Helt slut med 2-takt

Fra 2012 hedder den lille GP klasse ikke mere 125cc, men Moto 3. Den lille klasse var den sidste GP klasse der stadig brugte totaktsolie, men nu ligger de også den skønt duftende saft på hylden.

Data er spændende, og lyder næsten som noget i en gademaskine:

Max 250 cc – Max 1 cylindre – Max 14.000 omd. – Max 4 ventiler – Ingen trykfødning – Max motorpris 12.000 EUR

Vi er ikke i tvivl om dette vil betyde fremtidige små supersportere, med indbygget superteknik hentet direkte fra Moto 3. Data og setup får os allerede til at tænke på Hondas nye CBR 250R. Den nøjes dog med små 26hk, og vi gætter på Moto 3 maskinerne lander omkring 50-60 hk.

Nørderne kan læse det komplette reglement her:

FIM Road Racing World Championship Grand Prix

Decision of the Grand Prix Commission

The Grand Prix Commission, composed of Messrs. Carmelo Ezpeleta (Dorna, Chairman), Claude Danis (FIM), Hervé Poncharal (IRTA) and Takanao Tsubouchi (MSMA), in the presence of FIM President Vito Ippolito, Javier Alonso (Dorna) and M. Paul Butler (Secretary of the meeting), in a meeting held on 6 November in Valencia (Spain), unanimously decided the following (changes in bold):

1. 

2 May, Estoril (Portugal)

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15 August, Brno (Czech Republic) Technical Regulations

1. 1.

Engine Definition, Specification and Modification Use of the complete engine is mandatory, and it may not be modified in any way except as specifically described in these regulations, or as directed by the Technical Director. In the case of dispute over modifications, the decision of the Technical Director will be final.

The complete engine (‘engine’ in these regulations) is defined as the supplied engine cases, covers and everything contained within, and including all external parts supplied by the official Supplier, including but not limited to:

1. 2.

Fuel System Airbox: Only the standard airbox supplied by the official Supplier (including air filter and secondary injectors) may be used. No modifications, alterations or additions to this airbox are allowed, except as described in Art. 2.3.9.2. 6)

To ensure correct performance the official Supplier does not recommend any change to the airbox. However at the risk of the team, the following changes are allowed:

1. 3.

Diagram 4: Airbox

The intake duct (“intake connection to frame”) may be replaced.

The resonance chambers on the airbox lid, including the top cover if required, may be replaced or modified.

1. 

The racing number must be affixed to the front of the motorcycle fairing in a central position.

1. 

Numbers should be a minimum height of 140 mm.

1. 

Numbers must be easily legible, in a clear simple font and contrast strongly with the background colour. In the Moto2 and 125cc classes, numbers must be of one single colour which contrasts strongly with the background colour. A small outline in a different colour is permitted.

1. 

Backgrounds must be of one single colour over an area large enough to provide a minimum clear area of 25mm around the numbers.

1. 

In the Moto2 and 125cc classes, teams with more than one rider must differentiate between the riders by using different number and/or background colours.

1. 

Engine

1. 

4-stroke reciprocating piston engines only.

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Engine capacity: maximum 250cc.

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Single cylinder only.

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Maximum bore size: 81mm. No oval pistons.

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Engines must be normally aspirated. No turbo-charging, no super-charging.

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Crankshaft speed limited to maximum: 14,000 rpm.*

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Maximum of 1 ignition driver.*

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Maximum of 4 valves.

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Pneumatic and/or hydraulic valve systems are not permitted.

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Valves timing system drive must be by chain.

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Variable valve timing and/or variable valve opening systems are not permitted. Engine Supply

1. 

The engine is defined as the complete engine including intake system (throttle body, injectors), and one complete transmission.

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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.

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Each engine manufacturer must undertake to supply sufficient engines and spare parts to supply minimum 15 riders per season, if requested.

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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.

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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

1. 

Variable-length inlet tract systems are not permitted.

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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.

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Idle speed adjustment by means of an air bypass system, controlled by the ECU is allowed.*

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Fuel injectors must be located upstream of the engine intake valves.

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Maximum of 2 fuel injectors and 2 independent fuel injector drivers.*

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Fuel pressure must not exceed 5.0 bar.

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Other than engine sump breather gases, only air or air/fuel mixture is permitted in the inlet tract and combustion chamber.

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Fuel must comply with the FIM “Moto3” specification (tba).

Exhaust system

1. 

Variable length exhaust systems are not permitted.

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Noise limit will be a maximum of 115 dB/A, measured in a static test.

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No moving parts (e.g. valves, baffles… are allowed in the exhaust system. Transmission

1. 

A maximum of 6 gearbox speeds is permitted.

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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.

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Electro-mechanical or electro-hydraulic clutch actuating systems are not permitted. Ignition, Electronics & Data-Logging

1. 

Only the ignition/fuel injection control units (ECU) approved by the series Organiser are allowed.

This official ECU will include an engine rpm limiter.

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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.

1. 

Chassis must be a prototype, the design and construction of which is free within the constraints of the FIM Grand Prix Technical Regulations.

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Minimum total weight of Motorcycle + Rider: 148kg

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Brake discs must be made from an iron-based alloy.

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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

1. 

The only materials allowed for the wheels rims are Mg and Al alloys.

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The only permitted wheel rim sizes are: Front, 2.50″ x 17″

The number and specification of tyres allocated to each rider per event will be controlled.

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Only tyres from the Official Supplier may be used.

Materials & Construction

1. 

Construction materials must comply with Article 2.7.10 of the FIM Grand Prix regulations.

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Camshafts, crankshafts, piston pins must be made from Iron-based alloys.

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Engine crankcases, cylinder blocks and cylinder heads must be made from cast aluminium alloys.

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Pistons must be made from an aluminium alloy.

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Connecting rods, valves and valve springs must be made from either Iron-based or Titanium-based alloys.

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Definitions:

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“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

1. 

Number of machines: the team can scrutineer only one motorcycle per rider.

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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.

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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.

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Apart from the above regulations, all other construction criteria, dimensions and specifications are as per the FIM Grand Prix Regulations.

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