Grand Prix Commission decision on updated regulations

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The Grand Prix Commission, composed of Messrs. Carmelo Ezpeleta (Dorna, Chairman), Ignacio Verneda (FIM Executive Director, Sport), Herve Poncharal (IRTA) and Takanao Tsubouchi (MSMA), in a meeting held on 18th March 2014 in Qatar, unanimously approved the following matters concerning the MotoGP class.

1. The Championship ECU and software will be mandatory for all entries with effect from 2016.

All current and prospective participants in the MotoGP class will collaborate to assist with the design and development of the Championship ECU software.

During the development of the software a closed user web site will be set up to enable participants to monitor software development and to input their suggested modifications. 

2. With immediate effect, a Manufacturer with entries under the factory option who has not achieved a win in dry conditions in the previous year, or new Manufacturer entering the Championship, is entitled to use 12 engines per rider per season (no design freezing), 24 litres of fuel and the same tyres allocation and testing opportunities as the Open category. This concession is valid until the start of the 2016 season.

3. The above concessions will be reduced under the following circumstances:

Should any rider, or combination of riders nominated by the same Manufacturer, participating under the conditions of described in clause 2 above, achieve a race win, two second places or three podium places in dry conditions during the 2014 season then for that Manufacturer the fuel tank capacity will be reduced to 22 litres. Furthermore, should the same Manufacturer achieve three race wins in the 2014 season the manufacturer would also lose the right to use the soft tyres available to Open category entries.

In each case the reduced concessions will apply to the remaining events of the 2014 season and the whole of the 2015 season.

source: MotoGP.com

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Decision of the Grand Prix Commission

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The Grand Prix Commission, composed of Messrs. Carmelo Ezpeleta (Dorna, Chairman), Ignacio Verneda (FIM Executive Director, Sport), Herve Poncharal (IRTA) and Takanao Tsubouchi (MSMA) in the presence of Javier Alonso (Dorna) and Mike Trimby (IRTA, Secretary of the meeting), in a meeting held on 17 August in Indianapolis (USA), made the following decisions:

MotoGP Class - Effective 2014

Testing

Sporting Regulations

Manufacturers are permitted to nominate one circuit at which they may test with their contracted riders for a maximum of five days during the season. This will enable them to develop and test new technology with their principal riders in a private test environment.

Entries

As a consequence of manufacturers agreeing to lease additional machinery it was necessary to amend regulation 1.11.10 concerning entries.

Manufacturers will be permitted to make two direct “Factory” specification entries in their own team and to lease Factory specification machinery for a further two entries. They may now also lease machinery for additional entries. These machines will run under the non-Factory regulations for the class.

Other Matters

MotoGP Class Wild Card Entries

The wild card application for Katsuyuki Nakasuga at the Japanese GP was approved.

MotoGP Official Press Release

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New Regulation for MotoGP, Sporting and Disciplinary Regulations

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New MotoGP regulation was made on the meeting between Dorna, FIM, IRTA, and MSMA December 13rd at Madrid. Here's the new regulation

Sporting and Disciplinary Regulations

Effective immediately:

It has been recognised that there is the need to address the problem of riders who are constantly being warned or penalised for endangering other riders or committing other serious offences like assaulting marshals or other officials. To address this issue a new system of Penalty Points was approved. Race Direction can sanction a rider with a number of Penalty Points between one and ten. This can be instead of or in addition to any other sanction. Points will "tot up" during the season and when certain thresholds are reached the following sanctions will be applied automatically:

• Four Points - Starts next race from rear of grid.
• Seven Points - Starts next race from pit lane.
• Ten Points -  Disqualification from the next event.

Once the ten point sanction has been imposed then points reset to Zero. Points are not carried forward to the following season.

Several changes to the start procedure were approved:

• Pit lane opening will be accompanied by a green flag at the pit exit in addition to the   existing green light.
• No red flag will be displayed in front of the grid at the conclusion of the sighting lap.
• Tyre warmers must be removed immediately on display of the one minute board.

