MSVR has announced a series of tweaks to the technical regulations for the 2012 British Superbike Championship in an effort to reduce costs and enhance the spectacle.
As expected, the series will lean towards the EVO regulations, which were introduced as a sub-category for the 2010 and 2011 seasons, with a standard ECU being adopted – as such, traction control has been outlawed.
The full press release and a summary of the modifications are outlined as follows:
Over a period of twenty four months MSVR has engaged in detailed discussions with teams, manufacturers and other interested parties to formulate the BSB
2012-2015 technical rules.
During this period the broader economic climate continues to be difficult and within world motorsport there have been many examples of manufacturers and teams reducing their activity as a consequence.
In 2010 the lower technical specification EVO category was introduced, pioneering the use of a series specified ECU, with no traction control, launch control and anti wheelie strategies as well as a one bike rule.
The quality and quantity of teams and riders in the British Superbike Championship is at an all time high, however in order to develop it even further it is clear that decisive ground breaking technical regulations are required.
The objectives of the new, MCRCB approved BSB
technical rules are to:
1. Create a stable regulations platform of minimum four years validity.
2. Reduce the requirement for and use of certain technologies.
3. Improve the spectacle of the competition.
4. Increase the opportunity for private teams to compete competitively.
5. Limit performance by using the limits of the standard components together with allowing limited modifications to improve reliability and durability and to create parity amongst motorcycle models and types.
Summary of modifications
Retaining the standard piston and valves to control tuning excesses, only the following modifications to be allowed.
1. Camshafts with free profile, increased duration and lift.
2. Valve springs, seats and their retainers (maintaining original materials)
3. Porting of the inlet and exhaust ports with epoxy fillers allowed if necessary.
4. Machining of the cylinder head gasket surface to adjust compression.
5. Re machining of combustion chambers, but no material to be added.
6. Rev limit 750prm above standard, set by spec ECU - standard level determined by street product on official dyno.
7. Aftermarket connecting rods of the same or greater weight than the original. Material to be either as homologated or steel. Centre to centre length to be standard.
8. Crankshaft can be re balanced, but only by the original method.
9. An aftermarket gearbox with a single set of gear ratios nominated for the season. Design concept to be the same as the homologated item.
10.Oil sumps and pumps can be modified to improve reliability.
Pistons and valves remain standard. Maintaining the standard piston crown design is a critical part of limiting the tuning possibilities, together with mandated use of a series specified ECU and a rev limit.