2018 WSBK Provisional Technical Rules
2018 FIM WORLD SUPERBIKE PROVISIONAL
TECHNICAL RULES
2.
TECHNICAL REGULATIONS
Amendments to the technical regulations may be made by the Superbike
Commission at any time.
During practices: If a motorcycle is found not to be in conformity with the
technical regulations during or after the practices, its rider will be given a penalty
for the event such as a ride-through, a drop of any number of grid positions for
the next race, suspension and/or withdrawal of Championship or Cup points.
After a Race: If a motorcycle is found not to be in conformity with the technical
regulations after a race, its rider will be given a penalty such as a time penalty,
or disqualification
2.1
INTRODUCTION
2.1.1
Motorcycles for the Road Racing Superbike & Supersport World
Championships must be motorcycles with a valid road homologation in one of
the following areas: USA, EU or Japan.
These motorcycles must be available for sale to the public in the shops and the
dealerships representing the manufacturer in at least one of the above areas
before the third event of the current Championship to be allowed to be used in
the remaining Championship events.
2.2
CLASSES
2.2.1
The production based racing classes will be designated by engine
capacity and level of technical freedom.
2.3
GENERAL ITEMS
2.3.1
Materials
The use of titanium in the construction of the frame, the front forks, the
handlebars, the swing arms, the swing arm spindles and the wheel spindles is
1
forbidden. For wheel spindles, the use of light alloys is also forbidden. The use
of titanium alloy nuts and bolts is allowed.
a. Titanium test to be performed on the track: Magnetic test (titanium is
not magnetic).
b. The 3 % nitric acid test (titanium does not react. If metal is steel, the
drop will leave a black spot).
c. Specific weight of titanium alloys is between 4.5 and 5.0 kg/dm³ vs.
over 7.48 kg/dm³ of steel and can be ascertained by weighing the part
and measuring its volume in a calibrated glass filled with water (intake
valve, rocker, connecting rod, etc.)
d. In case of doubt, the test must take place at a Materials Testing
Laboratory.
2.3.2
Handlebars
Exposed handlebar ends must be plugged with a solid material or rubber
covered.
The minimum angle of rotation of the steering on each side of the centre line or
mid position must be of 15° for all motorcycles.
Whatever the position of the handlebars, the front wheel, tyre and the mudguard
must maintain a minimum gap of 10 mm.
Solid stops, (other than steering dampers) must be fitted to ensure a minimum
clearance of 30 mm between the handlebar with levers and the tank, frame or
other bodywork when on full lock to prevent trapping the rider's fingers (see
diagrams A, B, C ).
Repair by welding of light alloy handlebars is prohibited.
Composite handlebars are not allowed in any class.
2.3.3
Control levers
All handlebar levers (clutch, brake, etc.) must be ball ended (diameter of this ball
to be at least 16 mm). This ball can also be flattened, but in any case the edges
must be rounded (minimum thickness of this flattened part 14 mm). These ends
must be permanently fixed and form an integral part of the lever.
Each control lever (hand and foot levers) must be mounted on an independent
pivot.
2
The brake lever, if pivoted on the footrest axis, must work under all
circumstances, such as the footrest being bent or deformed.
In the Supersport and Superstock classes a thumb operated rear brake solution
will be considered for the mobility challenged only subject to a report by the
Medical Director and the Technical Directors decision is final.
2.3.4
Wheel and rims (See Table 1)
1) Any modification to the rim or spokes of an integral wheel (cast, moulded,
riveted) as supplied by the manufacturer or of a traditional detachable rim other
than for spokes, valve or security bolts is prohibited, except for tyre retention
screws sometimes used to prevent tyre movement relative to the rim. If the rim
is modified for these purposes bolts, screws etc. must be fitted.
2) The distance between the rim walls is measured inside the flange walls in
accordance with ETRTO.
2.3.5
Tyres
Tyres may be replaced from those fitted to the homologated motorcycle.
Only tyres distributed by the Official Supplier at the event are authorised.
The tread pattern must be made exclusively by the manufacturer when
producing the tyre.
As a safe minimum, the depth of the tyre tread over the whole pattern at prerace control must be at least 2.5 mm.
Tyres which at the preliminary examination have a tread depth of less than
1.5 mm are considered as non-treaded tyres and the restrictions applying to
slick tyres will then apply to them.
The surface of a slick tyre must contain three or more hollows at 120° intervals
or less, indicating the limit of wear on the centre and muster areas of the tyre.
The rider shall not enter the track if at least 2 of these indicator hollows are worn
on different parts of the periphery.
2.3.6
The use of tyre warmers is allowed.
2.3.7
Use of tyres
The competitors shall only use tyres distributed by the Official Supplier during
the event.
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For each event, all tyres must be made of the same quality and shall be strictly
identical.
All tyres to be used must be easily identifiable with a colour marking or a
numerical system, to be applied by the Official Supplier at the time of
manufacturing.
The Official Supplier shall provide the FIM Superbike Technical Director with a
written description of the markings and the general characteristics of the
different types of tyres.
The FIM Superbike Technical Director may ask the Official Supplier to deliver
tyre samples to him the day prior to the start of the official practice. Any
modification of the tread pattern by the Official Supplier is not permitted after the
start of the practices.
During free practices, qualifying practices, Superpole for Superbike, warm up
session and races, front and rear tyres may be required to be marked with tyre
stickers (see Art. 2.4.7/ 2.5.7/ 2.6.7).
The FIM Superbike Technical Director may, at his discretion, require the
exchange of one (1) or more competitors’ tyres for a tyre sample under his
control. The tyres exchanged remain under his control and he can exchange
them for the ones of another competitor.
An appropriate identification will be applied on the left side of each tyre by the
entrant.
No tyres marked for one event may be used during another event.
2.3.8
Ballast
The use of ballast is allowed to stay over the minimum weight limit. The use of
ballast must be declared to the FIM Superbike Technical Director at the
preliminary checks.
The ballast must be made of solid metallic piece/s, firmly and securely
connected, either through an adapter or directly to the main frame or engine,
with a minimum of 2 steel bolts (min. 8 mm diameter, 8.8 grade or over). Other
equivalent technical solutions must be submitted to the FIM Superbike Technical
Director for his approval.
Fuel in the fuel tank can be used as ballast. Nevertheless, the verified weight
may never fall below the required minimum weight.
2.3.9
Engine Sealing
4
a. The total number of engines that a rider may use during the entire
championship is limited the ‘’allocated number’’. When a permanent rider
changes teams during the championship their engine limit should not
change, but in extra-ordinary circumstances will be reviewed by the Race
Direction.
b. The total number of engines that a team may use during the entire
Championship is limited to the ‘’allocated number’’ per permanent entry’’.
When a permanent rider is replaced or substituted during the
Championship, the total engine allocation for the teams’ entry will not
change. Should a new team enter the championship part way through the
season the number of engines allowed will be proportional to the season
remaining.
c. Wild card riders (and one event riders) will be allowed to use two (2)
sealed engines during the event in which they take part. Should the same
rider choose to enter a second meeting as a wildcard, one (1) extra
engine will be added. For any further entries/events the rider and/or team
will be considered a permanent entry.
d. Should the number of race meetings change during the season then the
Superbike Commission will convene to consider updating the number of
allocated engines.
e. A team or rider that uses more than the allocated number of engines
during the Championship will receive a penalty (according to Art. 1.21.21).
f. The FIM technical Director or his appointed staff must be notified of all
engine changes and therefore know at all times which engine is in current
use.
g. The number of engines that may be used during each event is only limited
by the remaining allocation.
h. Each engine will be sealed by the FIM Superbike Technical Director or by
his appointed staff before it can be used during any event.
i. An engine is considered in use or active from the moment it crosses the
finish line at the end of its first (out) lap, until that point it may be unsealed
with no penalty, only one ‘out’ lap is allowed, any further incomplete laps
will register the engine as ‘active’.
j. Engines can only be sealed when not installed in the chassis.
k. Seals will bear a serial number, which will be recorded.
l. A broken or damaged seal will be considered as if the engine has been
used and will be counted as part of the rider’s allocation for the season.
m. A team must request sealing of an engine/engines before its/their use.
n. A previously sealed engine may be resealed following repair or
refreshment; this will be considered a new engine and count towards the
total number of engines allowed.
o. Any attempt made to remove the seal will damage it irreparably. All seals
including the seals on an engine that has completed its life cycle or is in
need of repair can only be broken by the Technical Director or his
appointed staff. At the time of the breaking of the seals the Technical
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p.
q.
r.
s.
t.
u.
2.3.10
Director may ask for this engine to be disassembled to check for
compliance with the technical rules for the relevant class.
The crankcases will be sealed in such a way not to allow the disassembly
for repair, replacement or adjustment of the crankshaft, connecting rods
and/ or associated bearings, pistons, piston pins or piston rings.
The cylinder, cylinder head(s) and head cover/cam cover will be sealed to
prevent repairs, replacement or adjustment on the cylinder head, valve,
valve seats or any other repairs or service work on the valve train.
The cassette gearbox door and/or crankcases will be sealed to control the
gearbox use.
The right and left hand engine side covers will not be sealed as to allow
repair or adjustment to the ACG, clutch system, water pump or other
accessory systems located behind these covers.
If an engine is found not to be in compliance with the regulations, any
penalties imposed will apply retrospectively to each race this engine was
used in.
Schedule for sealing (and unsealing):
i.
Thursday from 10:00 until 18:00
ii.
Friday from 9:00 until 18:00
iii.
Saturday from 9:00 until 18:00
iv.
10 minutes before first warm up till 16:00
Engine Inspection
a. When any engine is unsealed and stripped for inspection following a
protest or at the discretion of the technical director and found to be fully
compliant with the rule(s) which is (are) the subject of the protest(s), then
the team will be given one additional seal allocation to reseal the rebuilt
engine OR a new engine.
b. The FIM Technical Director, Race Direction or the Permanent Officials
(FIM Stewards) reserve the right to suspend any technical engine protest
if it is felt to be a violation of the above rule. That engine will then be
stripped at ‘end of life’.
c. When an engine has reached an agreed ‘end of life’ then the Technical
Director may at his discretion choose to have that engine stripped to
check for compliance.
d. If any engine is found to have been opened or its seals removed or if any
(sealed) engine is inspected by the technical director or his appointed staff
and found to be in breach of the technical rules the rider will be
disqualified from ALL races when this engine was used. The points
earned will be removed in the riders championship and if applicable the
manufacturers championship.
e. At the Technical Directors discretion an engine may be unsealed under
the supervision of the Technical Director or his appointed staff for a visual
inspection only on grounds of safety. If the engine is discovered to have or
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be failing the engine will be removed from the active engines. If found safe
the engine will be resealed immediately by the attending official.
2.3.11
Timekeeping instruments
All motorcycles must have a correctly positioned timekeeping transponder. The
transponder must be approved by the official Timekeeper and fixed to the
motorcycle in the longitudinal centre of the motorcycle (typically close the swingarm pivot), on either the left or right side, as low as possible and avoiding being
shielded by carbon bodywork.
Correct attachment of the transponder bracket consists of a minimum of tiewraps, but preferably by screws or rivets. Any transponder retaining clip must
also be secured by a tie-wrap. Velcro or adhesive alone will not be accepted.
The transponder must be working at all times during practices and races, also
when the engine is switched off.
2.3.12
Wildcard technical specification
Wildcards in the Superbike Class only will be allowed to enter using machines
with components not featuring on the approved component lists. The parts must
be declared at the time of entry to the Superbike Technical Director and must be
or have been generally available parts. They must of a lower or equal
performance level than those allowed in the rules. No ‘factory’ parts will be
considered and the technical Directors decision on eligibility will be final.
2.3.13
Homologated Parts
Homologated parts are the OEM parts supplied fitted to the machine during
manufacture and as delivered. Unless stated otherwise these parts may not be
remade, refinished, treated, coated or modified in any way.
Parts from different homologations may not be used on machines from another
homologation including when sharing the model name but excepting when the
part is superseded for production reasons and also accepted by the FIM, See
Appendix; ‘Homologation Rules’ for details
2.3.14
Wings and Aerodynamic Aids
TBD
2.3.15
Reference team
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The reference team is the Superbike team nominated by the motorcycle
manufacturer. See electronics 2.4.9.1. (It is allowed that this team is not a team
competing in WSBK). See Chassis 2.4.10.1.b
2.3.16
Concession parts
The motorcycle manufacturer may nominate themselves, their subsidiary or one
company as the supplier of the engine concession parts. The nominated party
will be known as the concession part supplier.
All concession parts must be approved by FIM Superbike Technical Director
before they are allowed to be used.