Following approval of the new qualifying procedure for the MotoGP class it is also necessary to determine the criteria for actual qualification to take part in the race - the 107% rule. To be allowed to take part in the actual qualifying sessions a rider must achieve a time better than 107% of the fastest rider in any of the four free practice sessions. It is no longer possible to qualify for the race based on a time set in the warm up. Riders who are appointed as substitutes for an injured rider after some free practice sessions have taken place and have not achieved the 107% cut off  will still be allowed to participate in Qualifying Practice 1 where they must achieve a qualifying time.

Failure of riders participating in their first event of the season to attend the FIM briefing may attract a penalty but will no longer result in automatic disqualification.

The responsibility for switching on red rear lights in rain conditions now rests with the teams. No boards will be displayed.

It is no longer a requirement for the team to be notified and acknowledge the imposition of a ride through penalty due to a jump start. The requirement will be displayed at the start line to the rider and included on the information page of the timekeeping monitors.

There is no longer a minimum fine that can be imposed by Race Direction. The maximum fine is now fixed at €50,000.00

Technical Regulations

MotoGP Class

Effective Immediately:

Carbon Composite wheels are not permitted. (As is already the case for Moto3 and Moto2).

The exception granted to CRT entries in 2012 to permit use of brake disks of a different diameter than the 320mm specified in the regulations will not be extended to 2013.

A revised allocation of tyres will be introduced. In principle, riders will receive an additional rear tyre and the "soft" front tyre offered as an option in 2012, but not used, will no longer be available. In that case, the exception concerning allocations of different grades of front tyres at certain specified circuits will be cancelled. The decision on the precise make up of the allocation will be taken following the official test at Sepang on 5-7 February.

In this context, the official supplier will be making available a "softer" rear tyre for use by CRT entries.

Effective 2014:

A procedure for homologation of the "frozen" engine specifications was approved. It was confirmed that this regulation does not apply to CRT entries and that different teams using the same brand of MSMA machine could have engines homologated with different specifications.

Effective 2015:

Maximum prices permitted to be charged for the supply of brakes and suspension will be imposed. Investigations are also being carried out with a view to capping charges for "service contracts" for the same products.

Moto3 and Moto2 Classes

Effective Immediately:

Moto2 class quick-shifter systems must be approved by the Technical Director.

The allocation of tyres for the Moto2 class is changed. In future riders will have the following maximum numbers available:

• 8 front tyres of the two standard specifications.
• 9 rear tyres of the two standard specifications

The actual specifications will be determined by the official supplier and all riders will receive equal allocations.

Front race numbers on Moto3 and Moto2 machines must have a separation of minimum 10mm between double digit numbers. Reflective backgrounds are not permitted.

Effective 2014:

To ensure that teams in the Moto3 are supplied with engines of the same specification at a reasonable price it has been agreed that engines will be supplied via the series organisers and distributed randomly. Engines will not be returned for maintenance but having completed normal mileage will be retained by teams for other purposes or sale on.

Discussions are continuing about the maximum number of engines allowed and the routine, minor engine maintenance to be permitted and a final regulation will be announced during the 2013 Qatar GP.

Maximum prices will be imposed for complete Moto3 class machines and maximum prices will be specified for chassis and major components for Moto3 and Moto2 class machines. Again, final regulations will be announced during the 2013 Qatar GP.

All Classes

Effective 2014:

In 2013 Dorna will introduce a new timekeeping transponder that will have the ability to display on the dashboard additional information for the rider. Most importantly, this will include  the ability to duplicate flag signals. Use of a compatible dashboard is mandatory from 2014 and optional in 2013.

In the Moto2 class the use of an updated Lambda sensor will be compulsory

Effective 2015:

FIM homologation standards for all racing wheels were approved in principle. Final standards will be announced at the Qatar GP

source: MotoGP Official website

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New Qualifying Format for 2013 MotoGP Season

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Effective 01 January 2013, there will be a new procedure for grid qualification for the MotoGP Class.

