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British GP2 Class in BSB from 2018.

Posted: November 24, 2017 at 2:57 pm   /   by   /   comments (0)

This is the press release and the new regulations in full for the new GP2 class that will line up as part of the British SuperBike Championship series in 2018.

British Championship promoters MSVR are pleased to confirm the establishment of a new racing category that will run alongside the Dickies British Supersport Championship.

The middleweight class for typically 600cc capacity machines has regularly provided some of the fiercest, closest racing ever seen and for nearly three decades has been exclusively restricted to production based models.

Following two years of evaluation, prototype machines of a similar specification to those seen at World and European Championship level in the Moto2 category will now be formally accepted into the British Championship.

The new category, designated British GP2 will allow for current Honda-powered Moto2 machinery that has been used in World or European Championship competition as well as new, independent constructor projects utilising any 600cc four cylinder or 675cc three cylinder engines to a technical specification very similar to Stock 600.

The British Supersport and British GP2 categories will race side by side and be separately classified – together with a background classification to see who is the best of the best.

Stuart Higgs, on behalf of series promoter MSVR commented: “This is a critical point for this racing category.  We have been concerned for some time that certain manufacturers have ceased producing 600cc sports bikes, which directly affects the sustainability of the Supersport class.

“The integration of independently constructed bikes with a racing chassis and a standard engine has proven to be equitable with the Supersport technical level of a standard chassis and a tuned engine.

“At World Championship level they are on the cusp of a migration to a new generation of Moto2 machines and engines which will allow the flow of previously unavailable equipment into the marketplace. This coupled with a resurgence in interest from independent engineering companies keen to develop bespoke racing hardware makes this the ideal time to refresh this highly important category of racing.

“Personally I’m extremely excited to see a new level of prototype machines in the British Championship, I think that the public will appreciate the spectacle and for riders and teams to be exposed to chassis development will be an incredible benefit for their advancement.”
The full technical regulations for the class are below.

5.2.8 MCRCB BRITISH GP2 TECHNICAL REGULATIONS

Machines competing in the British GP2 Championship must comply with the MCRCB BRITISH GP2 CHAMPIONSHIP REGULATIONS. These are as follows and are correct as of the printing of these regulations but which are subject to any amendments made by the MCRCB which will be issued by means of an MCRCB Bulletin.

5.2.8 The British GP2 class is intended to accommodate non-homologated chassis specifications and technology.

For clarification purposes these will be described as follows:

British GP2. Machines using a full prototype or modified production chassis, swing arms, upper and lower yokes, bodywork and fuel tanks and using any three or four cylinder engine, listed on the FIM Supersport or Superstock homologation list.

Moto2 Machines that have previously competed in the Moto2 World Championship or Moto2 European Championship (CEV) equipped with Honda CBR 600 engines and be manufactured before 1st January 2018 these machines must only use the Honda CBR 600 engine or Honda CBR 600 engines built to the Externpro specification. Proof of previous ownership must be provided.

GP 2 CLASS SPECIFICATIONS

EVERYTHING THAT IS NOT AUTHORISED AND PRESCRIBED IN THIS RULE IS STRICTLY FORBIDDEN

All motorcycle must comply in every respect with all the requirements for Road Racing as specified in the Technical regulations

5.2.8.1 Machine Specifications
Selected items mentioned in the following must be homologated by MCRCB/MSVR. A list of homologated parts will be supplied to the teams and manufactures.

5.2.8.2 Balancing various motorcycle concepts
In order to equalize the performance of motorcycles with different engine configurations, changes in the minimum weight can be applied according to their respective racing performances. The decision about applying a handicap system to a respective team can be taken by MCRCB/MSVR at any time.

These handicaps will follow the system like described in 5.2.6.2 of the Superbike regulation, but will be adapted to the GP2 class.

5.2.8.3 Engine configurations and Displacement capacities Over 400cc up to 600cc 4 stroke 4 cylinders
Over 500cc up to 675cc 4 stroke 3 cylinders

The displacement capacities must remain at the homologated size. Modifying the bore and stroke to reach class limits is not allowed.

5.2.8.4 Minimum Weights
A combined rider and machine weight of 222 kg for both 600cc 4 cylinder / 675cc 3 cylinder machines

Machine will be weighed with rider dressed as to race including helmet. The addition of weight, including fuel or water after practice or race is not allowed.

