FIM

Grand Prix Commission Regulate Practice Start Locations On Safety Grounds

After the serious incident at Silverstone, in which Dani Rivas crashed into Steven Odendaal during the Sunday morning warm up, as Odendaal and other riders stood waiting to make practice starts, the Grand Prix Commission has taken steps to regulate practice starts in all three Grand Prix classes. From now on, practice starts will only be allowed from designated locations at the circuit, and practice starts elsewhere will be banned.

Practice starts will be allowed from pit lane exit during practice, and at one or two designated zones around each track, as decided before each race. Marshals will indicate the start of the practice start zones, and all riders not electing to practice a start in that zone will be warned by yellow flags and will have to stay on the opposite side of the track from the start zone.

The new rules are effective immediately. The FIM press release containing the full set of rules appears below:

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Replacing The European Championship: Is Making The CEV An International Series A Good Thing?

If there is one complaint made about MotoGP it is that it is an almost entirely Spanish sport. The three title candidates in MotoGP are all Spanish, the three title candidates in Moto3 are all Spanish, and Scott Redding has his hands full holding off another Spanish rider, Pol Espargaro, for the 2013 Moto2 title. Spaniards dominate in all three classes, and it has been a long time since the Spanish national anthem hasn't been heard on a Grand Prix weekend.

So at first glance, the news that the Spanish CEV championship is to fall under FIM control and host rounds outside of Spain looks like increasing the stranglehold the Spanish have over Grand Prix racing. By raising the importance of the Spanish championship and therefore diminishing the status of other national championships, the FIM is making the situation worse, and handing even more control to Dorna, who run both the MotoGP and the Spanish CEV championships.

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FIM Confirms Dropping Of Claiming Rule, Reduces Cost Of Moto2 Engine Swaps

As we reported at Mugello, the claiming rule is to be dropped from the MotoGP rulebook. Introduced to prevent factories entering MotoGP under the guise of private teams, the claiming rule allowed any factory to claim the engine of a bike entered by a CRT team. But after the Grand Prix Commission agreed to the introduction of a spec ECU, the decision to run the spec software proved to be an alternative and more effective way was found of separating full factory efforts from privateer teams. The claiming rule was never actually used, the factories having said when the claiming rule was introduced that they had no intention of ever claiming an engine. It was kept there as the ultimate threat, Teddy Roosevelt's 'big stick' to prevent other factories from even considering such a ruse.

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MotoGP's Claiming Rule To Be Dropped From 2014

MotoGP's Claiming Rule is set to be consigned to the history books. At the next meeting of the Grand Prix Commission at Barcelona, a proposal will be put forward to abandon the claiming rule altogether. With the advent of the new distinction, between MSMA entries and non-MSMA entries, the need to claim an engine ceased to exist. The demise of the claiming rule opens the way towards the leasing of Yamaha engines to private teams without fear of those engines being claimed by other factories.

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New MotoGP Rules: Private MotoGP Testing Banned, Moto3 Engine Costs Curtailed

With the MotoGP paddock once again assembled for the start of the season at Qatar, the four organizations who make up the Grand Prix Commission, MotoGP's rulemaking body, took the opportunity to meet and discuss and adopt a number of rule changes. The rules cover a number of areas, including testing for all three classes, the 2014 technical rules for MotoGP, and further steps to control the real cost of engines in Moto3.

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Ezpeleta's Vision: Cost-Limited Racing, In Both MotoGP and World Superbikes

The Philip Morris-sponsored Wrooom event is not just the event at which Ducati launches its MotoGP season, it has become the de facto kick off to the MotoGP season as a whole. With an important section of the international media present, Dorna CEO Carmelo Ezpeleta inevitably seizes the opportunity to talk to the press about his view of the season ahead, and where necessary, of the future beyond that.

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2014 MotoGP Rules Announced: Spec ECU Introduced, Spec Software Creates Two Classes Of Entry

After an almost interminable period of discussions and debate, agreement has at last been reached over the technical regulations to be applied in MotoGP for the 2014 onwards. The agreement has been a compromise, with both sides of the argument being given something to satisfy them.

The new rules see the introduction of a compulsory spec ECU and datalogger, and the ECU now acts as a divide between the two classes of teams in the paddock. MSMA members will be allowed to use their own software for the spec ECU, but the punishment for doing so will be a reduction in the fuel limit from 21 to 20 liters for a race. Teams electing to use the spec software supplied by Dorna will be allowed 24 liters. The MSMA members will also be limited to 5 engines a season, while the rest will be allowed 12 engines. The reduction in fuel and engines was made at the request of the factories, to give themselves an engineering challenge to conquer.

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New WSBK Rules: Pit Stops To Replace Restarted Races

World Superbike is to see pit stops introduced from 2013 onwards during wet races. Races affected by changing conditions - either rain falling during a dry race or a track drying out after rainfall - will no longer be stopped, except for 'extraordinary conditions', or conditions which affect rider safety. Instead of stopping the race and restarting with either wet or dry tires, riders will now be allowed to come in to the pits, where the the team will be allowed to change tires and, if necessary, suspension settings. Only three mechanics will be allowed to help each rider during the pit stop, though the rider himself will be allowed to help.

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Ezpeleta Speaks On WSBK And MotoGP: No Change For 2013, All Change For 2014

The repercussions of Bridgepoint's decision to hand control of the World Superbike series to Dorna are just starting to become clear, as each of the protagonists get to explain their side of the story. After Paolo Flammini spoke to the media at the final World Superbike round of the year at Magny-Cours, at Motegi, it was the turn of Dorna CEO Carmelo Ezpeleta to face the press.

He did so an hour before the traditional pre-event press conference, giving a statement and answering questions from assembled journalists on the implications of the move (a full transcript of the press conference is available on the official MotoGP.com website). Ezpeleta did his best to first of all quell any fears among the legions of World Superbike fans that Dorna intended implementing any major changes for the coming season, ensuring the assembled media that all would go ahead for 2013 as planned. "For next year things will continue as they are, and both MotoGP and WSBK will continue the same way, with exactly the same system of organization and with the same technical rules," Ezpeleta told the press. "For 2013 the regulations will be the ones that have been approved between the FIM and Infront Motor Sports," he said in response to questions, "In 2013 it will be exactly as proposed by the different parties involved, there will not be any changes for 2013."

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The ECU Endgame: Will MotoGP Survive The Motegi MSMA Meetings?

This may very well turn out to be the biggest week in MotoGP since the decision to replace the two stroke 500s with large capacity four stroke machines. This week, Dorna CEO Carmelo Ezpeleta is set to have meetings with each of the MSMA members at Motegi, to hammer out once and for all the technical basis for the 2014 season. If they succeed, the ground will be laid for a set of technical regulations which can remain stable for the long term, the goal being at least five years. If they fail, then one or more manufacturers could leave the series, reducing the number of factory bikes on the grid and potentially removing two of MotoGP's top riders from the grid. There is much at stake.

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