MotoGP Blog

The internecine politics within the world of racing is being laid bare by the proposals currently being implemented by the Grand Prix Commission. It has been generally recognised for some time now, indeed since the demise of the two-stroke 500cc class, that the 250cc bikes had a limited lifespan. Not relevant to the road, most manufacturers or the MotoGP class in any way, polluting and expensive to make and run, the end was clearly nigh when Honda announce it was suspending development of their 250cc bike last year. The issue for some time now has been what to replace the 250s with. Previous proposals from KTM, suggesting a 4-stroke 500cc twin configuration, and Aprillia suggesting a 250cc two-stroke single manufacturer series, bit the dust as both were seen as of no relevance to the MotoGP class by the other MSMA manufacturers. The latest proposal being considered is 600cc four stroke class, but this is treading on the toes of Superbike, and Superbike doesn’t like it.

Here’s a rough guide to how the politics stack up, who is crying foul, and the forces causing a 600cc four-stroke class to be proposed. The players involved are:

• Dorna: commercial rights holders to the MotoGP series;
• FG Sport: commercial right holders to the World Superbike series;
• MSMA: Motorcycle Sport Manufacturers Association, representing the manufacturers competing in MotoGP;
• IRTA: International Race Teams Association, representing the interests of the teams and major suppliers to MotoGP;
• FIM: Fédéraction Internationale de Motocyclism, the governing body of motorcycle racing.

Such is the MotoGP politics that the MSMA, FIM, IRTA and Dorna (the Grand Prix Commission) have to agree any proposal. As was clear at the time of the control tyre debate last year, the MSMA holds a veto over any technical changes, provided all the members of the MSMA vote “No”. Another wrinkle is that the IRTA always supports Dorna by voting the same way. This is the landscape within which the debate unfolds.

The FIM, recognising that things for the 250s had to change, and probably prompted by rumblings from the MSMA and Dorna, suggested proposals be considered for the replacement of the 250cc class. The only thing the FIM wanted to avoid was a conflict with FG Sport and Superbike production racing - bikes you can buy and ride on the road.

The FIM suggested to Dorna they come up with a proposal to replace the 250s. Ultimately, Dorna want to make more money from the racing for which they hold the commercial rights (the Grand Prix circus). Making it easier and cheaper for manufacturers and teams to compete in the lower classes means more exciting racing and more viewers, meaning ultimately more sponsors and cash in the Dorna bank account. It is logical, then, that Dorna want to see the lower classes made affordable to enter, ensuring a feed of teams, riders and sponsors to the top MotoGP class. The cost of running a current 250cc team is huge: something like 1 million Euros to lease an Aprillia 250cc bike for the season; at the end of the season you have to hand it back. Dorna, then, want to lower the entry bar.

So Dorna, and mindful of any conflict with Superbike, suggested an engine size for the new class of 625-640cc, steering clear of the capacity of any production series and put this forward for discussion with IRTA and MSMA.

The MSMA are of course also keen to keep costs down. The MSMA, taking the Dorna suggestion into account, have proposed the engine size be reduced to 600cc, but with prototype frames and suspension to differentiate from the 600cc production machines. This has been voted on by the MSMA and received a majority in agreement - probably KTM and Aprilia voted against, although proceedings are not made public. A majority is all the MSMA needs to go back to the Grand Prix Commission, and they got this, so the 600cc proposal went back to the Grand Prix Commission.

As soon as this news reached FG Sport they immediately cried foul, the suggestion being that this would effectively be a production bike on the track, and so would be in contravention of the MotoGP and FG Sport commercial rights.

It does look as though FG Sport have a strong case. However the Grand Prix Commission rubber-stamped the proposal on the 27th June, which means that this is likely to be the final decision even once FG Sport’s lawyers have had their slice of the action. Download a PDF of the proceedings: fim-press-080627

The press release makes it clear that any manufacturer wanting to take part in the new class must declare an interest by 31st July 2008, and following this the details of the technical specs will be worked out. Costs will most likely be kept down through limiting electronics, weight reduction and revs. According to Neil Spalding writing in MCN, this is likely to include race-only crankcases to satisfy FG Sport’s complaints, and the electronics may be controlled by a Dorna-provided ECU ensuring standardisation in a similar way to F1. This also has the side effect of opening the door to the introduction of the standard ECU into the MotoGP class in the future.

However it works out, the 250cc class is going in 2011 and is being replaced by a four stroke class. This is great news because it ensures the continuing relevance of the sport in the real world, rather than some being mired in an esoteric ideal of the past. There will be complainers, and not just FG Sport, KTM and Aprilia, but the sport must move on and this is a massive step towards the modernisation of the lower classes.