BSB: The future's bright, the future's Evo…

A look at the new Evo-style regulations for the 2012 British Superbike Championship.
By Nick Manning

Having replaced the privateer BSB 'Cup' class in 2010, 2012 will see the standardisation of Evo-style rules across the grid, consolidating the two BSB classes at a stroke and heralding a new era for the biggest domestic Superbike championship in the world.

MotorSport Vision Racing (MSVR), the BSB series organisers, consulted with teams and manufacturers during 2011 to finalise the new regulations.

Jonathan Palmer, Chief Executive of MSVR, stated that the main aim for the new rules is to "Drive down costs, whilst maintaining entertainment value during a challenging global climate".

The 2012 BSB regulations are very similar to this year's Evo regulations.

A production chassis and engine with a standardised ECU, the Motec M170, remains mandatory. In 2012 the rev ceiling will be increased by 250 rpm to 750 rpm above that of the production bike.

One set of gear ratios must be used for the entire 2012 season, whereas in 2011, two sets could be used.

Other new permitted modifications include: the replacing of con rods, which must be no lighter than the originals, the porting of inlet and exhaust ports, head skimming to increase compression. There will be no restriction on camshaft lift.

MSVR expect that power will decrease by 10-15 bhp over the previous WSBK spec engines. As in 2011, anti-wheelie, launch control and more importantly traction control will be unavailable from the mandatory ECU.

In essence, the rule changes are designed to focus on rider performance by creating closer equipment parity.

The new rules also effectively ban any direct manufacturer intervention. Evo bikes will cost less to build and maintain than their WSBK spec predecessors, with one estimate claiming that the build cost alone could be as little as a fifth of that of a previous top spec machine.

With the reduced power and banning of electronic assistance, it would not be unreasonable to expect drastically slower lap times, however the evidence seems to suggest otherwise.

In the final race of the season at the Brands Hatch GP circuit in October the race winner, Shane Byrne, completed the 20 laps in 29 minutes dead and setting a fastest lap of 1m 26.2s aboard his HM Plant Honda CBR1000.

Tagged as: Brands Hatch , EVO

Related Pictures

Click on relevant pic to enlarge
James Ellison on the Lloyds British GBmoto Kawasaki
Buildbase BMW`S Ryuichi Kiyonari at Brands Hatch
Stuart Easton - Rapid Solicitors Kawasaki [pic credit: Ian Hopgood]
Shane Byrne - Rapid Solicitors Kawasaki [pic credit: Ian Hopgood]
Shane Byrne - Rapid Solicitors Kawasaki [pic credit: Ian Hopgood]
Ryuichi Kiyonari - Buildbase BMW [pic credit: Ian Hopgood]
Byrne, Brookes, Ellison podium [pic credit: Ian Hopgood]
Patric Muff - Bathams BMW [pic credit: Ian Hopgood]
Lee Costello - Halsall Kawasaki [pic credit: Ian Hopgood]
Josh Brookes - Milwaukee Yamaha [pic credit: Ian Hopgood]
Josh Brookes, Chris Walker [pic credit: Ian Hopgood]
John Hopkins - Tyco Suzuki [pic credit: Ian Hopgood]
Dan Linfoot - Quatto Plant Kawasaki [pic credit: Ian Hopgood]
Chris Walker - GBmoto Kawasaki [pic credit: Ian Hopgood]
Chris Walker - GBmoto Kawasaki [pic credit: Ian Hopgood]
Ben Wilson - Gearlink Kawasaki [pic credit: Ian Hopgood]
Barry Burrell - WD-40 Kawasaki [pic credit: Ian Hopgood]
Milwaukee Yamaha`s Josh Brookes

Join the conversation - Add your comment

Please login or register before adding your comments.

Although the administrators and moderators of this website will attempt to keep all objectionable comments off these pages, it is impossible for us to review all messages. All messages express the views of the poster, and neither Crash Media Group nor Crash.Net will be held responsible for the content of any message. We do not vouch for or warrant the accuracy, completeness or usefulness of any message, and are not responsible for the contents of any message. If you find a message objectionable, please contact us and inform us of the problem or use the [report] function next to the offending post. Any message that does not conform with the policy of this service can be edited or removed with immediate effect.


November 01, 2011 5:01 PM

@ Mick Sterbs Is it not the case that allowing a second bike would then double the equipment costs thus negating the cost saving measures? I think if anything we are likely to see even more closer racing than before. Look at Gowland on the EVO bike once the team got the bike sorted he was regularly in the top 10 of the field beating many supposedly superior machines. If the rules give parity to all equipment it will give better racing where rider talent is the main deciding factor rather than what team can pay for the most expensive trick performance enhancing electronics

hello moto - Unregistered

November 02, 2011 7:52 PM

Evo rules? This is full-fledged Superbike without titanium internals or factory electronics. The rev limit is fixed to reduce development costs. Evo was Superstock engines. The new rules in 2012 are not similar to Evo. MSVR call the rules Evo b/c they need a brand name for their new rulebook. You know what would be nice? If the stupid Japanese would install titanium replicas of the stock aluminum parts in a limited-production run of SBKs. The bikes would be similar to the Ducati R models. Supersport engine rules would produce engines almost identical to the current WSBK engines, but everyone would have access to parts. Bridge too far for the Japanese.

© 1999 - 2014 Crash Media Group

The total or partial reproduction of text, photographs or illustrations is not permitted in any form.