New Procedure

1. The three existing sessions of free practice will be unchanged, however, the combined times from those sessions will determine participation in the final qualifying practice.
2. The ten fastest riders will be seeded through to Qualifying Practice 2 (QP2).
3. All other riders will take part in Qualifying Practice 1 (QP1).
4. The fastest two riders in QP1 will progress to QP2, making a total of 12 riders competing for the first 12 grid positions.
5. The riders not in the fastest two places in QP1 will take grid positions 13 and above according to their times in QP1.

New Practice Timings
- Day One
Free Practice 1 45 Minutes (Unchanged) Timed for Qualifying Practice Participation
Free Practice 2 45 Minutes (Unchanged) Timed for Qualifying Practice Participation

- Day Two - Morning
Free Practice 3 45 Minutes (Unchanged) Timed for Qualifying Practice Participation

- Day Two - Afternoon - New Schedule:
Free Practice 4 30 Minutes Not Timed for Qualifying Practice Participation Break 10 Minutes
Qualifying Practice 1 15 minutes
Break 10 Minutes

Qualifying Practice 2 15 minutes

source: MotoGP Official Website

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FIM Regulation: Wild Card for MotoGP

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A changes on wild card regulation on MotoGP class:

Wild-Card Entries

The deadline for applying for a wild-card entry in the MotoGP class has been changed. In future an entry can be proposed by an FMN, the FIM, the MSMA or Dorna at any time prior to the event. (Previously the deadline was 45 days which gave little time for accepted entries to prepare and test machinery).

Applications must be made to the FIM who will, upon receipt, submit them to the Grand Prix Commission who will decide which, if any, of the entries will be accepted.

The deadline for applying for a wild-card entry in the Moto3 and Moto2 classes remains unchanged at 45 days. An entry can now be proposed by an FMN, the FIM or Dorna. At the deadline for entries the list of candidates will be submitted to the Grand Prix Commission who will decide which, if any, of the entries will be accepted.

Engine Durability For MotoGP Class Wild-Cards

Each wild-card entry in the MotoGP class will now be allowed three engines for their exclusive use during each event.

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Casey Stoner: MotoGP Needs to be Stable

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Casey Stoner has urged  MotoGP regulation changes that happened in a last few year. The 2011 World Champions, feels that the changes of regulation will affect riders stability. Some regulation that happened in a last few year are cylinder capacity andweight limit.

Casey Stoner:

“It just needs to be stable. The fact is they haven’t stopped making changes to the championship. It’s not the decisions that they’re making now that’s the problem, it’s decisions they made in the past. By changing from 500 to 1000, changing from 1000 back to 800, then going with the single tyre rule you lose all competition. So you lose somebody who’s maybe not as fast, but on another brand of tyre that was working better on the day pushing themselves up on the podium spot and getting exposure. So the smaller teams can get their exposure.”

“They want to cut costs but then put four kilos on the bikes after everyone’s already developed them. That’s cost them a lot of money, especially Honda and Yamaha because I know they were on the legal weight requirement. Maybe the other manufacturers weren’t, so they went; let’s just move everybody up there (to 157kg). So all that money that they’re trying to save, they just spent. Kenny Roberts might still be racing with his team if they had stopped changing everything. But even in 800s they were changing this and that and they want to 21 litres. It’s just not giving a chance to anybody else to reach those levels."

"It’s about the teams that are planning to come into this championship wanting to make a name for themselves and build up a machine that can be competitive. But every year or two they change the regulations, so where is the money going to come from to develop again for these small teams? They don’t make any sense, trying to save money by spending more money. It’s just complicated to figure out why they keep changing things. And why restrict it to four-cylinders as well. If they didn’t restrict all this then you’d see somebody with an amazing idea maybe. It’s like Honda with their five-cylinder. It was an amazing bike, but somebody else might come in with a completely different idea again and be able to make a great bike. But when there’s such a tight rule, and then they keep changing it for small things, it’s impossible for small companies to make a difference, so this is where I think they’re going wrong.”

source: MCN

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Minor changes regulation for MotoGP Rider anti-doping test

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There is a minor changes to regulation concerning the procedure for anti-doping testing released by FIM grand prix commision

Sporting Regulations

Minor changes were made to regulation concerning the procedure for anti-doping testing. Specific circuit personnel will be designated to perform the role of escorting designated riders to the control.