For the updates of concession parts please see 2.4.3.4
Concession parts remain legal for use until the end of the season following the
season in which they are updated / replaced.
Concession Parts
Part
Valve springs single
Valve springs double
Collet and Retainer
Camshaft
Camshaft Sprocket
Shim bucket
2019 Cam chain
Price Limit
€
60.00
€
75.00
€
45.00
€ 1,000.00
€
100.00
€
45.00
TBC
Lead time
10 weeks
10 weeks
10 weeks
10 weeks
10 weeks
10 weeks
10 weeks
Notes
3 sets by January 10th if ordered then 10 weeks.
3 sets by January 10th if ordered then 10 weeks.
3 sets by January 10th if ordered then 10 weeks.
3 sets by January 10th if ordered then 10 weeks.
3 sets by January 10th if ordered then 10 weeks.
3 sets by January 10th if ordered then 10 weeks.
3 sets by January 10th if ordered then 10 weeks.
2019 Flywheel
€
10 weeks
3 sets by January 10th if ordered then 10 weeks.
1,000.00
The parts must be documented with drawings, dimensions, pricing, photos to
enable precise identification of the parts. ALL parts must be permanently marked
with a part number, version number (when updated or a new part number) and a
unique serial number.
2.3.17
Order details
The concession parts must be supplied to the following championships upon
request:
i. World Superbike Championship
The parts must be available within 10 weeks of a confirmed order and deposit.
Order and deposit details must be documented by the manufacturer and will be
published in the approved parts list on www.fim-live.com
Manufacturers must make 3 cylinder heads available per rider by January 10th.
Further heads must be supplied at a rate of 6/month. There will be at least one
order opportunity per season per evolution.
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The cylinder head porting is not a compulsory concession part for the customer
teams.
2.3.18
Approved parts
The approved parts must be supplied to the following championships upon
request:
i. World Superbike Championship
All approved parts must be approved by FIM Superbike Technical Director
before they are allowed to be used.
Approved Parts
Part
Swingarm
Triple Clamps
Linkage
Sump 2018
Sump 2019
Price Limit
€ 10,000.00
€ 2,000.00
€ 1,500.00
€ 3,000.00
€ 2,000.00
Lead
time
10 weeks
10 weeks
4 weeks
10 weeks
10 weeks
Superbike Kit System
€
8 weeks
2.3.19
8,000.00
Notes
At least 1 must be available per rider in WSBK within 2 races of its first use.
At least 1 must be available per rider in WSBK within 2 races of its first use.
At least 1 must be available per rider in WSBK within 2 races of its first use.
3 sets by January 10th if ordered then 10 weeks.
3 sets by January 10th if ordered then 10 weeks.
Only reference team may develop these parts
Parts Approval
The parts manufacturer is responsible for the approval of their parts and the team
using them should ensure that they have been approved.
The parts must be documented with drawings, dimensions, pricing, contact
details for ordering and photos to enable precise identification of the parts. ALL
parts must be permanently marked with a part number, version number (when
updated or a new part number) and a unique serial number.
Approved parts lists will be published at www.fim-live.com
End
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2.4
SUPERBIKE TECHNICAL SPECIFICATIONS
The following rules are intended to give freedom to modify or replace some parts
in the interest of safety, research and development and improved competition
between various motorcycle concepts.
EVERYTHING THAT IS NOT AUTHORISED AND PRESCRIBED IN THIS
RULE IS STRICTLY FORBIDDEN
If a change to a part or system is not specifically allowed in any of the following
articles, then it is forbidden.
Superbike motorcycles require an FIM homologation (see Appendix FIM
Homologation procedure for Superstock, Supersport and Superbike
motorcycles). All machines must be normally aspirated. All motorcycles must
comply in every respect with all the requirements for road racing as specified in
these Technical Regulations, unless they are already equipped as such on the
homologated model.
Once a motorcycle has obtained the homologation, it may be used for racing in
the corresponding class for a maximum period of 8 years (see Homologation art
1.4.4). Or until such time that the homologated motorcycle is disqualified by new
rules or changes in the technical specifications of the corresponding class.
The appearance from the front, rear and the profile of Superbike motorcycles
must (except when otherwise stated) conform in principle to the homologated
shape (as originally produced by the manufacturer). The appearance of the
exhaust system is excluded from this rule.
2.4.1
Motorcycle specifications
All parts and systems not specifically mentioned in the following articles must
remain as originally produced by the manufacturer for the homologated
motorcycle.
2.4.2
Engine configurations and displacement capacities
The following engine configurations comprise the Superbike class.
Over 750cc up to 1000cc
Over 850cc up to 1200cc
4 stroke
4 stroke
3- and 4-cylinder
2-cylinder
The displacement capacity bore and stroke must remain at the homologated size.
1
2.4.3.1
Balancing various motorcycle concepts
In order to equalize the performance of motorcycles with different engine
configurations, an air restrictor may be applied according to their respective
racing performances.
This handicap is applied only to the ‘1200cc 2-cylinder’ motorcycles.
A new 2-cylinder entry will not be included in the ‘Balancing various motorcycle
concepts’ rules until the performance is proven during the first two years of use in
the FIM Superbike World Championship competition. In the case that a new 2cylinder entry wins a race in the Dry in the first year, the restrictors will be applied
from the start of the second year.
A new 2 cylinder entry is considered an entry by a new manufacturer to the
Championship – not a new model of machine from an existing manufacturer.
The air restrictor handicap will be applied according to the relevant provisions
described in Art 2.4.3.4: the size of the intake ports will be changed by means of
air restrictors. These changes to the size of the air restrictor diameter will be
applied in 2 mm steps.
Each racing season will begin with the same balancing level as the preceding
season finished.
a. In order to equalise the performance of different brands of machine
rev limits will be individually applied to each brand.
b. Each season will begin with the same rev limits as the previous
season finished.
c. The rev limit will be adjusted according to 2.4.3.2
d. Updated machines with the same basic engine design will continue
with the manufacturers previous rev limit. Any new machines
entering with a redesigned engine will have their rev limit set by
calculation.
e. The initial rev limit will be the dynamometer measured rev limit of 3rd
& 4th gear averaged, plus 3% or 1100rpm above the dyno measured
max horsepower rpm of a production machine. Whichever is lower.
f. The limiter in all gears will be analysed to check for anomalies.
g. The dyno test will take place during the homologation inspection.
(See Part 4.0 Homologation, 1.4.b)
h. The Superbike Commission can at any time modify the handicap system
to ensure fair competition.
2.4.3.2
Balancing Calculation
2
1) FIM/DWO are developing (with a partner) an algorithm to analyse the
performance of the machines relative to one another.
2) The algorithm may include but not be limited to the following
signals:
a. Lap time relative to all other competitors
b. Speed traps
c. Number of riders per brand
d. Anticipated individual rider performance
i.
Per track
ii. Considering preceding rounds
e. Race results
f. Laps led
g. Overall race time
h. Change in balance following any rpm limiter changes
i. Bias towards recent results reflecting current performance
j. Any concession part updates being applied
3) The rev limit may be updated (according to 2.4.3.2) at the end of
every 3rd event provided at least 3 events remain in the season.
4) The rev limit may also be updated at the end of the season.
5) FIM/DWO reserves the right to update the rpm balance at their
discretion in the case of an imbalance.
6) After three events, the best manufacturers of the 1000cc 4 cylinders and
1200cc 2 cylinders will be selected according to the sum of the points of
the best two riders for each manufacturer.
7) By taking the race points of the riders of the selected 1000cc 4 cylinder
manufacturer and of the selected 1200cc 2 cylinder manufacturer in each
race, an average will be calculated after every event, the ‘event average’.
If in any of the races there is only one finisher from one of the selected
manufacturers, the ‘event average’ will be calculated from the first rider of
each selected manufacturer in each race.
No ‘event average’ points will be calculated if one of the selected
manufacturers has no finishers. The ‘event average’ will then be
calculated based on the results of the other race from the same event.
If neither race has any finishers from one of the selected manufacturers,
the event will not be considered.
2. ‘Wet’ races (as declared by the Race Director) are not taken in account for
the calculation of an ‘event average’.
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2.4.3.3
Air restrictors for 1200cc 2 cylinders Rev limit
Application: Only the 1200cc 2-cylinder engines may be fitted with air restrictor.
Should a restrictor be required then the first restrictor size to be installed will be
equivalent to a Ø52mm circular area. Air restrictor size will be adjusted in steps
equivalent to a change of 2mm in diameter, between Ø52mm and to a minimum
of Ø46mm (None <> Ø52mm <> Ø50mm <> Ø48mm <> Ø46mm), if needed
during the Championship, as described below in Art. 2.4.3.4
Definition: An air restrictor is a metallic device with a tract of constant controlled
section and which is placed in the induction tract between the throttle body and
the cylinder head. The length of the controlled tract must be at least 3 mm. No air
and/or air-fuel mixture to the engine must by-pass the restrictor. No part of the
fuel injection system (injector, needle, slide, etc.) shall extend through the
restrictor.
The Manufacturer must supply the FIM with 10 sets of plug-calibres (-gauges) to
check the diameter of the air restrictor when using one of the prescribed sizes (Ø
52, Ø 50, Ø 48, Ø 46 mm).
A Manufacturer may have a non-circular air restrictor, provided that the area of
this restrictor is equivalent to the area of a nominal circular restrictor. In this case,
the Manufacturer must supply the FIM with 10 sets of plug-calibres (-gauges) for
measuring the restrictor during the technical verifications.
The FIM may also request the Manufacturer to supply a cut section of the air
restrictor(s) in each of the prescribed sizes.
The manufacturer specific rev limit will be adjusted in 250rpm increments
(up or down).
The rev limit will be controlled by the manufacturers software and will be
monitored by the FIM/DWO approved rev-logger (see 2.4.9.1). Over rev
because of downshift will be ignored. ECU Hard limiter must be set to the
WSBK specified rev limit.
The maximum rev limit will 15,000rpm for 4 cylinder machines and 12700
from 2 cylinder machines (for safety reasons), this fixed maximum will be
re-evaluated each season. There will be no balancing increases above this
rpm.
WSBK Initial rev-limit
Brand
Aprilia
Proposed
14700
4
BMW
Ducati
Honda
Kawasaki
MV Agusta
Suzuki
Yamaha
2.4.3.4
14700
12400
14300
14100
14700
14700
14700
Air restrictor adjustment
The minimum air restrictor size is increased or decreased in 2 mm steps in
diameter of equivalent circular area, according to following procedure:
1. If the gap in the average value of ‘event averages’, calculated as
described in Art. 2.4.3.2 is more than 5 points in favour of the 1000cc 4cylinder manufacturer, and
If a rider of a 1000cc 4-cylinder motorcycle is leading the riders’ FIM
Superbike World Championship standings at that time:
then the air restrictor size of all the 1200cc 2-cylinder motorcycles will be
increased by one size or as a last step the air restrictor will be withdrawn.
2. If the resulting gap of the average value of ‘event averages’, calculated as
described in Art. 2.4.3.2, is more than 5 points in favour of the 1200cc 2cylinder manufacturer, and
If a rider of a 1200cc 2-cylinder motorcycle is leading the riders’ FIM
Superbike World Championship standings at that time:
then, the air restrictor size of the 1200cc 2-cylinder manufacturers will be
reduced by one size to a minimum of Ø46 mm (or the equivalent area
1661.9 mm2).
If the air restrictor size is not updated, then the results of three more events will
be considered and the best manufacturers for each engine configuration will be
updated considering the sum of points of the best two riders from each selected
manufacturer over six events, and updated every third event. A new average
value of the ‘event averages’ will be calculated over six events, until the points
gap of the average value of the ‘event averages’ from the last update is higher
than 5.
The FIM Superbike Technical Director will inform all the teams about the possible
air restrictor size adjustments, within 24 hours from the end of the last event (the
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last meeting of the International Jury), where the average value of the ‘event
averages’ was calculated. The new air restrictor size adjustments must be
applied from the first following event.
2.4.3.4
Concessions
a. Concession points are awarded according to the final results of all
dry races. Any rider can earn the concession points.
b. At the start of each season manufacturers will begin with 0
concession points.
c. The points will be awarded as follows:
i. 1st place = 3 concession points
ii. 2nd place = 2 concession points
iii. 3rd place = 1 concession point
d. No updates can be made to the concession parts during the first
three races.
e. At the end of the first three races:
i. Any manufacturer whom achieves 9 or more points less than
the manufacturer with the most concession points may
choose at their discretion to make one update to the
concession parts during the season.
ii. Should no manufacturer achieve 9 concession points in the
first three races then no manufacturer may make an update to
the concession parts during the season.
iii. At any point during the season once a manufacturer achieves
9 concession points no concession parts updates will be
allowed.
f. Any manufacturer whom achieves 36 or more points less than the
manufacturer with the most concession points at the end of season
may update the concession parts for the following season.
g. FIM/DORNA reserve the right to allow, at their discretion, one further
concession parts update during the season for new manufacturers
entering the series or for new homologations of bikes with a new
design of engine.
h. If a newly homologated machine maintains the same engine design
as its predecessor and the manufacturer has not earned a between
season concession update then the new machine must begin with
the same engine specification as the last season with the approved
concession parts. The FIM Superbike technical directors decision on
this will be final.
i. Machines considered as new will have their parts approved by
December 31st to allow parts to be supplied to supported teams for
the first race. A minimum of 3 sets of parts must be supplied to
teams before January 10th.
