The Grand Prix Commission is to tighten the noose on electronics a little further, in an attempt to prevent cheating. The GPC today issued a press release containing the minutes of their meeting held at the Malaysian Grand Prix in Sepang.
There, they agreed restrictions on the ECU, agreed to limit riders in all classes to FIM homologated helmets, and increased the penalty for speeding in pit lane.
The two changes to the electronics are aimed at restricting the ability of teams to alter the data on the official ECU.
Once upon a time, disciplinary measures in MotoGP were simple. If a rider was felt to have transgressed the rules, they were hauled up before the Race Director and given a punishment, and that was just about the end of it.
Sometimes, riders appealed against those judgments, and sometimes, the FIM even found in their favor.
But times change, cultures change, social mores change. What was once regarded as acceptable is now frowned upon. Physical contact and riding with the intent to obstruct others became less and less acceptable. Suspected transgressions were examined more closely and judged more harshly.
Heads up GP fans, as the MotoGP Championship is set to close two crucial loopholes in its rulebook for the 2019 season, which the Grand Prix Commission says in its press release are needed in order to keep the sport within the spirit of the rules.
The first loophole blandly affects the spec-ECU and its CAN protocol and connection, which is fairly innocuous until you read between the lines of it, while the second concerns the regulation of aerodynamic bodywork, which should be more obvious to regular MotoGP fans.
After Marc Márquez’s wild ride in Argentina, Dorna CEO Carmelo Ezpeleta promised the riders present in the Safety Commission in Austin on Friday night that in the future, the FIM Stewards Panel would hand out harsher penalties for infringements of the rules.
That new policy saw action the very next day, with Marc Márquez and Pol Espargaro being punished three grid places for riding slowly on the racing line and getting in the way of other riders.
Not everyone was happy, however. Towards the end of the race on Sunday, Jack Miller dived up the inside of Jorge Lorenzo, after the factory Ducati rider left the door wide open at Turn 1. Lorenzo, going for a very late apex, found Miller on his line, and was forced to stand the bike up.
“Things didn’t change so much, no?” the Spaniard grumbled after the race. “If I don’t pick up the bike, I crash. So if the rider doesn’t impact you or you don’t crash, they don’t do nothing.”
On Sunday night, I went to speak to Mike Webb to hear how he, as Race Director and chair of the FIM Stewards Panel, viewed the new instructions issued by the Grand Prix Permanent Bureau. He explained both what instructions had been given, and how he and the FIM Stewards had interpreted them.
The World Superbike Championship released the latest decision from the SBK Commission today, which clarified a few rules for the 2018 season, most notably the new rev-limiter and parts cost rules, which have been discussed already at great length here on Asphalt & Rubber (Part 1, Part 2, & Part 3).
There was another interesting rule change of note though, which is likely to get over-looked by the racing community, and that is the World Superbike Championship permitting the use of winglets, although there is a catch.
Our third and final installment (be sure to read the first and second installments as well) in a three-part look at the rule changes made to the World Superbike Championship for the 2018 season. Today we get the perspective of WorldSBK champion Jonathan Rea, the rider with the most to lose from the new rules.
Three years of unparalleled success has seen Jonathan Rea notch up 39 victories, 70 podiums, and 3 WorldSBK titles.
To put those numbers into context, only Carl Fogarty, Troy Bayliss, and Noriyuki Haga have won more races in their WorldSBK careers. It truly has been a historic run of form for Rea and Kawasaki.
For WorldSBK though the achievements have been outweighed by the reaction of fans to these results.
Feeling that significant changes were needed to ensure a more competitive balance for the field, WorldSBK has introduced a wide range of new regulations to curtail the Kawasaki dominance.
The goal isn’t to stop Rea and Kawasaki winning but simply to allow other manufacturers to get on an even keel.
Our second installment (be sure to read the first and third installments as well) in a three-part look at the rule changes made to the World Superbike Championship for the 2018 season, today we get the perspective of Scott Smart, the FIM Superbike Technical Director, who rewrote the WorldSBK rulebook.
