2) Or, for manufacturers wishing to use MotoGP to influence their future mass-produced Superbikes, prove that all significant parts/technology on their grand prix prototype (cylinder configuration, valve actuation, chassis and gearbox materials etc) have already been transferred, or will be transferred by the following season, from MotoGP to at least 3,000 production bikes.
Any major new MotoGP parts/technology would need to be present on the annual road replica (1) or transferred to a new Superbike model (2) once raced in MotoGP for a certain amount of time, perhaps 18 races (one full season) to allow room for experimentation and the dropping of unsuccessful technology.
Acceptance into the following season's championship could be dependent on successfully completing either of the above.
Rule changes would doubtless be needed, but Ducati's ability to successfully adapt its GP racer for road use proves it could be done. It would also stop investment in technology unsuitable to road bikes (such as pneumatic valves).
Such rules might also help strengthen MotoGP's position against WSBK since MotoGP would be showcasing future road machines, a more financially viable definition of prototype racing than at present, whilst WSBK would continue to feature bikes already on public sale.
There would probably eventually be some overlap, with some of the MotoGP-derived road machines eventually appearing in WSBK, but as long as the bikes were raced in MotoGP first (and were therefore prototypes) this should not be seen as a problem.
An alternative option, moving in the other development direction, is to allow 'production-based prototypes' into MotoGP (similar to the new Moto2 class), something FIM president Vito Ippolito is expected to publically suggest.
Other suggestions, such as a tightening of the technical regulations, have already been widely suggested and would probably be more effective in the short term.