1000cc coming back to MotoGP!!!!

On December 11 the Grand Prix Commission, comprised of top officials from the FIM, Dorna, IRTA and MSMA, amended the GP regulations for the upcoming seasons. While changes to the 2010 regs include the final rules for the all-new Moto2 class, the headline announcement is that MotoGP will return to 1000cc machinery for the 2012 season.


Valentino Rossi enjoyed some success back in the 990cc era and has been vocal about returning the premier series back to its pre-800cc form.The new “basic concept for MotoGP,” as it is stated in the press release announcing the changes, is limited to the general engine parameters, with three specifications:

1. Maximum displacement limited to 1000cc
2. Maximum cylinders limited to 4
3. Maximum bore capped at 81mm

It isn’t clear yet what the further limits of the new 1000cc MotoGP class will be, with the official MotoGP website reports that Dorna Chairman, Carmelo Ezpeleta, plans two more meetings to hammer out the rest of the specs. However, there are some intriguing implications to the three basic changes.

The good news is MotoGP is going to return to 1000cc engine, replacing the short-lived, controversial 800cc era. The decision placates the wishes of GP’s brightest star, Valentino Rossi, who is on the record stating the 2007 move from 990 to 800 was a big mistake. The Doctor has called for a return to 1000s with more restrictions to the electronics, so the rider has more to do with the lap times than the traction control settings.

The move back to bigger bikes also figures to improve the fortunes of American riders, whose Superbike upbringings brought better results on the previous 990cc machines. It is notable that no American has won a MotoGP race since Nicky Hayden’s championship-winning 2006 campaign – the final season of the 990 MotoGP era. Then there's also new American rider Ben Spies, who's done one or two impressive things in his career aboard a 1000cc racebike.

Speaking of Hayden’s 2006 title, it came aboard Honda’s dominating V-5 based RC212V. We won't see that configuration in MotoGP any time soon because the proposed 2012 specs make the V-5 illegal, which begs the question of what route Honda and other manufacturers would take while abiding by the 1000cc and four cylinder with specific bore restriction. Honda, Ducati and Suzuki have taken a V-Four approach to the 800 class, with Yamaha and Kawasaki (now gone) opting for Inline-Fours. The boost up to 1000cc, four cylinders and 81mm bore, present another tempting option – and potentially, the source of a legal firestorm: Conflict with the production-based racing known as World Superbike


The Doctor will be happy to have the 1000s back in MotoGP. It may give Rossi another reason to stick around, besides upping his title tally up to double digits.One possibility for 2012 is that teams might be allowed to run heavily modified production superbike engines in MotoGP. If true, the cost-saving move would put the prototype status of MotoGP in question. Grand Prix has already seen the purity of its “prototype” identity challenged with rule changes, including the recent change to a spec tire. One thing GP can bank on, however, is that the production-based and FIM-sanctioned World Superbike Series will not be happy about the decision.

It is widely understood that behind the scenes wrangling from WSB boss Pablo Flammini killed the WCM MotoGP effort, which at the time used a production-based engine and prototype chassis. Should any teams or manufacturers choose to run a production-based 1000cc engine in the premier class, Flammini and company would surely make a more serious move than voicing displeasure in the press.

Sounds like the kind of litigious ambiguity that keeps lawyers awake in the middle of the night, while visions of billing by the very expensive hour dance in their heads...

Stay tuned for further developments.

 

Suh-weet!!!!

 

wiiiiiiiiiiiin!!!!!!!!!!!!!!!

 

I don't like this one bit - especially the limit of 4 cylinders - it will effectively kill WSBK.

Go back to 990cc, fine - but let there be rules for different engine configurations. That's what made MotoGP (and old Indy 500 / F1) so cool.

 

They had no choice. With the cost of engines only at 1M per season for privateers, they decided to allow production based engines. The guys running World Superbike can pound sand over this. What they forget is that the class started out based on production motors, the Norton Manx as an example. Doesn't mean I don't like WSB, I was one of the originators of that class, ran a pumped up Honda 750 in the equivalent class in the 60s and 70s.

Art

 

They're "returning" to 1L? Were they ever one liter? I thought it was 500cc (two stroke), then 990cc, now 800cc, and now going to 1L.

Either way, there are so many driver aides (launch control, traction control, anti-wheelie, ride-by-wire, engine braking, etc) that 1L is safer with those power levels than in the past before all of the gizmos attached to that. 250HP+ here we come!!!

 

Number 1, I agree, maybe, but why impose engine configuration and maximum bore in a 'prototype' category?

What would be wrong with a V6 or V8?

Remember Laverda or Guzzi?

I suppose they will play with a rev liiter to cut the power.