There is no tolerance on the minimum weight.

During the practice and qualifying sessions every rider may be asked to submit his motorcycle to weight control, in any case the rider and team must comply with this request

The use of ballast is allowed to stay over the minimum weight limit The use of ballast and weight must

The use of MMC (Metal Matrix Composite) and FRM (Fibre Reinforced Metal) materials is forbidden on

any part of the motorcycle. The use of titanium in the construction of the frame, the front forks, the handle-

bars, the swinging arm/spindles, and the wheel spindles is forbidden. For wheel spindles, the use of light

alloys is also forbidden.

be declared to the Chief Technical Officer at the preliminary checks.

5.2.8.5Number Plate Colours
Front: White background, Red numbers
Side: Any colour background with a contrasting colour number that is clearly defined from the background and complies with G3.29.3. To help identification the numbers should be surrounded by a single black line of at least 5mm thickness.
In case of dispute concerning the legibility of numbers, the decision of the MCRCB will be final.

5.2.8.6Fuel
The MCRCB Control Fuel must be used in every practice, qualifying session and race. This is supplied by WP Racing; see F-Championship Conditions and any Bulletins issued by MSVR.

5.2.8.7 Tyres
The MCRCB will impose a selection of Pirelli controlled tyres. Further conditions will be stated in any Bulletins issued by MSVR/Series Organisers.

The use of tyre warmers is allowed.
Any modification (cutting, grooving) is forbidden.

A tyre usuage limit applies for the race weekend (free and qualifying practices, warm up and race) which is as follows.
Four Rear (dry) tyres and Four Front (dry) tyres which apply only to the use of 120/180 Pirelli Slick tyres. The use of full wet tyres is not restricted.

No tyre change is permitted during a dry race in a Red Flag interruption (including a dry race interrupted with less than 3 laps of its duration completed by the leader), other than when the race status is changed to “Wet” and/or authorisation to change tyres is announced by race control – see E 1.10.

In the event of a exceptional tyre change authorised by the Chief Technical Official in the case of a proven tyre failure, the rider must start the re-start from the back of the grid or the pit lane exit.

Any other unauthorised tyre change will result in a penalty.

5.2.8.8 Engine.
All engines must comply with BSB Superstock 600 Technical regulations unless stated otherwise.

The series aims to have a performance ceiling of 125BHP. All machines will be tested on the BSB Dyno. Weight and/or rev limit and/or other sporting penalties will be applied to breaches of this.

5.2.8.9 Fuel injection systems
Fuel injection systems refer to throttle bodies, fuel injectors, variable length intake tract devices, fuel pump and fuel pressure regulator.

The original homologated fuel injection system must be used as was supplied with the original donor engine.

Throttle bodies intake insulators may be modified.

The injectors must be standard units as on the homologated engine. Bell mouths, including their fixing points, may be altered or replaced from those fitted by the manufacturer on the original homologated donor engine.

Butterfly’s cannot be changed or modified. 5.2.8.9.10

Cylinder Head

No modification are allowed.

No material may be added or removed from the cylinder head
The head gasket cannot be changed from the standard homologated one

Valves, Valve seats, Valve guides, Valve springs, Tappet buckets, cotters, spring base, shims, Oil Seals, spring retainers must be as originally produced by the manufacture for the homologated Engine.

5.2.8.9.10.1

Camshaft

No modification allowed. (Honda Externpro specification is exempt and must use Honda Externpro cams). The method of drive must remain as homologated.
Cam timing cannot be altered from the engine manufactures homologated timing.

5.2.8.9.10.2

Cam sprockets or gears

No modifications allowed

5.2.8.9.11

Cylinders

Cylinders no modifications are allowed.

5.2.8.9.11.1

Pistons

No modifications are allowed.

5.2.8.9.11.2

Piston Rings

No modifications are allowed.

5.2.8.9.11.3

Piston Pins and Clips

No modifications are allowed.

5.2.8.8.9.11.4

Connecting Rods

No modifications are allowed.

5.2.8.8.10

Crankshaft

No modifications are allowed. Polishing and lightening is not allowed.

5.2.8.8.11

Crankcase/Gearbox and all other Engine Cases (i.e. ignition case, clutch case).

Crankcases must remain as homologated. No modifications are allowed.
Crankcases must remain as homologated. No modifications are allowed (including painting, polishing and lightening).

