the rising costs of competing in the sport, as evidenced by the diminishing grid size in MotoGP. With Moto2 boasting a healthy 40 bike grid, Dorna and IRTA believe they have found the secret recipe to making prototype racing work, and have applied that methodology to the new Moto3 class. Unsurprisingly then, the vast majority of Moto3′s technical regulations concern keeping costs down, especially when it comes to the series’ claiming-rule style engine & parts restrictions. It’s actually interesting to read the level of detail the GP Commission has gone through in order to head-off attempts to circumnavigate the spirit of the cheaper four-stroke series, though we might point out that water always finds its level. Check out the full Moto3 technical regulations after the jump.

Reliable sources are perpetuating the rumor that World Superbike is considering moving to a single-bike rule for its riders, presumably meaning that a WSBK rider would only have a single racing motorcycle at each race and session at a World Superbike round. The rule would be an extension of the already existing provision in World Supersport racing, which has seen a surge of participants this past year, compared to World Superbike’s shrinking numbers (though WSBK still has more riders competing than MotoGP at this point).

The idea is that the new provision, presumably to come out for the 2012 season, would allow teams to cut costs by up to €300,000, or run the option of having larger or multiple teams, which in-turn would increase grid sizes and jobs for ride-less racers.

Despite public outcry, World Superbike Director Paolo Ciabatti is standing firm on the decision to penalize Max Biaggi out of the lead of Race 2 at Monza on Sunday. With fast entry speeds and collisions likely through the first chicane, new rules were put into place for this weekend’s round. In essence, a straight chute was made available as a run-off for riders who had nowhere to go or had missed their braking point, with a special set of lines painted on the surface that riders were required to use for re-entry to the racing line. It was these rules that forced Biaggi out of a five second lead and a likely sure win Sunday.

Ciabatti explained, “We had to disqualify 320 lap times in Friday practice alone because of riders breaking this rule.  We also told the riders they could only cut through the runoff area three times during each race, otherwise they would be penalized with a ride through.” Riders were informed about the new rules at a riders’ briefing held Thursday, which Biaggi did not attend. Within the sporting regulations, those meetings are mandatory for either the rider or team to attend, and so a representative from the Aprilia team attended in Biaggi’s stead.

Quite a stir was made on Tuesday when news hit the interwebs (including on A&R) that an illegal fuel pump was found on Max Biaggi’s Aprilia RSV4 Factory race bike at Assen. With World Superbike regulations requiring that the fuel system be completely unmodified from stock, the story was two-fold as it appeared something about the #1 plated Aprilia was awry, and seemingly no penalty was levied by Race Direction.

Subsequent to this news Gigi Dall’Igna, Technical Director of Aprilia’s World Superbike program, has categorically denied anything illegal about Biaggi’s fuel pump, simply stating that the only difference between Biaggi’s pump and those on Camier and Haga’s RSV4′s was the number stamped on the side…which was different on every unit. In addition to this news, Infront Media Sports emailed Asphalt & Rubber last night, and further explained the situation, also explaining that no irregularities had been found on Biaggi’s race bike at the Dutch round.

UPDATE: Aprilia and the FIM deny any irregularities with Biaggi’s Aprilia RSV4 at Assen.

Respected source in the World Superbike community, Sport-Bikes.fr is reporting that WSBK technical scrutineers have found an illegal fuel injection system on Max Biaggi’s Aprilia RSV4 Factory at the Assen round of the Championship series. According to World Superbike rules, the entire fuel injection system must be original to the street homologated motorcycle, including the pump, fuel lines, and injectors.

Scrutineering at Phillip Island found that the injectors of all three Aprilias were in compliance, as was also the case for the outlet pressure injection pump, which was checked at Donington Park. However at Assen, Max Biaggi’s RSV4 was found to be different from the bikes used by Camier and Haga, and was racing with a non-original fuel injection pump.

A fuel injection pump seems hardly a worthy offense to crucify the reigning World Champion over, and many will state that pushing the limits of the rule book is a part of racing (something Aprilia is already known for). Accordingly World Superbike has not docked Biaggi of his results from Sunday’s races, nor has it levied any sort of penalty for the team’s actions. Instead, Aprilia has simply been told it much replace the pump by the next race at Monza.

Phillip Island proved a smashingly good weekend for Aprilia, as Max Biaggi began to defend his #1 plate by qualifying and finishing second in both races, one nearly as uncontested as Carlos Checa’s wins, and one a ray of hope for close fighting all season. Though teammate Leon Camier did not fare nearly as well, his thirteenth and sixth place finishes were remarkable for someone contending with a nasty fever.

Overall, the opening round of the 2011 World Superbike season seems to belie the suspicions that all of Aprilia’s 2010 success came down to its “unfair” gear-driven camshaft, and that Ducatis could not be competitive in WSBK’s oppressive technical formula.