Scott Smart has been tasked with writing and rewriting the rule book for Superbikes around the planet.
The FIM Superbike Technical Director has been instrumental in bringing about the recent regulation changes for WorldSBK, and speaking at the season ending Qatar round he explained the philosophy behind the changes.
“There’s a lot of benefits to these changes, but the biggest factor is that we want to find a way to have more exciting racing in WorldSBK,” explained Smart.
“With the new regulations each team on the grid has the chance to run the same specification as the factory teams or to develop their own parts. This gives a private team the chance to have a bike with development work already having been completed by simply buying the relevant parts for their bike.”
The first installment in a three-part look at the rule changes made to the World Superbike Championship for the 2018 season (be sure to read the second and third installments as well), today we get an overview of the new WorldSBK rulebook, and its likely effects.
The opening round of the 2018 World Superbike season may be 100 days away, but the race to get ready for Phillip Island has begun in earnest.
The majority of the paddock are in the south of Spain, commencing winter testing at Jerez, and there is certainly a lot of work to be done.
The biggest single change in the history of the series will see widespread changes to the technical regulations. The headline act has been the introduction of mandated, and variable, rev limits for each manufacturer in a bid to curtail the dominance enjoyed by Kawasaki and Ducati in recent years.
FIM WorldSBK Technical Director, Scott Smart, was the man tasked with writing the framework for the new look regulations. The Englishman has rewritten the book on Superbike regulations in recent years and admitted that the biggest goal of the changes was to create a more balanced field.
On Sunday, Marc Márquez and Andrea Dovizioso will line up on the grid for the final MotoGP race of the 2017 season. At stake is the title of 2017 MotoGP Champion.
For Marc Márquez, it would be his fourth MotoGP title, making him the most successful Spanish rider in the premier class. For Andrea Dovizioso, it would be his first title, the one which is always most highly prized.
Dovizioso’s challenge cannot be underestimated. He trails Marc Márquez by 21 points. His path to the championship is difficult, and relies heavily on things going wrong for others.
Marc Márquez, on the other hand, faces a much easier task. The Repsol Honda rider has his destiny entirely in his own hands.
After 17 races, Marc Márquez has 282 points, while Andrea Dovizioso has 261 points. With 21 points separating them, who needs to do what to win the 2017 MotoGP title? We break down the arithmetic.
The World Superbike championship has moved to address the performance disparities that have seen Kawasaki and Ducati dominate in recent seasons.
The Superbike Commission, the rule-making body for the WorldSBK series, today announced a series of measures to ensure greater parity among teams and factories.
The measures, which will enter into force in 2018, see rev limits replacing weight penalties and air restrictors as a performance balancing mechanism, and a performance-based concession point system for allowing engine updates during the season.
The changes fall into three main categories: the performance balancing system, a system of concession points, and the price capping of a range of suspension, chassis, and engine parts related to performance.
The performance balancing system and the concession points system are aimed at creating more parity between different manufacturers, while the price capping of certain parts is aimed at both limiting costs, and of ensuring that all teams have access to the same parts.
The Brno round of MotoGP turned out to be a veritable bonanza of aerodynamic developments. Honda turned up with their previously homologated fairing, and Yamaha debuted a new fairing with a modified upper half at the test on Monday.
But it was Ducati who stole the show, with a radical new design featuring a large side pod that looked remarkably like a set of wings with a cover connecting them.
That fairing triggered howls of outrage from fans. How, they asked, was this legal? The fairing appeared to have two ducts that came out at the top at right angles, then return to the fairing at right angles.
That turned out not to be the full shape of the fairing, when Danilo Petrucci sported one where the bottom half of the side duct extended lower. It seemed to be a blatant breach of the rules.
The problem, MotoGP Technical Director Danny Aldridge explained, lay in part with framing of the rules.
When Dorna demanded a ban of the original winglets, they sat with the manufacturers to draw up a set of regulations that would limit aerodynamics and eliminate the risks, yet at the same time would allow some amount of development.
That proved impossible to do with the manufacturers so split among themselves, and so Dorna had to try to come up with a set themselves.