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.

5.2.5.8.11.1

Lateral covers and protection

Lateral (side) covers may be altered, modified or replaced. lf 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.

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.

Plates or crash bars from aluminium or steel also are permitted in addition to these covers. AII of these devices must be designed to be resistant against sudden shocks, abrasions and crash damage.

MCRCB approved covers will be permitted without regard of the material.

The Chief Technical Officer has the right to forbid any cover, if the evidence shows the cover is not effective.

5.2.8.8.12 Transmission/Gearbox
All transmission/gearbox ratios, shafts, shift drum and selector forks may be altered or replaced. The design concept must remain the same as the original homologated parts.

Only one set of gear ratios may be selected for the season. The chosen ratios must be declared to MSVR technical control. Should a team subsequently present a determinable engineering or other, unavoidable, proven hardware supply issue then a once only change of gearbox ratios may be authorised by the Chief Technical Official. In the event of a team taking this once only option the rider(s) concerned must start the first race at the first event using the new ratios with a +6 grid position penalty.

Primary gears (and ratio) must remain as homologated.
Countershaft sprocket, rear wheel sprocket, chain pitch and size can be changed. An aftermarket quick shifter may be fitted.

5.2.8.8.13 Clutch
An aftermarket slipper clutch may be used (Wet or Dry) and the operating method (Cable or Hydraulic) must remain as the homologated donor engine.
No blipper systems can be used
The addition of an air bleed system may be used.
Back control torque springs and there number may be changed.

5.2.8.8.14 Oil Pumps, water pumps and Oil Lines
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.

Oil pump and water pump no modifications are allowed.

5.2.8.8.15 Radiator and oil coolers

Design and construction of the cooling system is free, provided it only use an aluminium alloy throughout its construction.
It is the teams/riders responsibility to ensure that the radiator meets the engine operating parameters specified by the official Supplier or those of the homologated engine used as a donor.

The standard homologated oil cooler for the donor engine is mandatory, additional oil coolers are not permitted.

5.2.8.8.16 Air Box
The air box must remain as originally produced by the manufacturer of the donor engine.

The resonance chamber on top of the airbox lid may be changed, modified or removed, (this applies only to Moto2 machines made before 1st January 2018)

The air filter element may be removed or replaced. The air box drains must be sealed.

All motorcycles must have a closed breather system. The oil breather line must be connected and discharge in the airbox.

5.2.8.8.17 Fuel Supply
The fuel pump may be changed to accommodate the prototype tank.

The fuel pressure must be as was originally designed on the original donor engine.

Fuel lines from the fuel tank up to the injectors (fuel hoses, delivery pipe assembly, joints, clamps, fuel canister) may be replaced.

The fuel line(s) going from the fuel tank to the fuel injection system must be located in such a way

A catch-tank may be fitted in the engine breather between the engine and airbox. The catch tank is

solely for the purpose of collecting engine fluids, no other functions (such as pressure modification) are

permitted and breather connections may only be directly between the engine, catch tank and airbox.

The catch tank and connections must be visible for inspection at all times (that is, not permanently built

into the chassis or other parts).

that they are protected from possible crash damage.
Quick connectors or dry brake quick connectors may be used. Fuel vent lines may be replaced.

Fuel filters may be added. 5.2.8.8.18 Exhaust System

Exhaust pipes and silencers may be modified or changed. Catalytic converters must be removed.

For safety reasons, the exposed edge(s) of the exhaust pipe(s) outlet(s) must be rounded to avoid any sharp edges.

Wrapping of exhaust systems is not allowed except in the area of the riders foot or an area in contact with the fairing for protection from heat.

The noise limit for all classes will be 107 dB/A (with a 3 dB/A tolerance after the race. There is also an equipment tolerance of 2dB/A, the actual maximum reading before race or practice is 109 dB/A and after the race or practice is 112dB/A.

5.2.8.9 Electric and Electronics 5.2.8.9.1 ECU/ Engine Control Unit

A manufactures “Kit ECU” may be used from the MCRCB Supersport approved list, also any other approved ECU by the MCRCB/MSVR, but must have the same functionality as Supersport.

No Traction control is allowed, any ECU with this capacity must have the functionality disabled.

Maximum Rev Limit:

5.2.8.9.2 Generator, alternator, electric starter No modifications allowed

The electric starter must operate normally and always be able to start the engine during the event.