2.4.4
Minimum weight
6
All machines
168 kg
a. At any time during the event, the weight of the whole motorcycle (including
the tank and its contents) must not be less than the minimum weight.
b. There is no tolerance on the minimum weight of the motorcycle.
c. During the final technical inspection at the end of each race, the selected
motorcycles will be weighed in the condition they finished the race, and the
established weight limit must be met in this condition. Nothing may be added
to the motorcycle. This includes all fluids.
d. During the practice and qualifying sessions, riders may be asked to submit
their motorcycle to a weight control. In all cases, the rider must comply with
this request.
e. The use of ballast is allowed to stay over the minimum weight limit and may
be required due to the handicap system. The use of ballast and weight
handicap must be declared to the FIM Superbike Technical Director at the
preliminary checks.
2.4.5
Numbers and number plates
The background colours and figures (numbers) for Superbike are white
background with black numbers.
The size for all the front numbers is:
The sizes for all the side numbers are:
Minimum height:
Minimum width:
Minimum stroke:
Minimum space
between numbers
140 mm
80 mm
25 mm
Minimum height:
Minimum width:
Minimum stroke:
Minimum space
between numbers
120 mm
70 mm
20 mm
10 mm
10 mm
The allocated number (& plate) for the rider must be affixed on the motorcycle as
follows:
a. Once on the front, either in the centre of the fairing or slightly off to one
side; the number must be centred on the white background with no
advertising within 25mm in all directions.
b. Once on each side on the lower rear portion of the lower fairing. The
number must be centred on the white background. Any change to this must
be pre-approved a minimum of 2 weeks before the first race by the
Superbike Technical Director.
c. The numbers must use the fonts as detailed after Art2. Any numbers not
using these fonts must have the design of the numbers and the layout pre7
approved by the Superbike Technical Director a minimum of 2 weeks
before the first race. All digits must be of standard form.
d. Any outlines must be of a contrasting colour and the maximum width of the
outline is 3mm. The background colour must be clearly visible around all
edges of the number (including outline). Reflective or mirror type numbers
are not permitted.
e. Numbers cannot overlap.
In case of a dispute concerning the legibility of numbers, the decision of the FIM
Superbike Technical Director will be final.
2.4.6
Fuel
See article 2.8 for full Fuel regulations
2.4.7
Tyres
a. The maximum number of tyres, of any type, available to each rider during
the event will be 24 (11 front tyres– 13 rear tyres).
b. A maximum of 15 tyres can be mounted per rider at any time.
c. The maximum number of each type or option of tyre is according to the
‘allocation list’ at each event. This is event specific and supplied to teams
by the official tyre supplier. It is the same for every rider in the class. Tyre
types may not be exchanged between riders. The official tyre supplier will
ensure that each rider's allocation limits are adhered to.
d. With the consultancy of the FIM Superbike Technical Director and the
official tyre supplier only Race Direction may alter the ‘allocation list’
during an event.
e. Every tyre used during the event must be marked with an adhesive sticker
with a number allocated by the FIM Superbike Technical Director. The
sticker will be a different colour front and rear.
f. For both Superbike races only, wet and intermediate tyres will not need to
be marked with a tyre sticker. They will not be considered in the total
number of tyres available for use; however normal allocation limits still
apply.
g. The two riders passing from Superpole 1 to Superpole 2 will be allocated
one (1) extra rear tyre (14 rear tyres overall, 25 total).
h. The tyre stickers will be delivered to the teams in a sealed envelope, on
the day before the first practice after which the teams will be responsible
for their use.
i. The stickers must be applied to the left sidewall of the tyre.
j. The use of motorcycles without the official stickers will be immediately
reported to the Race Direction whom will take appropriate action.
8
k. After the third free practice session, the tyre supplier will allocate one (1)
rear ‘qualifying tyre’ to all riders.
l. Qualifying tyres can only be used during Superpole 2.
m. Riders in Superpole 1 cannot use qualifying tyres. Only riders taking part
in Superpole 2 can use the allocated qualifying tyre. The unused
qualifying tyre from riders not taking part in Superpole 2 must be returned
to the tyre supplier.
n. If the qualifying tyre is used during Superpole 1, the rider will lose his
qualifying time and must start from the back of the grid.
o. Any modification or treatment (cutting, grooving) is forbidden.
p. At the beginning of the event, the Official Supplier may be requested by
the FIM Superbike Technical Director to deliver to him four (4) samples of
each type of tyre to be used at the event.
q. The allocation of individual tyres will be made on a random basis, with no
involvement of any representative from the tyre supplier, teams or riders.
Those tyres will be individually identified and may not be exchanged
between riders, including between team mates, and may not be
exchanged by the tyre supplier after the allocation, except with the
permission of the Race Direction.
r. In exceptional cases, should the sticker be damaged or applied in the wrong
way, up to 2 extra stickers may be provided at the sole discretion of the
FIM Superbike Technical Director. However, the damaged sticker must be
returned to the FIM Superbike Technical Director and/or the tyre it was
applied to, must be absolutely intact.
2.4.8
Engine
There allocated number of engines is:
((Race events in Season)/2) rounded UP.
See Art: 2.3.9 For Sealing and Usage Details.
The following engine specifications and components may not be altered from the
homologated motorcycle except as noted:
a. The homologated engine design model cannot be changed.
b. Homologated materials and castings for the crankcase, cylinder, cylinder
head and gear-box housing must be used.
c. The method of cam drive must remain as homologated.
d. The method of valve retention must remain as the homologated model. No
pneumatic valve retention devices are allowed unless fitted to the
homologated model.
e. The sequence in which the cylinders are ignited (i.e. 1-2-4-3), must remain
as originally designed on the homologated model. Simultaneous firing of 2
cylinders is also forbidden if not adopted on the homologated motorcycle.
9
Up to 5 degrees firing difference in 2 cylinders is regarded as
‘simultaneous’ firing.
f. The concession parts supplier must provide engine build sheets
detailing the engine build clearances/tolerances, details and
methods.
2.4.8.1
Fuel injection system
‘Fuel injection systems’ refers to throttle bodies, fuel injectors, variable length
intake tract devices, fuel-pump and fuel pressure regulator.
a. The original homologated fuel injection system must be used without any
modification.
b. The fuel injectors must be stock and unaltered from the original
specification and manufacture.
c. Air funnels may be altered or replaced. The critical dimensions of the
air funnels used by the nominated reference team must be supplied
to the teams purchasing the approved concession parts.
d. Primary throttle valves cannot be changed or modified.
e. Secondary throttle valves and shafts may be removed or fixed in the open
position and the electronics may be disconnected or removed.
f. Variable intake tract devices cannot be added if they are not present on
the homologated motorcycle and they must remain identical and operate
in the same way as the homologated system. All the parts of the variable
intake tract device must remain exactly as homologated (excepting the air
funnels). Variable intake tract devices may be replaced with fixed air
funnels.
g. Air and air/fuel mixture must go to the combustion chamber exclusively
through the throttle body valves.
h. Electronically controlled throttle valves, known as ‘ride-by-wire’, may be
only used if the homologated model is equipped with the same system.
i. If the variable intake tract actuation mechanism mount or fuel injector
mount is an integrated part of the air funnel then those parts alone may be
redesigned maintaining the exact geometry of the original parts.
j. If the mechanism link arm interferes with the air funnels then the link may
be redesigned for clearance maintaining the exact linkage geometry of the
original parts.
2.4.8.2
Cylinder Head
The cylinder head must be the originally fitted and homologated part with the
following modifications allowed:
10
a. The cylinder head must begin as a finished production part using
homologated materials and castings. Material may only be added by
epoxy or removed by machining. No machining or modification is allowed
in the cam box / valve mechanism area.
b. The induction and exhaust system including the number of valves and or
ports (intake and exhaust) must be as homologated.
c. Porting and polishing of the cylinder head normally associated with
individual tuning such as gas flowing of the cylinder head, including the
combustion chamber is allowed. Epoxy may be used to shape the ports.
The ported/machined cylinder head must be available from the
concession parts supplier. The price limit of the ported finished
cylinder heads is the retail price of the cylinder head PLUS €3000 per
4 cy. cylinder head, €1800 per 2cy head (1/2 v4 engine), €1200 per
1cy head (1/2 v2 engine). Art 2.3.16 and 2.3.17 apply.
d. The throttle body intake insulators may be modified.
e. The compression ratio is free.
f. The combustion chamber may be modified.
g. Valves must remain as homologated.
h. Valve seats can be modified or replaced for repair. The material must
remain as homologated.
i. Valve guides must remain as homologated. Modifications in the port area
are allowed by machining.
j. Valves must remain in the homologated location and at the same angle as
the homologated valves.
k. Rocker arms (if any) must remain as homologated.
l. The exhaust air bleed system must be blocked and the external fittings on
the cam cover(s) may be replaced by plates.
m. The homologated cylinder head / cam cover may be replaced by a
cosmetic replica of higher specific weight material (i.e. replace magnesium
part with aluminium).
The following parts must be made available by the concession parts
supplier and follow the concession rule (art 2.4.3.5) (for order details
see art 2.3.17).
n. Valve springs must be the originally homologated or the approved
concession valve spring. may be altered or replaced, Their material
must remain as homologated. An additional spring may be added or the
spring may be removed.
The price limit is €60 for each individual spring when using one
spring per valve and €75 per pair of springs when utilising 2 springs
per valve.
o. Only the originally homologated or the approved concession valve
spring (or collet) retainers, collets, spring seats may be altered or replaced
used.
The price limit is €45 per spring (or collet) retainer and collet set (for
one valve, individual parts price total).
11
p. Only the originally homologated or the approved concession The
shim buckets / tappets may be used. replaced but The standard parts
may have their surface finish altered. The concession parts must be
the same height, diameter, material type, surface finish and shim to top
surface dimension as the homologated part. The weight must be equal to
or greater than the homologated part. The price limit is €45 per shim
bucket.
2.4.8.3
Camshaft
a. Camshafts may be altered or replaced from those fitted to the
homologated motorcycle (see also Art. 2.4.8).
b. Only the original homologated or the approved concession
camshafts may be used.
c. Offsetting the camshaft is not allowed. The camshaft must remain in the
homologated location.
d. The camshafts must be available from the concession parts supplier
and follow the concession rule (art 2.4.3.5). The price limit is €1000
per camshaft in an inline 4 engine and €650 per camshaft in a V4 or
V2 engine. The concession camshafts must include the parts listed
in 2.4.8.4
2.4.8.4
Cam sprockets or cam gears
a. Camshaft sprockets, pulleys or gears may be altered or replaced to allow
degreeing of the camshafts (see also Art. 2.4.8 and 2.4.8.3). The
camshaft sprockets must be available from the concession parts
supplier and follow the concession rule (art 2.4.3.5). The price limit is
€100 per sprocket.
b. The cam chain or cam belt tensioning device(s) can be modified or
changed.
c. The cam chain may be altered or replaced but must remain the same
type.
d. For 2019: Only the originally homologated or approved concession
cam chain may be used. The price limit tbc.
2.4.8.5
Cylinders
a. Must be the originally fitted and homologated part with no modification
allowed.
b. The cylinder base gasket(s) may be changed.
c. The top face of the cylinder may be ground to adjust deck height.
2.4.8.6
Pistons
12
Must be the originally fitted and homologated part with no modification
allowed.
2.4.8.7
Piston rings
Must be the originally fitted and homologated part with no modification
allowed.
2.4.8.8
Piston pins and clips
Must be the originally fitted and homologated part with no modification
allowed.
