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FIM Releases Official Moto3 Regulations

Tuesday, November 9, 2010
The two-stroke Grand Prix era will race into history after 2011 with the introduction of the Moto3 class in 2012. The FIM has released the official regulations for the previously announced class, with 250cc four-strokes replacing the 125 GP series.
Honda Moto3
A teaser shot of the new Moto3 ride being developed by Honda HRC. The replacement to the 125 GP class will not run a single spec engine.

Engines must be four-stroke Singles. Bore size is limited to 81mm and capacity is capped at 250cc. The Single’s cylinder head will accommodate a maximum of four valves, with pneumatic and hydraulic valve actuation forbidden. Variable valve timing is also banned, along with turbo- or super-charging. Crankshaft speed is capped at 14,000 rpm.

Riders will be limited to eight total engines for the entire season, with an engine re-build constituting a new engine. An interesting spec feature of the series will be in the electronics, with spec ECU required. Electronic tuning will be possible, but only within the parameters of the spec ECU software.

Unlike the Moto2 series, which completed its inaugural season in 2010, the Moto3 class will not use a spec engine. Instead the engines will be open to all manufacturers, provided they not exceed a 12,000 Euro cost limitation (including modifications). The engine supplier must also be capable of delivering engines to a minimum of 15 competitors, if requested. Engine upgrades during the season must also be available to all interested parties – no special engines for ‘factory’ rides. Honda HRC has already teased the 250 it will proffer to Moto3 teams.

Like the Moto2 class, the new Moto3 series will run prototype chassis. Teams must adhere to a minimum weight limit of 148 kg (326 pounds), which accounts for both motorcycle and rider.

Read the full Moto3 regulations below, courtesy of the FIM.

4-stroke reciprocating piston engines only.

Engine capacity: maximum 250cc.

Single cylinder only.

Maximum bore size: 81mm. No oval pistons.

Engines must be normally aspirated. No turbo-charging, no super-charging.

Crankshaft speed limited to maximum: 14,000 rpm.*

Maximum of 1 ignition driver.*

Maximum of 4 valves.

Pneumatic and/or hydraulic valve systems are not permitted.

Valves timing system drive must be by chain.

Variable valve timing and/or variable valve opening systems are not permitted.

Engine Supply
The engine is defined as the complete engine including intake system (throttle body, injectors), and one complete transmission.

The maximum price of the engine must not exceed 12,000 Euro. No optional parts or service contracts may be used to circumvent this price limit.

Each engine manufacturer must undertake to supply sufficient engines and spare parts to supply minimum 15 riders per season, if requested.

Each engine manufacturer must submit a spare parts price and lead-time list for the season for approval by the Organiser, and may not charge more than these published prices. Approval is based on the prices and lead-times being in line with current market norms for these parts and technologies.

In the event of engine updates or upgraded parts being developed, these must be made available to all customers at the same time, and respecting the price limits described above.

Inlet & Fuel System
Variable-length inlet tract systems are not permitted.

Only one throttle control valve is permitted, which must be controlled exclusively by mechanical means (eg. cable) operated by the rider only. No other moving devices (except injectors) are permitted in the inlet tract before the engine intake valve. No interruption of the mechanical connection between the rider’s input and the throttle is allowed.

Idle speed adjustment by means of an air bypass system, controlled by the ECU is allowed.*

Fuel injectors must be located upstream of the engine intake valves.

Maximum of 2 fuel injectors and 2 independent fuel injector drivers.*

Fuel pressure must not exceed 5.0 bar.

Other than engine sump breather gases, only air or air/fuel mixture is permitted in the inlet tract and combustion chamber.

Fuel must comply with the FIM “Moto3” specification (tba).

Exhaust system
Variable length exhaust systems are not permitted.

Noise limit will be a maximum of 115 dB/A, measured in a static test.

No moving parts (e.g. valves, baffles…) are allowed in the exhaust system.

A maximum of 6 gearbox speeds is permitted.

A maximum of 2 alternate gear ratios for each gearbox speed, and 2 alternate ratios for the primary drive gear is permitted. Teams will be required to declare the gearbox ratios for each gear used at the beginning of the season.

Electro-mechanical or electro-hydraulic clutch actuating systems are not permitted.

Ignition, Electronics & Data-Logging
Only the ignition/fuel injection control units (ECU) approved by the series Organiser are allowed.
This ECU must remain unmodified in hardware and software, as delivered by the Organiser. The only permitted changes are the setting (tuning) options included in the software.
The Technical Director may require the team to change the ECU on any machine for another standard one at any time.

This official ECU will include an engine rpm limiter.