5.2.8.9.3 Additional Equipment
Additional electronic hardware equipment may be added (e.g. data acquisition, one rear wheel speed sensor for data logging ONLY, computers, recording equipment)

Note: No front wheel speed sensor is permitted in any circumstances

The addition of a device for infra-red (IR) transmission of a signal between the racing rider and his team, used exclusively for lap timing, is allowed.
The addition of a GPS unit for lap timing/scoring purposes is allowed.

Telemetry is not allowed. .

5.2.8.9.4 Wiring Harness
The wiring harness may be altered or replaced. Additional wiring harnesses may be added. Cutting of the wiring harness is allowed.

5.2.8.9.5 Battery
The size and type of battery may be changed and relocated.

5.2.8.10 Frame Body
The main frame must be a prototype chassis or a modified version of a production homologated chassis.

5.2.8.10.1 Frame Body and Rear sub-frame

5.2.8.10.11 for further information regarding the rear subframe).
Holes may be drilled on the frame only to fix approved components (i.e. fairing brackets, steering damper mount, sensors).

The sides of the frame-body may be covered by a protective part made of a composite material. These protectors must fit the form of the frame.

600cc 4 cylinder models

Standard plus 750rpm not exceeding 16,000 rpm

675cc 3 cylinder models

Standard plus 600rpm not exceeding 15,200 rpm

The chassis, rear subframe must be of a prototype design and construction of which its free. (Please see

clause

The paint scheme is not restricted. but polishing the frame body or sub-frame is not allowed.

5.2.8.10.2 Front Forks
Forks used must be homologated by the series organiser.

[Details will be published regarding Ohlins and K-TECH material and pricing]

Exception: for the 2018 season: Moto 2 Machines manufactured before 1st January 2018 may utilise the forks hardware of the motorcycle as originally sold and competed in other championships. In the event of replacement hardware being required this must conform to the series specified parts.

Steering damper may be added.

The steering damper cannot act as a steering lock limiting device. 5.2.8.10.3 Rear Fork (Swing arm)

A chain guard must be fitted in such a way to reduce the possibility that any part of the riders’ body must become trapped between the lower chain run and the rear wheel sprocket.

Rear wheel stand brackets may be added to the rear fork by welding or by bolts. Brackets must have rounded edges (with a large radius). Fastening screws must be recessed. An anchorage system or point(s) to keep the original rear brake calliper in place may be added to the rear swing-arm
.

5.2.8.10.4 Rear Suspension Unit
Rear suspension unit used must be homologated by the series organiser

Moto2 Machines manufactured before 1st January 2018 may utilise the unit supplied with the machine but if replaced must be one from the MCRCB/MSVR approved list.

Rear suspension unit spring(s) may be changed.
No aftermarket or prototype electronic ally-controlled suspensions can be used.

Rear suspension linkage may be an adjustable unit. Link plate design is open. 5.2.8.10.5 Wheels

Must be made from alloys

The use of the following alloy materials for wheels is not allowed Beryllium (>=5%), Scandium (>=2%), Lithium (>=1%)

Wheel rim diameter size Front and Rear 17 inch

Front wheel rim width 3.50 inches or 3.75 inches Rear w heel rim width 5.50 inches or 6.00 inches

5.2.8.10.6 Brakes
Motorcycles must have a minimum of one brake on each wheel that is independently operated.
Only brake discs of ferrous materials are allowed.
Caliper & master cylinder are open but must be homologated by the series organiser. Motorcycles must be equipped with brake lever protection, intended to protect the handlebar brake lever(s) from being accidentally activated in case of collision with another machine.
Such devices must be strong enough to function effectively and designed so that there is no risk for the rider to be injured or trapped by it, and it must not be considered a dangerous fitting (at the sole discretion of the Technical Director).
Anti-lock Brake Systems (ABS) are not permitted. Braking inputs must be powered and controlled solely by the rider’s manual inputs. Conventional hydraulic hand/foot controls such as master/slave cylinders for brake systems are allowed.
No increase or control of brake pressure by electronic or mechanical systems apart from

The Swing Arm may be a prototype the design and construction of which is free but may only be

constructed from alloy or from a homologated Supersport donor.

the rider’s direct manual inputs are allowed. Specifically, brake systems designed to prevent the wheel from locking when the rider applies the brake are forbidden

Front and rear hydraulic brake lines must be of braided steel type and readily available on the open market from an established manufacturer. Quick connectors may be used. The split of the front brake lines for twin front brake calipers must be made above the lower edge of the fork bridge (lower triple clamp).