2.4.8.9
Connecting rods
For 2018:
a. Connecting rod may be altered or replaced from those fitted to the
homologated motorcycle. The weight must be the same or greater than
the original homologated part. The weight of the connecting rod
assembly is the homologated weight (normally the weight of the
middle weight rod) with a tolerance of +/-3%.
b. The material must be the same type as the homologated item (i.e. steel,
titanium, alloy) or steel.
c. If the original connecting rod is fitted with a little end insert then the
replacement connecting rods may also have an insert of the same
material as fitted in the original homologated connecting rod.
d. If the original homologated connecting rod is not fitted with a little end
insert then the replacement connecting rods may be fitted with an insert of
any material.
e. From 2018: If the original homologated connecting rod is not fitted with a
little end insert then the replacement connecting rods may be fitted with an
insert of the same material as the connecting rod or steel.
f. The centre to centre (little end to big end) length of the rod must be the
same as the original homologated item.
g. Connecting rod bolts are free but must be of the same weight or
heavier, and of the same material as the original bolt or of higher
specific weight material.
From 2019 for any newly homologated machines:
h. The connecting rod must the originally fitted and homologated part
with no modification allowed.
i. Connecting rod big end bolts may be changed but must be of the
same weight or heavier, same material or of higher specific weight
material.
13
j. The weight of the connecting rod assembly is the homologated
weight (normally the weight of the middle weight rod) with a
tolerance of +/-3%.
2.4.8.10
Crankshaft
Only the following modifications are allowed to the homologated crankshaft:
a. Bearing surfaces may be polished.
b. Surface treatments may be applied to the crankshaft.
c. Balancing is allowed but only by the same method as the homologated
crankshaft. For example heavy metal, i.e.: Mallory metal inserts, are not
permitted unless they are originally specified in the homologated
crankshaft.
d. For 2018: The addition or reduction in weight of the crankshaft in order to
reach a racing balance can be no higher than 5% of the homologated
weight without the tolerance as shown in the homologation documents of
the crankshaft.
e. From 2019: The addition or reduction in weight of the crankshaft in order
to reach a racing balance can be no higher than 3% of the homologated
weight without the tolerance as shown in the homologation documents of
the crankshaft.
f. The balancing must be performed by the original method i.e. drilling or
machining and in the same position (i.e. edge of flywheels).
g. Polishing of the crankshaft is not allowed.
h. Balance shaft must remain as homologated. No modifications are allowed.
2.4.8.11
Crankcase / Gearbox housing
a. Crankcases must be the originally fitted and homologated part with only
the following modifications allowed. If the crankcases have an integral
cylinder then the top face of the cylinder may be ground to adjust deck
height. Oil Spray nozzles may be modified. No other modifications are
allowed (including painting, polishing and lightening).
b. It is not allowed to add a pump used to create a vacuum in the crankcase.
If a vacuum pump is installed on the homologated motorcycle then it may
be used only as homologated.
Only the original or an approved sump Oil-pan (sump) and oil pick up
can be used may be altered or replaced and oil pick up may be altered or
replaced. The price limit is €3000 for one complete set of the required
parts. Note that the gasket is free and may form part of the
mechanism for controlling oil flow in the sump area. Art 2.3.18 and
2.3.19 apply.
For 2019 onwards the price limit will be €2000
14
c. One thread may be altered for direct oil pressure/temperature sensor
fitting in the crankcases or engine covers.
d. See 2.4.10.1.g.
e. Oil breather cover must remain as homologated but the internal
breather/damper plate can be modified or replaced.
2.4.8.11.1
Lateral covers and protection
a. Lateral (side) covers may be altered, modified or replaced (excluding
pump covers). If altered or modified, the cover must have at least the
same resistance to impact as the original one. If replaced, the cover must
be made in material of same or higher specific weight and the total
weight of the cover must not be less than the original one.
b. Titanium bolts may be used to fasten lateral covers.
c. All lateral covers/engine cases containing oil and which could be in
contact with the ground during a crash, must be protected by a second
cover made from metal such as aluminium alloy, stainless steel, steel or
titanium, composite covers are not permitted.
d. The secondary cover must cover a minimum of 1/3 of the original cover. It
must have no sharp edges to damage the track surface.
e. Plates or crash bars from aluminium or steel also are permitted in
addition to these covers. All of these devices must be designed to be
resistant against sudden shocks, abrasions and crash damage.
f. FIM approved covers will be permitted without regard of the material or
dimensions.
g. These covers must be fixed properly and securely with a minimum of
three (3) case cover screws that also mount the original covers/engine
cases to the crankcases.
h. Oil containing engine covers cannot be secured with aluminium bolts.
i. The Technical Director has the right to refuse any cover not satisfying this
safety purpose.
2.4.8.12
Transmission / Gearbox
a. Only one (1) set of gearbox ratios will be allowed for the whole season.
The ratios can be freely chosen.
b. The ratios chosen by the team for the season (individually and separately
for each and every entry) must be declared before the start of the first
event (includes wildcard and one-event entries).
c. External Quick-shift systems are permitted (including wire and
potentiometer).
d. Only the homologated primary gear ratio may be used (see art. 2.4.8.13)
e. The layout of the transmission shafts must be the same as on the
homologated motorcycle.
f. The gear design and material is free.
g. The selector drum and complete gear index mechanism are free.
15
h. The selector forks may be changed. However the forks must engage with
the same gears and function in the same way as on the homologated
motorcycle.
i. Countershaft sprocket, rear wheel sprocket, chain pitch and size may be
changed.
j. The sprocket cover may be modified or eliminated.
k. It will not be allowed to change the gearboxes at the track - a broken
Gearbox will equal a broken engine.
2.4.8.13
Clutch
a. Aftermarket or modified clutches are permitted (including plates/springs
etc).
b. Back torque limiter is permitted.
c. No power source (i.e. hydraulic or electric) can be used for clutch
operation, if not installed in the homologated model for road use. Human
power is excluded from the ban.
d. Clutch system (wet or dry type), type (multiplate) and method of operation
(cable/hydraulic) must remain as homologated.
e. Clutch basket may be changed. If the clutch basket has the primary gear
integrated then the primary gear must retain the original number of teeth
and tooth form.
2.4.8.14
Oil pumps and oil lines
a. For 2018: The originally fitted and homologated oil pump may be
modified, only the original pump parts may be modified, and or
shims/spacers added. Modifications include:
i. Blueprinting
ii. Changing the oil pressure relief spring.
iii. Reducing gear and/or housing thickness.
From 2019: The originally fitted and homologated oil pump must be used.
The oil pressure relief spring is free.
b. Oil lines may be modified or replaced. Oil lines containing positive
pressure, if replaced, must be of metal reinforced construction with
swaged or treaded connectors.
2.4.8.15
Radiator / Oil cooler
a. The only liquid engine coolants permitted is water.
b. The original radiator or oil cooler may be altered or replaced from those
fitted to the homologated motorcycle.
c. Additional radiators or oil coolers may be added.
d. The original oil/water heat exchanger may be modified, replaced or
removed.
e. The cooling system hoses and catch tanks may be changed.
16
f. Radiator fan and wiring may be changed, modified or removed.
g. The oil cooler must not be mounted on or above the rear mudguard.
h. The appearance from the front, rear and profile of the motorcycle must in
principle conform to the homologated shape after the addition of additional
radiators or oil coolers.
2.4.8.16
Air box
a. The air box must be the originally fitted and homologated part with the
following modifications allowed:
b. If the homologated air box is used to mount top type fuel injectors, then
the air box and the attached systems must remain as homologated.
c. If the homologated air box is used to mount variable intake tract devices,
then the air box and the attached systems must remain as homologated
and function in the same way (excepting the air funnels – see article
2.4.8.1)
d. If used, variable intake tract devices must function in the same way as on
the homologated system (see article 2.4.8.1)
e. Air filters, internal flap type valve, sensors and vacuum fittings may be
removed, modified or replaced with aftermarket parts. Should any
modification be required for the fitment of these parts it will be at the
discretion of the Technical Director.
f. Any holes in the air box to the outside atmosphere resulting from the
removal of components must be completely sealed from incoming air.
g. The air box drains must be sealed.
h. Ram air tubes or ducts running from the fairing to the air box may be
modified, replaced or removed. If tubes/ducts are utilized, they must be
attached to the original, unmodified air box inlets.
i. All motorcycles must have a closed breather system. All the oil breather
lines must be connected, may pass through an oil catch tank and
exclusively discharge in the air box.
j. If the top of the airbox is formed by the bottom of the tank then that part of
the tank will be considered as the airbox and must conform to its
homologated shape excepting 2mm variance in corner radii and must be
the same volume. A dry break / quick release connector may be fitted.
See art 2.4.8.17.
k. Additional heat shielding is allowed to be applied to lower face/side of the
airbox (ie foil tape).
2.4.8.17
Fuel supply
a. Fuel pump and fuel pressure regulator must be the originally fitted and
homologated part with no modification allowed.
b. The fuel pressure must be as homologated. The pressure tolerance at the
technical control is +0.5 bar in respect to the maximum pressure of the
homologated motorcycle. All motorcycles must have a special device on
17
c.
d.
e.
f.
the fuel line in accordance with FIM specifications for fuel pressure
checks, or teams must provide a temporary adaptor to allow checks.
Fuel lines from the fuel tank up to the injectors (fuel hoses, delivery pipe
assembly, joints, clamps, fuel canister) may be replaced and must be
located in such a way that they are protected from crash damage.
Quick connectors or dry break connectors may be used.
Fuel vent lines may be replaced.
Fuel filters may be added.
2.4.8.18
Exhaust system
a. Exhaust pipes, catalytic converters and silencers may be altered or
replaced from those fitted to the homologated motorcycle. Catalytic
converters may be removed.
b. The number of the final exhaust silencer(s) must remain as homologated.
The silencer(s) must be on the same side(s) as on the homologated
model.
c. For safety reasons, the exposed edge(s) of the exhaust pipe(s) outlet(s)
must be rounded to avoid any sharp edges.
d. Wrapping of exhaust systems is not allowed except in the area of the
rider’s foot or an area in contact with the fairing for protection from heat.
e. The noise limit for Superbikes will be 115 dB/A (with a 3 dB/A tolerance
after the race only).
f. The critical dimensions of the exhaust system used by the
nominated reference team must be supplied to the teams purchasing
the approved concession parts.
2.4.9
Electronic Control System
a. The engine control system (including ECU) must be either:
i.
A DWO/FIM approved ‘Superbike Kit System’ See art 2.4.9.1
ii.
Deletion considered for 2019 A DWO/FIM approved ‘Superstock
1000’ kit model plus DWO/FIM approved data logger. See art
2.4.9.2
b. No other external ignition/injection controllers, traction control modules or
other active expansion modules or calculation units may be fitted.
c. Central unit (ECU) may be relocated.
d. Telemetry (remote signals to or from the bike) is not allowed.
e. No remote or wireless connection to the bike for any data exchange or
setting is allowed whilst the engine is running or the bike is moving.
f. Spark plugs, spark plug caps and HT leads (if applicable) are free.
g. Battery type is free. The maximum capacity for a lithium type battery is
100Wh.
h. The Wiring Harness is free.
i. Each team must provide a download connection lead to the FIM Technical
Director.
18
j.
The FIM/DWO specified rev-logger must be fitted as detailed
(separately) at all times. The rev-logger will be connected directly to
the crankshaft sensor, power supply and to a CAN bus directly from
the ECU.
2.4.9.1
The DWO/FIM approved ‘Superbike Kit System’ must meet the
following:
a. The system must be a complete package including all electrical /
electronic parts not supplied on the homologated motorcycle required for
full operation of all strategies – excepting the wiring harness.
b. Only the machine manufacturer or one approved partner can submit a
single system for approval.
c. The total price of the complete system including ECU, dashboard/display,
all additional sensors essential for full operation of all strategies, IMU,
software, enable codes, datalogging, analysis software, ECU ‘tuning’ or
‘setting’ software, datalogger, download/connection cable, example
harness design, manual for use, (not a complete list), is €8000 Euro
(excluding taxes). Data Logging only sensors are excluded from the price
cap.
d. There must be at least 50 Superbike Kit Systems (currently approved
system) available worldwide per season, if ordered, through authorised
distributors or dealers. The Superbike Kit System must be marked and
considered as for race use only.
e. Lead time less than 8 weeks.
f. The ECU must be from the FIM/DWO Approved Superbike ECU List.
g. The following sensors may be used:
1. Throttle position (multiple)
2. Map sensor, Map Sync (pressure sensor on the intake port used to
synchronize the engine during the start)
3. Airbox Pressure
4. Engine pick-ups (Cam, crank) (Crank trigger may be replaced)
5. Lambda
6. Exhaust Valve/Motor position/feedback
7. Twist grip position
8. Front speed
9. Rear Speed
10. Gearbox output shaft speed
11. Gear position
12. Gear shift load cell
13. Front brake pressure
14. Rear brake pressure
15. Oil pressure
16. Air pressure
17. Water temperature
18. Air temperature
19. IMU (various signals)
19
20.
21.
22.
23.
24.
25.
26.
27.
