NEW RULES SHAKE IT UP
New technical steps include controversial mid-season changes in a bid to keep it close
The new technical regulations introduced in 2018 entered their second phase after the Aragon WSB race on Sunday. In a bid to balance performance, rev limits were introduced before the start of the season with the dominant factory Kawasaki squad of Jonathan Rea and Tom Sykes being pegged back the most.
Not only have engine revs been dramatically reduced since the start of the year, but further RPM restrictions could still come. After rounds three, six and nine the organisers have the power to turn each manufacturer’s revs up or down by 250 revs, should they deem it appropriate.
Now, with the third round of the championship over, it seems slightly ironic that the green machines, who are leading the championship standings thanks to Rea, are now allowed an engine upgrade as the first in-season technical changes take shape. The rules intended to balance performance are complicated but are essentially based around the accumulation of ‘concession points’. So how does it work? Concession points are awarded to manufacturers after each race. Three points for a win, two for second place and one for third. After Aragon, any manufacturer nine or more concession points behind the leader is entitled to any one of several parts in order to improve their engine. Thanks to the podium achievements of Ducati men Chaz Davies, Marco Melandri and Xavi Forés, combined with the struggles of Tom Sykes, Kawasaki have amassed nine fewer concession points than Ducati. Every manufacturer except Ducati is now entitled to an engine parts upgrade whenever they choose to use it. This is making life tricky for the organisers who must wait for concession part decisions to be made clear before deciding which manufacturers, if any, will gain or lose 250 revs.
FIM Technical Director Scott Smart spoke with MCN in Aragon and expressed his satisfaction with the system, pointing to close racing, three different winners and seven podium finishers to date. Ahead of the second race at Aragon, WSB Sporting Director Gregorio Lavilla revealed that the form seen so far suggests rev limit alterations are unlikely at this point. However, this hinges on whether a manufacturer elects to fit a concession part. Should this happen and the organisers feel too much of an advantage is gained, rev changes could be imposed. It’s awfully complex but all in the name of close racing. It is the organisers’ job to ensure the public enjoys great motorcycle racing. In a highly competitive world, the paddock is no exception and both sides of the argument are creditable. Much of the success of these rules is a matter of opinion, but with the ultimate goal being to increase viewership, perhaps the real question should be whether WSB’s promoters need to think more radically? How about compulsory pit stops, longer races, or competing on naked bikes? All debates for another day, perhaps.