Front and rear brake pads may be changed. Brake pad locking pins may be modified for quick change type.

Additional air ducts are allowed.

5.2.8.10.7 Handle Bars and Hand Controls
Handle bars, throttle assembly and associated cables, hand controls and levers must be readily available on the open market from an established manufacturer.

5.2.8.10.8 Foot Rest/Foot Controls
Foot rest/foot controls must be readily available on the open market from an established manufacturer.

Foot rests may be rigidly mounted or a folding type which must incorporate a device to return them to the normal position.

The end of the foot rest must have at least an 8mm solid spherical radius. 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 Chief Technical Officer has the right to refuse any plug not satisfying this safety aim.

5.2.8.10.9 Fuel Tank

Fuel tanks are open in design but must be made from aluminium or from a homologated Supersport donor.
The Technical Director may require the team to exchange any parts of the fuel system for another standard part, at any time.

No exotic materials maybe used to include Carbon Fibre.
All fuel tanks must be filled with fire retardant material (open- celled mesh, i.e. “Explosafe®”).

Fuel tanks with tank breather pipes must be fitted with non-return valves that discharge into a catch tank with a minimum volume of 250 cc made of a suitable material.

Fuel caps when closed, must be leak proof. Additionally, they must be securely locked to prevent accidental opening at any time.

5.2.8.10.10 Fairing/Body Work
All bodywork is of an open design or in principle from a homologated Supersport machine but must be

produced from fibreglass. All exposed edges must be rounded Moto2 machines may use carbon fibre

The lower part of the fairing must be constructed to hold in case of an engine breakdown, at least half the total oil and coolant capacity (minimum 5 litres)

The lower edge of any openings must be positioned at least 50mm above the bottom of the fairing. 5.2.8.10.11 Subframe/Seat

A Carbon Fibre monocoque seat unit is allowed and free in its construction. Kevlar may be used around the frame mounting and any fixing points only.

All exposed edges must be rounded.

5.2.8.10.12 Fasteners
Fasteners of any material and design maybe used.

Aluminium fasteners may only be used in non-structural locations.

Titanium fasteners may be used in structural locations, but the strength and design must be equal to or exceed the strength of the standard fastener it is replacing.

Special steel fasteners may be used in structural locations, the strength and design must be fit for purpose.

Fasteners may be drilled for safety wire.
Fairing/body work fasteners may be of the quick disconnect type.

5.2.8.13 The following items MUST BE PRESENT
Motorcycles must be equipped with a functional ignition kill switch or button mounted at least on one side of the handlebar (within reach of the hand while on the hand grips) that is capable of stopping a running engine.

It is recommended that machines be equipped with a red light on the instrument panel. This light must flash in the event of oil pressure drop.

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, oil lines, oil coolers, etc.)

All motorcycles must have a closed breather system. The oil breather line must be connected and discharge in the airbox.

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.

5.2.8.15 RAIN LIGHT

All motorcycles must have a functioning red light mounted at the rear of the machine to be used in rain or low visibility conditions as instructed by Race Control. The team must ensure that the light is switched on whenever a rain tyre is fitted on the motorcycle and/or when any practice or race is declared “wet” by Race Control.

Lights must comply with the following:
a) lighting direction must be parallel to the machine centre line (motorcycle running direction), and clearly visible from the rear at least 15 degrees to both left and right sides of the machine centre line.
b) mounted on the seat/rear bodywork approximately on the machine centre line, in a position approved by the Chief Technical Officer. In case of dispute over the mounting position or visibility, the decision of the Chief Technical Officer will be final.
c) power output/luminosity equivalent to approximately: 10 – 15W (incandescent) 0.6 – 1.8 W (LED).
d) the switch must be accessible.
e) rain light power supply may be separated from the motorcycle main wiring and battery.

THIS IS A NEW CHAMPIONSHIP AND A PANEL CONSISTING OF TEAMS, THE PROMOTER/ORGANISER AND KEY SUPPLIERS WILL BE ESTABLISHED TO REGUARLY REVIEW THESE REGAUALTIONS IN THE FORMATIVE SEASON.