28.
29.
Transponder / Lap time signal
Knock Sensor
Fuel pressure
Oil temperature
Fork position
Shock position
Tilt / Tip-Over Switch
GPS Unit
Rear tyre temperature (External) (Multiple)
Rear TPMS Monitor (Temperature and Pressure)
h. Sensors on the above list that are originally fitted to the standard machine
may be replaced with alternative sensors, however they must be included
in the Superbike Kit System and inside the total price (art 2.4.9.1.c).
i. 2 further additional sensor channels (that are not included in the above
list) may be added to the machine.
j. Redundant/doubled sensors are allowed but must be included in the
Superbike Kit System if they are required for safe operation.
k. Analogue/Logic to CAN sensors are allowed.
l. The sensors originally fitted to the homologated machine and used as
homologated, will not be included in the price limit.
m. When the following sensors are damaged through crashes they may be
replaced by parts of the same function but do not have to be the same
specific part from the Superbike Kit System:
i. Fork and Shock Potentiometers
ii. Brake pressure sensors
iii. Gear shift sensor (but must remain the same type included
with the kit – i.e. Load cell, switch etc.)
n. Before the final pre-season test, before the mid-season test(s) or at the
season midpoint and within three hours of the last race of the season any
firmware / software updates being used by the factory reference teams
must be made available to all same manufacturer customer WSBK teams
(more frequent updates are allowed).
o. The manufacturer must provide current strategies but may remove the
ability to change or see these settings, base mapping must be provided.
p. Only firmware and software from the FIM/DWO approved software and
firmware list may be used.
q. Factory Reference Teams may use any development firmware and
software which will be made available to teams according to the update
schedule.
r. Any essential hardware updates required must be made available to
customer teams from the same race as the factory reference team and
available free of charge to update those Superbike Kit Systems purchased
in the current season.
s. Transponder is NOT included in the ‘’Superbike Kit System’’
t. The selection of logged channels is free.
20
u. Coils and coil drivers are free and must be included in the Superbike Kit
System if altered.
v. No other external ignition/injection controllers, traction control modules or
other active expansion modules or calculation units may be fitted unless
included in the Superbike System.
w. The factory reference team must use the current seasons ‘’Superbike Kit
System’’. No backdated parts may be used.
x. Superbike kit systems remain approved for 3 seasons (first season
inclusive).
Manufacturer nominated Superbike Kit System suppliers please also see
‘’Superbike Kit System Approval Requirements’’ documentation.
To be discussed during 2018 to be applied 2019/2020
2.4.9.1
DWO/FIM approved Electronics and software
2.4.9.2
DWO/FIM approved ‘Superstock 1000’ kit model.
a. As Superstock 1000 (See article 2.6.9.1)
2.4.9.3
Generator, alternator, electric starter
a. The stator/coil must be the originally fitted and homologated parts with no
modification allowed.
b. The flywheel may be modified or replaced
2019: The flywheel must be available from the concession parts
supplier and follow the concession rule (art 2.4.3.5). The price limit is
€1000.
c. The ACG must generate sufficiently to maintain battery charge.
d. The use of a ‘booster’ battery is permitted except during parc fermé.
e. The electric starter must operate normally and always attempt to start the
engine during the event.
f. During parc fermé the starter must crank the engine at a suitable speed
for starting for a minimum of 2 seconds without the use a boost battery.
No boost battery may be connected to the machine after the end of the
session.
g. The starter motor gear system must be the originally fitted and
homologated parts. Surface and hardening treatments are allowed.
h. Motorcycles should self-start on the starting grid in neutral. Push-starting
on the starting grid is not allowed, however start line Officials may push
start the motorcycle if necessary (in gear).
2.4.10
Main frame and spare motorcycle
a. During the entire duration of the event, each rider may only use one (1)
complete motorcycle, as presented for Technical Control, with the frame
21
clearly identified with a seal. In case the frame needs to be replaced, the
rider or the team must request the use of a spare frame to the FIM
Superbike Technical Director.
b. One (1) Spare complete motorcycle is allowed per rider.
c. A team may opt to have one (1) spare machine shared by two or more
riders. The fitted engine must be sealed but not allocated to a rider in this
case.
EXPLANATION OF THE PROCEDURES:

Only one (1) complete motorcycle may be presented for the preliminary
technical checks and it will be the only motorcycle allowed on the track
and in the pit box during the practices, qualifying, Superpole and races.
 The frame of this motorcycle will be officially sealed with by the FIM
Superbike Technical Director or by his appointed staff. The seal will bear a
serial number, which will be recorded. Any attempt made to remove the
seal will damage it irreparably.
 At any time during the event the technical stewards, under the direction of
the FIM Superbike Technical Director, may check the seal and verify that
it conforms to the motorcycle and rider it was assigned to. For cross
reference, every frame must have a unique number punched on it, on the
steering-head.
 If the primary or active motorcycle is damaged in a crash or in any other
incident and is declared unrepairable or inoperable (safely and in the
available time) by the Technical Director or his appointed staff then the
seal on the damaged motorcycle will be destroyed by the technical staff
and the chassis of this motorcycle must not be used for the remainder of
the event. The new serial number will be recorded by the FIM Superbike
Technical Director. The spare machine may then be presented for
scrutineering before the next session.
 The spare bike will not be allowed in the front of the pit box until the rider
or the team has received authorization from the FIM Superbike Technical
Director.
 The replacement motorcycle may be used on the track only after the end
of the practice and qualifying sessions or race in which the damage
occurred. The damaged motorcycle must be removed from the front of the
pit box as soon as possible and put in storage at the back of the pit box
out of view of pit lane.
 Once a rider exits the pitlane for any session including the race the spare
machine can no longer be used.
 Any actions contrary to these procedures will result in a penalty as
described in the Sporting Regulations.
 The damaged frame may be impounded by the Technical Director for later
examination.
2.4.10.1
Frame body and rear sub-frame
22
a. The main frame must be the originally manufactured, fitted and
homologated part with only the following modifications allowed:
b. In all the following cases the main frame may only be altered by the
addition of gussets, or tubes or plates unless stated otherwise. The
additions may be welded or bonded. No gussets or tubes may be
removed, other allowed modifications are allowed detailed within the
following section of these rules. These additions must be documented
by the reference team.
c. Holes may be drilled on the frame only to fix approved components (i.e.
fairing brackets, steering damper mount).
d. The homologated position (of engine, steering stem or pivots) is
considered as the position in which the production motorcycle is
supplied.
e. If the original chassis includes adjustable inserts for the engine
mounting position then the inserts are free BUT the chassis cannot
be modified further (except as mentioned in b). There is no limit to
the range of adjustment.
f. If the original chassis has fixed engine mounts then the engine must
be mounted in the homologated position.
g. Suspension linkage mounting points on the frame must remain as
homologated
h. If the original chassis includes adjustable inserts for the steering
stem position then the inserts are free BUT the chassis cannot be
modified further (except as mentioned in b). There is no limit to the
range of adjustment.
i. If the original chassis has a fixed steering stem position:
a. For 2018: The steering stem axis/position may be adjusted by
moving the steering head bearings. The fore and aft position of
each bearing can be a maximum +/-9 mm in respect to the original
bearing location (excluding tolerances). Fore and aft is considered
at the intersection of the pivot axis and the original bottom plane of
the bearing cup/insert, if no insert is fitted in the homologated
machine then it is considered along the bottom plane of the original
bearing seat.
b. Any machine that is homologated with a new chassis once the
2018 season starts may only adjust the steering stem position
by fitting inserts into bearing seats of the of the original
steering head. The fore and aft position of each bearing can be
a maximum +/-9 mm in respect to the original bearing location
(excluding tolerances) considered on the bottom plane of the
original bearing seat.
j. If the homologated machine has exchangeable bearing inserts/bushes:
The bushings/inserts are free to make the above adjustment and the
homologated position is considered as the position in which the production
motorcycle is supplied.
23
k. If the homologated motorcycle has fixed bearing positions for the steering
stem: Steering angle changes are permitted by fitting inserts onto the
bearing seats of the original steering head. The original bearing seats may
be modified (ovaled) or increased in diameter to insert special bushings.
No part of these special bushings may protrude axially more than 3 mm
from the original steering head pipe location nor may the bearing be inset.
The steering head pipe can be reinforced in the area of the bearing seats.
Welding and machining is allowed for the purpose of making these
modifications.
l. If the original chassis includes adjustable inserts for the swinging
arm pivot position then the inserts are free BUT the chassis cannot
be modified further (except as mentioned in b). There is no limit to
the range of adjustment.
m. If the original chassis has a fixed swingarm mounting pivot axis:
a. For 2018: The swing arm pivot axis may be moved a maximum of
5 mm radially (excluding tolerances) measured from the
homologated axis. Modifications may be made to the frame at the
swing arm pivot area to allow this. Welding and machining is
allowed for the purpose of making this modification, regardless of
the technology used and the dimensions of the component or
section of the frame (i.e.: cast, fabricated, etc.). The method of
adjustment is free - e.g. bushings, inserts, offset axles. For
machines fitted with exchangeable inserts as standard then the
homologated position is considered as the position in which the
production motorcycle is supplied. Should this pivot / axles pass
through the crankcases then the relevant crankcase mounting hole
may be machined larger, no welding or other modifications will be
permitted. Crankcases may be machined for swingarm clearance
only.
b. Any machine that is homologated with a new chassis once the
2018 season starts may only adjust the swingarm position by
using inserts in the original unmodified frame mounting
positions. The swingarm axle diameter may be reduced. The
swing arm pivot axis may be moved a maximum of 5 mm
radially
(excluding
tolerances)
measured
from
the
homologated axis.
n. The original lock stops may be removed from the frame body by grinding
or machining. However another form of lockstop must be fitted.
o. All motorcycles must display a vehicle identification number punched on
the frame body (a proper ‘legal VIN’ or a unique designation by the team
to which the technical director may choose to append). No detachable
plates are permitted.
p. No polishing or surface refinishing is allowed but the paint scheme is not
restricted.
q. Front and rear sub frame may be changed altered or removed.
24
2.4.10.2
Suspension - General
a. Participants in the Superbike class must only use the approved and listed
suspension units for that season.
b. The approved products from the manufacturers must be available to all
participants at least one month before the first round of the World
Superbike season, and remain available all season. The products must be
available within 6 weeks of a confirmed order.
c. Setting parts and tuning parts must be provided by the suspension
manufacturers to all customers/ teams/ participants using the
manufacturer’s products. These parts can be used by all participants
during the season. These parts shall be available for immediate delivery to
all teams/customers.
d. Teams may not modify any part of the forks or shock absorber, all setting
parts must be supplied by the Suspension manufacturer and available to
all teams/riders.
e. The suspension manufacturers are allowed to offer service contracts
when the team is using the approved and listed suspension products. The
suspension manufacturers cannot demand a service contract for a
customer or participant in order to obtain a suspension product.
f. Electronic suspension cannot be used:
i.
No aftermarket or prototype electronically-controlled suspensions
maybe used. Electronically-controlled suspension may only be
used if already present on the production model of the
homologated motorcycle.
ii.
The electronically-controlled valves must remain as homologated.
The shims, spacers and fork/shock springs not connected with
these valves can be changed.
iii.
The ECU for the electronic suspension must remain as
homologated and cannot receive any motorcycle track position or
sector information; the suspension cannot be adjusted relative to
track position.
iv.
The electronic interface between the rider and the suspension must
remain as on the homologated motorcycle. It is allowed to remove
or disable this rider interface.
v.
The original suspension system must work safely in the event of an
electronic failure.
vi.
Electro-magnetic fluid systems which change the viscosity of the
suspension fluid(s) during operation are not permitted.
g. Electronic controlled steering damper can only be used if installed on the
homologated model for road use. However, it must be completely
standard (any mechanical or electronic part must remain as
homologated).
2.4.10.3
Front Suspension
25
a. The front fork in whole or part may be changed but must be the same type
homologated (leading link, telescopic, etc.).
b. The upper and lower fork clamps (triple clamp, fork bridges) and stem
may be changed or modified. The parts used by the manufacturer
nominated reference team must be made available according to
2.3.18. and 2.3.19 with a price limit of €2000.
c. A steering damper may be added or replaced with an ‘after-market’
damper.
d. The steering damper cannot act as a steering lock limiting device.