Only the standard Data Logger system approved by the series Organiser may be used.

* All the parameters identified by this symbol are set/controlled via the above mentioned ECU.

Chassis must be a prototype, the design and construction of which is free within the constraints of the FIM Grand Prix Technical Regulations.

Minimum total weight of Motorcycle + Rider: 148kg

Brake discs must be made from an iron-based alloy.

Suspension systems must be of a conventional passive, mechanical type. Active and semi-active suspension systems and/or electronic control of any aspect of the suspension and ride height is not permitted. Springing must be by means of coil springs made of Iron-based alloys.

Wheels & Tyres
The only materials allowed for the wheels rims are Mg and Al alloys.

The only permitted wheel rim sizes are: Front, 2.50” x 17”
Rear, 3.50” x 17”

The number and specification of tyres allocated to each rider per event will be controlled.

Only tyres from the Official Supplier may be used.


Materials & Construction
Construction materials must comply with Article 2.7.10 of the FIM Grand Prix regulations.

Camshafts, crankshafts, piston pins must be made from Iron-based alloys.

Engine crankcases, cylinder blocks and cylinder heads must be made from cast aluminium alloys.

Pistons must be made from an aluminium alloy.

Connecting rods, valves and valve springs must be made from either Iron-based or Titanium-based alloys.

“X-based alloy” means the element X (e.g. Fe, for iron-based alloy) must be the most abundant element in the alloy, on a % w/w basis.

Number of machines: the team can scrutineer only one motorcycle per rider.

Number of engines: a maximum of 8 engines per rider may be used during all Grand Prix race events comprising the season. A rebuilt engine will be counted as a new engine.

Teams will be required to register engines at Technical Control on the day before the first practice at each event. Such registered engines will be sealed (excluding cam cover, transmission if applicable) and seals may not be removed except under supervision of the Technical Director. Only sealed and registered engines may be used on track at Grand Prix race events. An engine presented for Technical Control without intact seals will be counted as a new engine.

Apart from the above regulations, all other construction criteria, dimensions and specifications are as per the FIM Grand Prix Regulations.
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DingerJunkie -Moto-3  November 12, 2010 03:17 AM
They'll have to baby those engines if they port over motocross plants. At race-pace, total rebuild comes at 15 hours run-time for a currently-competitive 250 moto mill. I'll bet that they won't include practice engines in those eight registered motors. If they do, then one can expect some riders to be out before the end of the season.

Either that, or the manufacturers will finally have to figure out how to build durable motors.

No real innovation, no real exotic stuff, slower than anything running now...I'll work in the yard before I take the time to watch that, thanks.
Nick -Rider development, not bike development  November 11, 2010 11:49 AM
Given the specs, it's going to be almost impossible for one bike to dominate the others. The difference is going to be -- as it should be -- the rider. They're looking for the next Mad Max or Dr. Vale.
Maxx -Number?  November 10, 2010 01:23 PM
I cannot wait to see the horsepower and torque numbers for these engines. A 14,000 rpm, single cylinder, 4 valves engine race engine is going to be interesting; I hope the races are shorter next year.
TG -Let the rumors begin  November 10, 2010 12:33 PM
So honda makes a single cylinder CBR250R, then Moto 3 turns into a single cylinder 250cc race class....wierd.

I'm not a fan of the spec turn FIM has taken on the moto 2 and 3 classes. Not only should they not have a cylinder limitation, there should be no spec motor or ecu. They might has well of called it the "250 super single class". Bleh.
The Canadian Dan -Sorry Aprilia  November 10, 2010 06:26 AM
They should of let the choice of number of cylinder the choice of the manufacturer.
Like Alan said, most manufacturer out their already have 250 4stroke single in their MX bike.
But Aprilia have been running twin, and could have maybe seen them running a twin 250..........
So this open up many manufacturer : Yamaha, Suzuki, Honda, Kawasaki, KTM, Huskvarna, and many more.....

Alan -moto 3  November 10, 2010 06:02 AM
Looks like they will have the typical 250cc mx 4 stroke engines, which can approach 14000 rpms already. Or maybe a 1/4th slice of the 2012 Moto GP engines with 81mm x 48mm bore/stroke.
Jaybond -14000 rpm  November 9, 2010 05:42 PM
Must be hard/expensive for single cyl race engines to reach 14000 max rpm ceiling. Would be be better with at least twin cyl engine..
Irv H -borg drone  November 9, 2010 04:19 PM
This should result in a better choice of small bore road bikes. Prohibiting exhaust valves (such as EXUP) is a error as these will become necessary on all road bikes due to noise controls.