MOTOGP: New Moto2 600s Could Debut in Spain in 2009
Dennis Noyes discusses the new Moto2 class, including its potential to create renewed conflict between Dorna and World Superbike organizers Infront Motor Sports.
Dennis Noyes
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Posted December 11, 2008
Borrego Springs, CA
Although the general concept of replacing the existing 250 Grand Prix class with a new category of four-stroke 600cc machines was approved by the Grand Prix Commission in June, the final regulations were another five months in the making and have just been released today.
In principal, these rules will not come into effect until the 250 class is replaced by the new Moto2 class in 2011, but SPEEDtv.com has learned that this new class could be on track as early as the summer of 2009 as an experimental 'Moto2 Cup' category in the Spanish Roadracing Championship, (CEV) and, if the bikes prove quick enough, the FIM might allow them to be raced in the 2010 '250' World Championship along with the current 250s in their final year.
Logical Rules with No Surprises
In general, the rules are as expected by GP insiders. While there is nothing that requires the engines to come from existing production 600 road bikes, clearly there is nothing that prevents these already reliable and race-ready (as seen in Supersport racing at the national and world level) power plants from being bolted into prototype frames. Nothing, that is, unless the FIM has given conflicting assurances to Infront Motor Sports (the re-named company that holds World Superbike and World Supersport rights… and we will discuss this at the conclusion of this article).
While the Moto2 class is clearly intended to cater to prototype bikes using production-derived engines, the door is also open for any manufacturer or constructor to build a 'true prototype' engine that conforms to the restrictive formula set out on the FIM-approved Moto2 regulations. And, although the regulations allow for triples and twins, the fact that there is no capacity advantage for bikes powered by motors with less than four cylinders makes is clear that this will be a class for four-cylinder engines.
Rather than limiting the horsepower of the normally aspirated engines, the MSMA has placed a rev-limit of 16,000 rpm for fours, 15,500 for triples, and 15,000 for twins. This formula takes away the temptation to build any specials with ultra-short stroke engines since rpm is measured rather than average linear piston speed. The advantage, in fact, would be with anyone clever enough to get a longer stroke engine to turn 16,000 rpm…. a gap that would have been plugged if the MSMA rule-makers had opted to limit bikes to a maximum average linear piston speed instead of simply capping rpm. (Remember, rpm is meaningless if bore and stroke are factored in.)
The regulations (also posted on SPEEDtv.com) are strict, allowing no apparent loopholes (controlled maximum diameter for throttle bodies for fours, threes, and twins, no oval pistons, no pneumatic valve operation, no variable-length inlet track systems, etc.), and should someone find a design advantage, they will have to sell the motor immediately following the race to any other competitor who comes up with the €20,000 (just under $27,000 at present) claiming fee.
The rules look good… good enough to allow teams to dial bikes in to suit different tracks and even different rider preferences. There are three alternate gear ratios for each gearbox speed and two alternate ratios for primary gear drive. As with current 250s, carbon brake discs are banned.
We assume the bikes will be run on control tires when the class is introduced at World Championship level.