2.4.10.4
Rear fork (Swing-arm) Swinging arm (Rear Fork)
a. The rear fork may be altered or replaced from those fitted to the
homologated motorcycle. However the type single or double sided must
remain as homologated.
b. Only approved swinging arms may be used. However the type single
or double sided must remain as homologated.
c. The price limit for approval is €10,000 for the bare swingarm. The
limit for all the remaining parts to complete the assembly including
but not limited to bearings/spacers/inserts/chain-adjusters/chain
sliders/hugger/chain-guard/sharkfin is €2000. Any supplier may
(must?) submit their parts for approval. The parts must be available
to any team who wishes to purchase them following art 2.3.18 and
2.3.19. Only one update / evolution may be approved per season.
d. The use of carbon fibre or Kevlar materials is not allowed if not
homologated on the original motorcycle.
e. A chain guard must be fitted in such a way as to reduce the possibility that
any part of the riders’ body may become trapped between the lower chain
run and the rear wheel sprocket.
f. Rear wheel stand brackets may be added to the rear fork by welding or by
bolts.
g. Brackets must have rounded edges (with a large radius). Fastening
screws must be recessed.
h. Swingarm spindle (pivot) may be modified or replaced.
2.4.10.5
Rear suspension unit
a. Rear suspension unit may be changed but a similar system must be used
(i.e. dual or mono).
b. The rear suspension linkage may be modified or replaced. Only
approved rear suspension linkages may be used. The price limit for
approval is €1500 and must be the complete assembly including
rocker/link arms/push pull rods/all bearings/seals/spacers. Any
supplier may submit their parts for approval. Updates / evolution is
26
free but the linkages must be made available within 2 races of its
first use and according to art 2.3.18 and 2.3.19.
c. The original fixing points on the frame (if any) must be used to mount the
shock absorber, linkage and rod assembly fulcrum (pivot points).
d. Removable top shock mounts may be replaced. If replaced they must
retain their homologated geometry.
2.4.10.6
Wheels
a. Wheels may be replaced (see Art. 2.3.4) and associated parts may be
altered or replaced from those fitted to the homologated motorcycle.
b. Aftermarket wheels must be made from aluminium alloys.
c. The use of the following alloy materials for the wheels is not allowed:
Beryllium (>=5%), Scandium (>=2%), Lithium (>=1%).
d. Each specific racing wheel model must be approved and certified
according to JASO (Japanese Automotive Standards Organization) T 20385 where W (maximum design load) of art. 11.1.3 is 195 kg for front wheel
and 195 kg for rear wheel, K = 1.5 for front and rear wheels. Static radius
of tyre: front 0.301 m, rear 0.331 m.
e. Wheel manufacturers must provide copy of the certificate for their wheel(s)
as proof of compliance to the Technical Director when requested.
f. The homologated road bike wheel and sprocket carrier assembly may be
used with no modification, irrespective of material. They must meet article
2.4.10.6.d/e. Bearings and spacers may be changed.
g. On motorcycles equipped with a double sided swing arm (rear fork), the
rear sprocket must remain on the rear wheel when the wheel is removed.
h. Bearings, seals, and axles may be altered or replaced from those fitted to
the homologated motorcycle. The use of titanium and light alloys is
forbidden for wheel spindles (axles).
i. Wheel balance weights may be discarded, changed or added to.
j. Any inflation valves may be used.
Wheel rim diameter size (front and rear)
17 inches
Front wheel rim width :
Rear wheel rim width :
3.50 inches
6.00 inches
2.4.10.7
Brakes
a. Participants in the Superbike season must only use the approved and
listed front brake parts (Calipers, master cylinders, brake discs, brake
pads and dry break systems) for that season.
b. The approved products from the manufacturers must be available to all
participants at least one month before the first round of the World
27
c.
d.
e.
f.
g.
h.
i.
j.
k.
l.
m.
Superbike season, and remain available all season. The products must be
available within 4 weeks of a confirmed order.
No parts can be added to the approved list during the current season.
Performance related updates are not allowed. Any product changes due
to manufacturing or material supply issues must be approved in advance.
Front brake master cylinder may be altered or replaced from those fitted to
the homologated motorcycle.
Front brake calipers may be altered or replaced from those fitted to the
homologated motorcycle.
Rear brake master cylinder may be altered or replaced from those fitted to
the homologated motorcycle.
Rear brake calipers may be altered or replaced from those fitted to the
homologated motorcycle.
Brake pads or shoes may be altered or replaced from those fitted to the
homologated motorcycle.
Brake hoses and brake couplings may be altered or replaced from those
fitted to the homologated motorcycle. The split of the front brake lines for
both front brake calipers must be made above the lower fork bridge (lower
triple clamp).
Brake discs may be altered or replaced from those fitted to the
homologated motorcycle. Only Steel (max. carbon content 2.1 wt%) is
allowed for brake discs. Alloys containing beryllium are not allowed to be
used for brake calipers.
The ABS System must be removed. The Anti-Lock Brake System (ABS)
may be used only if installed in the homologated model for road use.
However, it must be completely standard (any mechanical or electronic
part must remain as homologated, brake discs and master cylinder levers
excluded), and only the software of the ABS may be modified.
The Anti-Lock Brake System (ABS) can be disconnected and its ECU can
be dismantled. The ABS rotor wheel can be deleted, modified or replaced.
Motorcycles must be equipped with brake lever protection, intended to
protect the handlebar brake lever from being accidentally activated in case
of collision with another motorcycle. Composite guards are not permitted.
FIM approved guards will be permitted without regard to the material. The
Technical Director has the right to refuse any guard not satisfying this
safety purpose.
2.4.10.8
Handlebars and hand controls
a. Handlebars, hand controls (Subject to Art 2.4.8.1) and cables may be
altered or replaced from those fitted to the homologated motorcycle.
b. Cable operated throttles (grip assembly) must be equipped with both an
opening and a closing cable including when actuating a remote drive by
wire grip/demand sensor.
c. Motorcycles must be equipped with a functional ignition kill switch or
button mounted on the right hand handlebar (within reach of the hand
28
while on the hand grips) that is capable of stopping a running engine. The
button or switch must be RED.
2.4.10.9
Foot rest and foot controls
a. Foot rests, hangers/brackets and hardware may be replaced and
relocated but the hangers/brackets must be mounted to their original
frame mounting points.
b. Foot controls; gear shift and rear brake must remain operated manually by
foot.
c. Foot rests may be rigidly mounted or a folding type which must
incorporate a device to return them to the normal position.
d. The end of the foot rest must have at least an 8mm solid spherical radius.
(See diagram A & C).
e. Non folding footrests must have an end (plug) which is permanently fixed,
made of aluminium, plastic, Teflon or equivalent type of material (min.
radius of 8mm). The plug surface must be designed to reach the widest
possible area of the footrest. The FIM Superbike Technical Director has
the right to refuse any plug not satisfying this safety purpose.
2.4.10.10
Fuel tank
a. The fuel tank must conform in principle to the homologated appearance
and location of the original tank; however its actual shape can be slightly
changed to suit the rider’s preference and increased fuel volume. The tank
may also be modified below the upper frame line and under the seat.
The tank may be replaced by a fuel cell and a structural cover.
b. The material of construction of the fuel tank m
c. ay be altered from the one of the tank fitted to the homologated
motorcycle.
d. All fuel tanks must be filled with fire retardant material (i.e. fuel cell foam,
Explosafe), or be fitted with a fuel cell bladder.
e. Fuel tanks made of composite materials (carbon fibre, aramid fibre, glass
fibre, etc.) must have passed the FIM Standards for fuel tanks or be lined
with a fuel cell bladder.
f. Tanks made of composite material must bear the label certifying
conformity with FIM Fuel Tank Test Standards. Fuel tanks without a fuel
cell bladder must bear a label certifying conformity with FIM Fuel Tank
Test Standards.
g. Such labels must include the fuel tank manufacturer’s name, date of tank
manufacture, and name of testing laboratory.
h. Each manufacturer is requested to inform the FIM/CCR Secretariat of its
fuel tank model(s) which have passed the FIM test standards, together
with a copy of the fuel tank label. Full details of the FIM Fuel Tank Test
29
i.
j.
k.
l.
m.
n.
o.
Standards and Procedures are available from the FIM (See ‘Fuel Tank
Test Standards’ below).
Fuel cell bladders must conform to or exceed the specification FIM/FCB2005. Full details of this standard are available from the FIM.
The fuel tank must be fixed to the frame from the front and the rear with a
crash-proof assembly system. Bayonet style couplings cannot be used,
nor may the tank be fixed to any parts of the streamlining (fairing) or any
plastic part. The FIM Superbike Technical Director has the right to refuse
a motorcycle if he is of the opinion that the fuel tank fixation is not safe.
The original tank may be modified to achieve the maximum capacity of
24 litres, provided the original profile is as homologated.
A cross over line between each side of the tank is allowed (maximum
inside diameter 10 mm).
Fuel tanks with tank breather pipes must be fitted with non-return valves
which discharge into a catch tank with a minimum volume of 250 cc made
of a suitable material.
Fuel tank filler caps may be altered or replaced from those fitted to the
homologated motorcycle, and when closed, must be leak proof.
Additionally, they must be secured to prevent accidental opening at any
time.
The same size fuel tank used in practice must be used during the entire
event.
Fuel tank homologation
a. Any fuel tanks, made of non-ferrous materials (with the exception of
aluminium) must be tested according to the test procedure prescribed by
the FIM.
b. Each manufacturer is responsible for testing its own fuel tank model(s)
and will certify that the fuel tank exceeds the FIM test standard, if it has
passed the FIM test procedure for fuel tanks.
c. Each manufacturer must affix a quality and test label on each fuel tank
type that is produced for competition use. This quality and test label will be
the recognition of a fuel tank model which has passed the FIM test
procedure.
d. All fuel tanks that are made to the same design, dimensions, number of
fibre layers, grade of fibre, percentage of resin, etc., must be identified
with the same quality and test label.
e. The quality and test label will include the following information on each
label affixed to each fuel tank: name of the fuel tank manufacturer, date of
fabrication, code or part number, name of testing laboratory, fuel capacity.
f. Each manufacturer is requested to inform the FIM/CCR Secretariat of its
fuel tank model(s) which have passed the FIM test procedure, with a copy
of the quality and test label, according to point 5.
g. Only fuel tanks that have passed the FIM test procedure will be accepted.
30
2.4.10.11 Fairing / Bodywork
a. The fairing, mudguards and body work must conform in principle to the
homologated shape as originally produced by the manufacturer.
Headlights must be included even when considered external.
b. The fairing has a tolerance of +/-15mm from the original homologated
road fairing, respecting the design and features of the homologated
fairing, with the exception of the oil containing portion of the lower fairing,
seat area and the area supporting the screen. The overall width of the
frontal area may be +30mm maximum. The decision of the Technical
Director will be final.
c. The windscreen may be replaced.
d. The ram-air intake must maintain the originally homologated shape and
dimensions.
e. The original air ducts running between the fairing to the airbox may be
altered or replaced from those fitted to the homologated motorcycle.
Particle grilles or “wire-meshes” originally installed in the openings for the
air ducts may be removed.
f. The lower fairing has to be constructed to hold, in case of an engine
breakdown, at least half of the total oil and engine coolant capacity used
in the engine (min. 5 litres). The lower edge of openings in the fairing must
be positioned at least 70 mm above the bottom of the fairing.
g. There cannot be exit air vents in the front half of the lower fairing below a
line 40mm below the centreline of the wheel axles of the machine. The
Superbike Technical Director may give permission for the lower fairing to
have additional vents added if vents have been filled to meet the these
and the oil containment requirements.
Any added vents will not allow the exit of air in the front half of the fairing
lower if they are behind a water or oil radiator.
h. Exceptions may be made to 2.4.10.11.g with the sole agreement of the
FIM Superbike Technical Director if a manufacturer produced and FIM
approved close fitting, oil containing engine shroud is fitted in addition to
the bellypan. In this case OEM shaped air vents will be allowed in the front
lower half of the fairing.
i. Any vents in the fairing lower must have their inner surface finish in-line
with their outer surface or overlap to reduce the risk of liquid spraying from
the machine.
j.
The lower fairing must incorporate one hole of 25 mm in the bottom of the
front lower area. This hole must remain closed in dry conditions and must
be opened only in wet race conditions, as declared by the Race Director.