The control of the number of persons permitted to attend each rider on the grid will now be made by allocation of passes. No specific numbers per rider will be specified in the regulations.

Technical Regulations

Anti-lock braking systems are prohibited in all classes. Minor changes were agreed to the procedure and costs for mapping of the control ECU's in the Moto3 Class. Changes were approved to the regulations concerning allocations of tyres for the MotoGP class:

Due to ongoing technical developments and changing conditions, the quantity, specification and allocation of tyres may be varied from time to time. Actual quantities and specifications will be determined by the official tyre supplier in consultation, and by agreement with the organiser. This change is in response to a request by the Safety Commission.

In the short term the effect of this change will permit additional front tyres with a changed construction to be allocated in addition to the standard specification tyre allocation.

At the end of a wet practice session, riders may choose to be provided with up to two sets of wet tyres with an alternative specification, replacing two sets of the standard specification.

At certain events the official tyre supplier does not offer a third specification of front tyre with the shortfall being made up with the other two specifications. For 2012 Estoril, Le Mans, Silverstone and Assen will fall in to this category. These are in addition to the existing circuits of Sepang, Phillip Island and Valencia.

Medical Code

There is a minor change to the recommendation in the Medical Code concerning responsibility for expenses. Any treatment at the circuit is free of charge to the riders. However, subsequent costs of transportation to hospital will be for the account of the rider in the same way that the rider, or his insurance company, is responsible for the costs of hospital treatment.

The Grand Prix Commission: Carmelo Ezpeleta (Dorna, Chairman), Ignacio Verneda (FIM Executive Director, Sport), Herve Poncharal (IRTA) and Takanao Tsubouchi (MSMA) in the presence of Javier Alonso (Dorna) and Mike Trimby (IRTA, Secretary of the meeting)

source: superbikeplanet.com

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Both HRC and Yamaha are Not Agree with Budget Cap

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£12.5m budget cap that proposed for 1000cc MotoGP project is impossible for HRC and Yamaha. Both of them are agree with maximium spending without limitation. Here the statement from HRC and Yamaha's boss, Shuhei Nakamoto and Lin Jarvis, as quoted from MCN here.

Shuhei Nakamoto:
“It’s impossible to police this. How can you check how much they are spending in R and D? We fully agree with the philosophy but 15m Euro is too difficult for us. "I think more realistic is something closer to 20m. I think that is reasonable for a company to join MotoGP. I have heard some rumours that BMW is already spending 15m Euro in World Superbike. "If they come to MotoGP they could find bigger sponsorship to cover the extra costs and get more exposure for their brand.”

Lin Jarvis:

 “To police a budget cap in my opinion is virtually impossible. To even start thinking about policing it is a bad idea because you will consume an awful amount of time. "We will only give money to the accountants and the FIM will probably have to increase their staff by X amount to carry that out. I don’t think it is the right way to go but the idea is good. "The idea is to limit the expense of a manufacturer to reasonable parameters so we can encourage more manufacturers to come back and not need an endless budget. "But whether 15m is the right number, I have no idea. That’s a number that’s been thrown out but I don’t think there has been any real serious calculation.”

source: MCN

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MotoGP Cost Cut and Performance Plan

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Technical Director MotoGP Mike Webb, also known as 2012 MotoGP race director, told that there were a plan of rev limit to reducing cost of MotoGP. This issue is also expected to reduce big discrepancy performance between factory team and CRT team.
Webb was told MCN, quoted from MCN website, "At the moment we're relying on fuel capacity as a performance limit. But the factories are getting very, very good at running lean engines, so we've got extremely fast motorcycles.
"The factories will still make the best and fastest motorcycles but it helps the privateers to get somewhere a little bit closer and levels the playing field. I think we need a rev limit.”
“If you want to reduce costs then one way could be simply to reduce the rpm but that will impact on each manufacturer in a different way depending on the technology they use.
"We need to wait a while to see whether that will be introduced or not and what the level will be.”
source: MCN

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