 

In practice by limiting the bore they have effectively capped the redline to 16k or so. Each rider also only gets six engines for the year, further putting pressure on the engineers to get "enough" power at lower max rpm for the engine to live approximately one thousand miles. Production literbikes already have similar dimensions, the new BMW uses an 80mm bore. One interesting thing is that there is nothing to prevent a manufacturer from running an engine with a shorter stroke and a displacement closer to 800cc. If fuel restrictions are still in place the smaller engine may actually prove to be better. If they are legal you can be assured they will have them available just in case...

As far as production engnes go, it will be interesting where the line is drawn between production and prototype. I would guess (granted two years is a long time) that the engines we see in MotoGP circa 2012 will have little resemblence to their manufacturer's production counterparts. Billet cases, major internal differences, exotic induction components, probably the only thing in common will be the spark plugs and the oil filter.

I actually don't see this damaging WSBK as the original 2002 MotoGP change did. At that time the Japanese decided to quit getting stomped by Ducati and devote their resources to GP. What has happened in the meantime is that private superbike teams have replaced the factory teams (except Ducati Corse). Now these private teams are merely supported by the Big Four rather than being factory-funded efforts. I don't see any of the current WSBK teams save possibly Ten Kate moving to MotoGP. The costs are simply multiples more to be in GP. Meanwhile for the manufacturers WSBK offers a relatively cheap series to showcase their production bikes.

 

This is my beef - maybe not the V6, but Honda's V5's are legend. Aprilia did try a triple, and twins would be available, but doubtful anyone other than Ducati would consider.

Given the Ducati four has been pretty amazing, don't see that happening.

I always viewed MotoGP and the predecessor as the equivalent to F1 - cutting edge technology, no holds barred. WSBK was (and remains) production based, so there's a clear differentiation between them.

That's not to say that 1 liter MotoGP bikes will be production-based, but I could see that happening if costs became a concern. Maybe far fetched, but I don't want to see MotoGP blur with WSBK.

 

More like 300HP. Remember F1 cars make 800 - 900 HP on 2.4L. The bikes will have at least 300 HP, perhaps not at first, but soon. Wonder what they will do for tires? I think they are running 16.5" wheels, 8.5" wide, so I would guess that they will need to go to 9 - 10" wide rears, with the fronts, 5 - 6" wide. Probably still not enough rubber on the ground though.

I've ridden a Yamaha 990, and it was totally awsome, and would have been unrideable for me without tc.

Art

 

You're saying you rode a YZR-M1?!?! When and where?!

The 990s were 240PS+ so for sure they can make 250...I think F1 cars were hovering over 900 with the 3L and were pushed down to 750 with the two cylinders coming off. They probably gained back a little more HP before the engine freeze. Hopefully MotoGP doesn't go down the path of F1, which is become really boring technologically.

 

I'm kind of shocked they are going with 1000cc instead of 990cc. I guess they didn't want to 'hamper' honda since they had a V5 which is now illegal. This way all manufactures have to make brand new engines. I'm sure Honda and Ducati will keep the V4, and Yamaha will keep the inline 4. I'd love to see the Aprillia Cube come back...maybe with the new engine management systems it'd be rideable!

Seems like good news for Rossi and Hayden though...back to the bikes they really love.

Just think, Rossi has a chance to win titles on the 125, 250, 500, 990, 800 and 1000!!!

 

Las Vegas 07. An outrageous vehicle. Waay too fast. Reminded me of 73, 74, when I first got a ride on a TZ 700. No straight aways anymore. Difference is now I'm a lot older and a huge bunch slower.

Art

 

MotoCzys... discuss.

 

Pipe dream.

 

Seems to be some sort of drug mixed in the racing and machine shop tooling that makes some people believe that they can compete. 99.99% of them are committable, but occasionally, they get the job done. Don't think that is the case here though.

Art

 

+1000000000000000000000000, but thats if Rossi extends his contract which ends in 2010. But i'd love to see him on a tc'less bike against the new generation of riders, im sure Doohan, Schwantz, and Rainey would too!

 

Well thankfully John Britten and (to a lesser extent) Erik Buell didn't feel this way

I am intrigued by MotoCzysz, but I'd much rather see Aprilia or KTM back in the fold.

 

I raced against Erik in the 70s. A very decent guy.

Art

 

It seems the prudent thing to do for Czysz would be to put together a Moto2 team for 2011-12. Use the Honda engine and test his new front end and the unique rear suspension system that the MotoCzysz has been using. At least this way he might have some idea if these systems actually work and provide the advantages he claims at the 10/10'ths that real racing provides. While it wouldn't be the the same ego gratifying activity as having the entire bike done his way, it would add legitimacy to his program.

This way he can be working on his counter-rotating contraption and by 2013 attempt to enter the premier class.

 

Yeah its true and in future it will be the best one available also. Because of many reasons.