31
a. Minimal changes are allowed in the fairing to permit the use of an elevator
(stand) for wheel changes and to add plastic protective cones to the frame
or the engine.
b. Holes may be drilled or cut in the fairing or bodywork to allow additional
increased intake air to the oil cooler. Holes bigger than 10mm must be
covered with a particle grill or fine wire mesh. Grill/mesh must be painted
to match the surrounding material.
c. Original openings for cooling in the lateral fairing/bodywork sections may
be partially closed only to accommodate sponsors' logos/lettering. Such
modification shall be made using wire mesh or perforated plate. The
material is free but the distance between all opening centres, circle
centres and their diameters must be constant. Holes or perforations must
have an open area ratio > 60%.
d. If the upper fairing has a rear edge/section that returns to the frame,
reducing airflow between the fairing and frame (or sealing the fairing to the
frame) then slots/notches may be removed from that area only. No
material can be removed from the lateral (side) surfaces of the fairing. A
maximum of 50% of the rear face may be removed.
e. A Gurney flap (lip/deflector) may be fitted at the edge of the lateral air
vents or the rear edge of the fairing to increase vent effectiveness. The
gurney flap may project a maximum of 4mm from the lateral surface of the
fairing and must have a rounded end. It should be formed from the same
material and be a moulded part of the fairing. The Technical Directors
decision on suitability is final.
f. The front mudguard must conform in principle to the homologated shape
originally produced by the manufacturer.
g. Holes may be drilled in the front mudguard to allow additional cooling.
Holes bigger than 10mm must be covered with metal gauze or fine mesh.
Mesh must be painted to match the surrounding material.
h. A rear mudguard may be added or removed.
i. Material of construction of the front mudguard, rear mudguard and fairing
is free.
j. The exact appearance, shape, size and location of the front headlights of
the homologated motorcycle must be respected, and should be obtained
by applying a plastic or metallic film on the front of the motorcycle.
2.4.10.12
Seat
a. Seat may be altered or replaced from those fitted to the homologated
motorcycle. The appearance from front, rear and profile must conform in
principle to the homologated shape.
b. The top portion of the rear body work around the seat may be modified to
a solo seat.
c. Holes may be drilled in the seat or rear cowl to allow additional cooling.
Holes which are bigger than 10mm must be covered with metal gauze or
fine mesh. Mesh must be painted to match the surrounding material.
32
d. Material of construction of the seat is free.
e. All exposed edges must be rounded.
2.4.10.13
Rear Safety Light
All motorcycles must have a functioning red light mounted at the rear of the
machine. This light must be switched on any time the motorcycle is on the track
or being ridden in the pitlane and the session is declared WET. All lights must
comply with the following:
a. Lighting direction must be parallel to the machine centre line (motorcycle
running direction), and be clearly visible from the rear at least 15 degrees
to both left and right sides of the machine centre line.
b. The rear light must be mounted near the end of the seat/rear bodywork
and approximately on the machine centre line, in a position approved by
the Technical Director. In case of dispute over the mounting position or
visibility, the decision of the Technical Director will be final.
c. Power output/luminosity equivalent to approximately: 10 – 15
(incandescent), 0.6 – 1.8 W (LED).
d. The output must be continuous - no flashing safety light whilst on track,
flashing is allowed in the pit lane when pit limiter is active.
e. Safety light power supply may be separated from the motorcycle.
f. The Technical Director has the right to refuse any light system not
satisfying this safety purpose.
2.4.11
The following items MAY BE altered or replaced from those
fitted to the homologated motorcycle.
a.
b.
c.
d.
Any type of lubrication, brake or suspension fluid may be used.
Gaskets and gasket material.
Bearings (ball, roller, taper, plain, etc.) of any type or brand may be used.
Fasteners (nuts, bolts, screws, etc.), but internal engine bolts must remain
of standard homologated materials or materials of higher specific weight.
e. Thread repair using inserts of different material such as helicoils and
timeserts.
f. External surface finishes and decals.
2.4.12
a.
b.
c.
d.
2.4.13
The following items MAY BE removed
Instrument and instrument bracket and associated cables.
Tachometer.
Speedometer and associated wheel spacers.
Chain guard.
The Following Items MUST BE Removed
33
a. Headlamp, rear lamp and turn signal indicators (when not incorporated in
the fairing). Openings must be covered by suitable materials.
b. Rear-view mirrors.
c. Horn.
d. License plate bracket.
e. Tool box.
f. Helmet hooks and luggage carrier hooks
g. Passenger foot rests.
h. Passenger grab rails.
i. Safety bars, centre and side stand brackets welded to the main frame may
be removed.
j. Catalytic convertors
2.4.14
The following items MUST BE altered
a. All drain plugs must be wired. External oil filter(s) screws and bolts that
enter an oil cavity must be safety wired (i.e. on crankcases).
b. Where breather or overflow pipes are fitted they must discharge via
existing outlets. The original closed system must be retained; no direct
atmospheric emission is permitted.
c. Motorcycles must be equipped with a red light on the instrument panel
that will illuminate in the event of oil pressure drop.
34
TECHNICAL REGULATIONS
APPENDIX
HOMOLOGATION REGULATIONS
1. FIM HOMOLOGATION PROCEDURE FOR SUPERBIKE, SUPERSTOCK
AND SUPERSPORT MOTORCYCLES
Homologation is the official assessment made by the FIM for a particular model
of motorcycle for which a sufficient number of series production motorcycles
have been built and put on sale to the public to justify classification in the
relevant Sport Production class.
REQUIREMENTS FOR AN FIM HOMOLOGATION
Application
Any manufacturer of mass production motorcycles may apply for an FIM
homologation of one or more of his models in order to qualify for competing in
the Road Racing Superbike & Supersport World Championship and the
Superstock Cup as long as the model belongs to one of these classes.
Eligibility requirements
Motorcycles must have a valid international homologation for road use or a
national homologation for road use in one of these countries or regions: USA,EU
or Japan. The motorcycles must represent machines of mass production.
a. The motorcycles must be of current production.
b. The motorcycles are to be sold for every day public use.
c. At the time of the FIM inspection for homologation, the motorcycles must be
completely equipped with all road-using equipment (e.g. full lighting
equipment).
d. Only the original manufacturer may present the motorcycle for homologation.
e. The manufacturer must be a holder of an FIM licence for manufacturers.
f. If the motorcycle is presented with an engine from a motorcycle
manufacturer different from the manufacturer requesting the homologation, a
permission or commercial agreement must be presented at the time of the
homologation request.
g. The motorcycle must have a manufacturer’s certificate of origin.
1
1.2
MINIMUM PRODUCTION
AVAILABILITY
QUANTITIES
AND
MARKET
Evidence of production quantities must be provided to the FIM, certified by the
manufacturer’s auditing firm and/or any other institution which may provide
reliable documentation. This certificate must be written in English or French and
the model/type must be specified.
Market availability and sale to the public may be demonstrated by waybills, bills
of lading and/or any other import, export or customs documents duly certified by
the relevant authority.
Proof must be provided to the FIM by means of a business/manufacturing plan
for the model in question that the requirements listed below will be met.
1.2.1 Homologations for Superbike, Supersport and Superstock.
a.
The maximum retail price for the homologated model Homologation:
i.
ii.
iii.
The maximum retail price for a Superbike 1000 class motorcycle
Hhomologation is 40.000 Euro
The maximum retail price for Superstock 1000 class motorcycle
Homologation machine is 33.000 Euro
The maximum retail price for Supersport & Superstock 600 class
motorcycle machine is 20.000 Euro
b.
The minimum number of motorcycles to be produced are:
i.
ii.
125 units of the motorcycle model intended to be raced at the time of
homologation inspection visit.
and 250 units on the 31st December of the homologation visit/year, and
500 units on the 31st December of the following year.
1.2.2 Manufacturers may compete with their Machine in the World Superbike
Championship without earning points until 125 units have been produced.
Should the minimum required number (125 units) of the motorcycle-to-behomologated not have been produced within FOUR (4) months of its first
outing in a Superbike/Supersport/Superstock event OR the minimum
production number not be produced then the SBK Commission reserves
the right to refrain the team/manufacturer from participation for a period of
time to be determined.
1.2.3 The homologated machine may be fitted with any components respecting
Art.1.2.1.a. However to compete in the World Superbike Championship
the machine must comply with the prevailing regulations. for example by
utilising ‘approved components’ where applicable.
1.2.4 The SBK Commission reserves the right to include the note *STH (Subject
to homologation) on the official entry lists of the championship until the
2
minimum required number (125 units) are produced.
3
1.3
HOMOLOGATION PROCEDURE, CALENDAR FOR APPLICATIONS,
SUBMISSIONS & PUBLICATIONS
A homologation inspection is a complete verification and check of all drawings of
the corresponding parts, as well as the documentation for the necessary
minimum quantities. These checks will be carried out by the FIM.
a. The deadline for receiving requests for homologation at the FIM CCR/CTI
Secretariat is 30 days before the homologation inspection is to take place.
b. At the latest four (4) weeks before the inspection for homologation by the
FIM, manufacturers are required to send by e-mail the completed and
signed homologation forms A, B and C together with all relating
documentation and drawings (see Art. 1.6) to the FIM CCR/CTI
Secretariat (with the exception of workshop manuals, that can be
delivered when they are released to the importers). Missing or incomplete
documents and/or drawings will postpone the homologation inspection
until a full corrected set is available. The documents and drawings have to
be sent in paper and in electronic form (*.pdf and form C as .pdf and .xlsx
to [email protected] and [email protected]).
c. At the latest 3 days before the date of the inspection by the FIM,
manufacturers are required to send to the FIM by e-mail, proof of
production quantities of the first lot of motorcycles, according to Art. 1.2.1.
d. If the inspection fails, the homologation is postponed until the established
shortcomings have been resolved and at least for one (1) month.
e. In case of failing the inspection, the original manufacturer may apply for a
new homologation, a maximum of 2 more times in the same year, in each
racing class.
f. The homologation forms will be studied by the technical members and the
CTI Secretariat, to confirm that they are complete and correct prior to
granting the homologation.
g. The manufacturer shall at all times be responsible for completing the
homologation documents with the correct information. All dimensions must
be given according to the metric system, excluding wheel dimensions, and
with the actual manufacturing tolerances.
i.
Chassis (frame)
ISO2768-c (coarse)
ii. Engine Parts
ISO2768-m (medium)
h. All currently accepted drawings may be requested to be re-submitted with
updated tolerances and missing dimensions. Any drawings not re
submitted will be assumed to comply with the tolerances in Art.1.3.g.
i. The homologation drawings must fully dimension ALL centres and
dimensions to surfaces (including machined faces on frame) allowing a
fully resolved 3 dimensional model to be created. The drawings must
follow the FIM templates for each sheet.
j. Manufacturers must supply 3 dimensional models of the noted
homologated parts (frame, swingarm, fairing, seat, fenders, tank, piston,
cylinder head, combustion chamber). These do not have to include
material details. The files must be supplied as .igs AND .stp. The origin
4
k.
l.
m.
n.
o.
p.
q.
r.
s.
must be aligned centrally on the swingarm pivot axis and aligned with the
steering head. The steering head must be presented normal to the z-plane
(parallel to the Z-axis). X-axis positive forward, z-axis positive upwards, yaxis positive right to left (left hand rule). These files are required
retrospectively.
The manufactures must supply both the camshaft and cam lift profile with
a resolution of at least .5degrees, 0.05mm lift. (.xlsx)
The manufacturer is entitled to request a notice in order to know whether
the documents and drawings submitted by him are formally correct two (2)
weeks before the homologation inspection date.
At the latest within fifteen (15) days after having successfully passed the
homologation inspection, an updated list of the valid homologations is
published including the new homologation.
Within 21 days of the homologation inspection, copies of the 1, 2 & 3
homologation forms and drawings will be available on the FIM website.
These motorcycles must be available for sale to the public in the shops
and dealerships representing the manufacturer in at least one of the
following countries or regions: USA, EU or Japan, to be allowed to be
used in the remaining Championship events.
i.
For those manufacturers who commence competition in the
Championship during or before March: The end of April of the
current year
ii.
For those manufacturers who commence competition in the
Championship during or after April: The end of the month following
the first date of competition.
Any machine that is intended to be raced before 125 units are produced
under the exemption in 1.2.2 must have all the relevant documentation
submitted in accordance with article 1.3 and the parts requested in article
1.4 in order for permission to race to be granted.
One complete example of the production machine must be supplied in
road specification.
The FIM may request, at its discretion, to make a homologation inspection
before the 125 machines are built.
A machine that is given permission to race before 125 units are produced
will be considered ‘Subject to homologation’.
5
1.4
HOMOLOGATION, INSPECTION, CONTROL & PERIOD
a. The inspection of the motorcycle and the parts consigned by the
manufacturer for homologation will be carried out according to the
information requested on the forms produced by the FIM (homologation
forms A, B and C).
b. At the time of inspection, the random sample machine must be
dynamometer tested in its standard specification in the presence of
the FIM inspectors. This must take place before the machine is
stripped for inspection and the drawings are confirmed.
c. The manufacturer must consign to the FIM the following parts (to be
received by the FIM at least 2 weeks before the first race in which the
machine will be used):
1.4.1. Engine parts: (Drawing number/Part)
E1/1
E1/2
E1/3
E2/1
E3/1
E3/2
E3/3
E4/1
E4/3
E4/4
E5/1
E6/1
E7/1
E7/2
E7/3
E7/4
E7/5
E7/6
E8/1
E8/2
E8/3
E8/4
E8/5
E8/6
E9/1
E9/2
E9/3
E10/1
E10/2
E11/1
E13/1
Throttle bodies and variable intake tract devices if used
Injector(s); sample of all different injectors,
Airbox (complete) including injectors inc E1/2, E1/4, E1/5
Fuel pump and fuel pressure regulator
Crankcases – upper (Left)
Crankcases – center (Right)
Crankcases – lower
Cylinderhead (including inlet manifold)
Cylinder if separate
Cylinder liner if removable
Intake camshaft (including gear)
Exhaust camshaft (including gear)
Intake valve
Intake valve spring inner
Intake valve spring outer
Intake valve spring collet and retainer
Intake valve spring seat
Intake tappet/bucket/follower
Exhaust valve
Exhaust valve spring inner
Exhaust valve spring outer
Exhaust valve spring collet and retainer
Exhaust valve spring seat
Exhaust tappet/bucket/follower
Piston
Piston Ring Assembly
Piston Pin
Con-rod
Shell Bearing Assembly (crankshaft and big-end)
Crankshaft
Primary Gear if separate
6
E13/2
E14/1
E15/1
E15/2
E16/1
E17/1
E18/1
E18/2
E18/3
Gearbox (complete view)
Clutch Assembly including Basket
ACG Assembly, stator and flywheel
Coil
Oil Pump and drive system
Water pump and drive
Right side cover
Left side cover
Head or Valve or Cam cover
1.4.2 Frame parts: (Drawing number/Part)
F1/1
F1/6
F1/7
F2/1
F9/1
F9/2
F10/1
F11/1
F13/1
F14/1
F14/2
F15/1
F23/1
F23/3
Main frame
Steering head cup inserts
Swingarm pivot inserts
Sub frame (if separate)
Fork bridge* (top)
Fork bridge* (bottom) including stem
Front fork assembly
Swing Arm
Rear suspension linkage assembly complete
Rear Axle
Front Axle
Front brake discs
ECU
Quickshift Sensor
1.4.3 Control
a. These parts will be stored by the FIM in sealed boxes and moved by the
Promoter to the SBK Championship events at the discretion of the
Superbike Technical Director.
b. The FIM may at its discretion obtain further parts as samples.
c. The inspector/s must satisfy him/them that the statements made on the
production certificate (Form 2) are correct.
d. At the end of the parts and documents inspection, the inspector/s will sign
the completed certificate of homologation. These signed homologation
forms indicate that the manufacturer complies with the specifications
documented on the homologation forms.
e. The drawings and the consigned ‘homologation sample’ parts will be
regarded equally in ascertaining the legality of any inspected race
machines.
f. The FIM may check motorcycles of the homologated model chosen at the
manufacturer, or from dealerships’ or importers’ showrooms. The
motorcycles must be in conformity with the homologated model. The
expenses for the disassembling of a maximum of two (2) units will be
borne by the manufacturer.
7
g. In case of not achieving minimum production numbers after the first or
second years, all the points counting towards the Manufacturers’
Championship in the current year will be withdrawn and further penalties
may also be imposed.
1.4.4 Period
a. Once a motorcycle has obtained the homologation, it may be used for
racing in the corresponding class for a maximum period of:
i. Superbike and Superstock 1000: 8 years,
ii.
Supersport 600: 8 years
or until such time that the homologated motorcycle no longer complies
with the technical rules.
b. A homologation will be granted only if the fee has been paid.
c. The Manufacturer of the homologated model can request an extension of
a homologation before the end of the 8 year homologation period. The
FIM may grant a 2 year extension of the homologation period. All
Homologation documents must be updated to the latest standard but no
fee will be charged for a homologation extension.
8
1.5
NEW HOMOLOGATION, PARTS AND PRODUCT UPDATE
Any change or update in the specifications of the following parts of a FIM
homologated motorcycle will require a new homologation of the model:
a.
b.
c.
d.
e.
f.
g.
h.
i.
j.
k.
l.
m.
n.
New range of engine prefix numbers
New range of frame prefix numbers
Crankcase(s)
Throttle body assembly
Air box (complete, with injectors if change of injector model)
Frame: main dimensions [in relation to wheelbase, caster, steering head
angle, relative location of the swing-arm, relative location of rear shock
absorber(s) and linkages] weight, construction method and technology
ECU or electronic system is changed
Crankshaft
Con-rod
Piston
Camshaft
Valve
Suspension - manufacturer or design
Fairing shape – when considered ‘facelift’
FIM can consider granting a part and product update differing from above rule,
purely for the scope of production cost saving provided that at least the following
provisions are kept:
• Crankcase is not lighter* than the original homologated unit. The positions of
crankshaft, gearbox, frame attachments, main shafts and position of
cylinders remain unchanged (*apart casting method for mass production)
1.5.1 Differentiation of Homologated Machines
Parts that differ between different homologation dates of the ‘same’ model
may not be used on machines from another homologation date including
when sharing the model name, but excepting when the part is superceeded
for production reasons and also accepted by the FIM. 9
1.5.2 Homologation of Parts and Production Update
a. Product updates on any homologated parts (those included in x-,e-,fdrawings, form C and any sample parts) require a homologation update.
b. It is the manufacturer’s responsibility to notify the FIM and Superbike
Technical Director of any parts updates and or changes to part number of the
listed homologated parts.
c. The FIM will consider if the part requested for update can be homologated.
d. Application:
i. The manufacturer must send a notice to the FIM CCR/CTI Secretariat
requesting a homologation update not later than 30 days before the first
race in which the model containing new parts will compete.
ii. The application for homologation of these parts will require a copy of the
accompanying ‘Technical Bulletin/Part Update’ issued by the
Manufacturer to their official dealership network in every country or region
where the homologated model is available to the public.
iii. With the formal notice, the manufacturer is required to send the 1, 2 and 3
homologation forms, together with all relating documentation about the
parts and product update (the drawings of the old and new products/parts,
etc.) including a statement with the VIN-Number pertinent to the updated
parts and product, to the FIM CCR/CTI Secretariat, both in paper and
electronic form. e. If an inspection is necessitated then at the latest within one (1) week before
the homologation inspection by the FIM, manufacturers must ensure
themselves that the parts requested by the FIM are received at the indicated
place which will be in a European state.
All updated parts (assemblies) shall be accepted to be fitted on all further
units produced of the homologated model, without any dimensional
modifications or changes to other standard fitted parts of the homologated
model and not linked with other updated parts. Should multiple parts be
required to be changed then it shall be considered a new homologation. The
updated part may retrofitted, as long as it is a ‘superceeded’ part and the
preceding part is no longer produced and can be used without any
dimensional changes or modifications when assembled to other part(s) of the
homologated model preceding the model ‘update’..
Should an updated part not be retrofittable to machines from earlier
production the Manufacturer MUST provide the FIM with the VIN number at
which this update should be applied, If a manufacturer adopts a numbering
system out of sequence, they MUST supply the FIM with the list of the
motorcycles produced after the product / part update. The FIM will at their
discretion decide if this update shall require a new homologation or can be
regarded as a homologation update.
f. Parts from multiple suppliers will only be accepted if the design, specification,
materials and production methods are the same from all suppliers.
g. If parts from multiple suppliers differ in design then the updated or newer
parts will only be accepted if the alternative manufacturer part(s) are
10
originally fitted during production to a minimum of half the number of units
required for homologation. Should the updated part no longer be available or
the production machines revert to the original homologated part then the FIM
reserves the right to withdraw the approval of alternative manufacturer part at
any time.
Or
If parts from multiple suppliers differ in design then only the original part as
fitted during the homologation inspection will be accepted as homologated.
h. FIM may at its discretion decide that product updates result in a new
homologation. If more than 3 items need to be updated during the machine’s
life, a new homologation will be necessary.
i. Homologation of factory build option parts: Any part that is considered an
option but is fitted on the normal production line AND supplied for road use
can have an application made for homologation but must be fitted to a
minimum of 250 units of the homologated bike.
j. The FIM will withdraw the homologation if these rules are not respected.
11
1.6
List of Required Drawings
Assemblies may be individually represented on one page. Extra drawings
should be supplied if required by the machines specifics. Any drawings
that don’t apply should be ignored: * means .igs and .stp are additionally
required.
1.6.1 Engine drawings: (Drawing number/Part)
E1/1
E1/2
E1/3
E1/4
E1/5
E1/6
E1/7
E2
E3/1
E3/2
E3/3
E3/4
E4/1
E4/2
E4/3*
E4/4
E4/5
E5/1
E6/1
E7/1
E7/2
E7/3
E7/4
E7/5
E7/6
E8/1
E8/2
E8/3
E8/4
E8/5
E8/6
E9/1*
E9/2
E9/3
E10/1
E10/2
E11/1
E11/2
Throttle bodies and variable intake tract devices if used
Injector(s); sample of all different injectors, if used
Airbox
Air funnels
Air funnel activation mechanism
Airbox complete assembly (incl. air funnel, mechanism, injectors)
Ride by Wire Motor Assembly and full specification
Fuel pump and fuel pressure regulator
Crankcases – upper (Left)
Crankcases – center (Right)
Crankcases – lower
Crankcases Assembly
Cylinderhead
Cylinderhead, Cross section, incl. valve guide position
Combustion chamber detail
Cylinder if separate
Cylinder liner if removable
Intake camshaft (including gear)
Exhaust camshaft (including gear)
Intake valve
Intake valve spring inner
intake valve spring outer
Intake valve spring collet and retainer
Intake valve spring seat
Intake tappet/bucket/follower
Exhaust valve
Exhaust valve spring inner
Exhaust valve spring outer
Exhaust valve spring collet and retainer
Exhaust valve spring seat
Exhaust tappet/bucket/follower
Piston
Piston Ring Assembly
Piston Pin
Con-rod
Shell Bearings (crankshaft and big-end)
Crankshaft
Crankshaft machined area detail
12
E11/3
E12/1
E13/1
E13/2
E14/1
E14/2
E15/1
E15/2
E15/3
E16/1
E17/1
E18/1
E18/2
E18/3
Balance Shaft
Method camdrive
Primary Gear
Gearbox
Clutch Assembly including Basket
Clutch Basket - Views
ACG Assembly including stator and flywheel
ACG flywheel
Flywheel if separate from E15/1
Oil pump and drive system
Water pump and drive
Right side cover
Left side cover
Head or valve or Cam cover
1.6.2 Frame Drawings: (Drawing number/Part)
F1/1*
Main frame Side
F1/2*
Main frame Top View
F1/3*
Main frame Bottom View
F1/4*
Headstock detail
F1/5*
Main frame assembly, detailing engine, countershaft sprocket
and pivot positions
F1/6*
Steering head cup inserts
F1/7*
Swingarm pivot inserts
F1/8
Extra frame information if required – i.e. construction detail
F2
Rear Sub frame (if separate)
F3*
Fuel tank
F4*
RAM Air Tubes
F5/1*
Fairing Left
F5/2*
Fairing Right
F5/3*
Fairing Front
F6*
RAM opening (scale and dimensioned drawing)
F7
Seat
F8/1*
Front fender
F8/2*
Rear fender
F9/1
Fork bridge* (top)
F9/2
Fork bridge* (bottom) including stem
F10
Front fork assembly
F11*
Swing Arm
F12
Rear suspension unit
F13/1
Rear suspension linkage assembly
F13/2
Rear Suspension linkage detail
F13/3
Rear Suspension linkage detail
F13/4
Rear suspension unit top mount
F14/1
Front Axle
13
F14/2
F14/3
F15/1
F15/2
F16/1
F16/2
F17
F18/1
F18/2
F19/1
F19/2
F19/3
F20
F21
F22
F23/1
F23/2
F23/3
F23/4
Rear Axle
Swingarm Axle/Pivot
Front brake discs
Rear brake discs
Front brake calliper
Rear brake calliper
Rear calliper hanger
Front master cylinder
Rear master cylinder
Front wheel (type)
Rear wheel (type)
Cushion drive
Oil cooler
Radiator
Intercooler
Electronics ECU Diagram
Wiring Harness Diagram
Quickshift Sensor
CAN bus detail and description. Not for publication.
1.6.3 General View: (Drawing number/view of the motorcycle)
X1
X3
X5
X7
X9
X10/1
X10/2
Front view (faired)
Rear view (faired)
Left view (faired)
Right view (faired)
Top view (faired)
Vin Location Frame
Vin Location Engine
14
1.7
List of Required Pictures
According to the list of drawings.
For certain parts, extra pictures of the part may be required to show
special features.
End
15
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