Friday, November 18 2011
The Grand Prix Commission, composing: Carmelo Ezpeleta (Dorna, Chairman), Ignacio Verneda (FIM Executive Director, Sport), Hervé Poncharal (IRTA) and Takanao Tsubouchi (MSMA), in the presence of Javier Alonso (Dorna) and M. Paul Butler (Secretary of meeting), in a meeting held in Valence, 05 November, unanimously decided the following will be implemented, with immediate effect:
1.15.1.1
MotoGP Class:
From 2012, private testing of MotoGP class machines may be carried out by any rider, subject only to a limit on the total number of tyres being supplied by the official MotoGP tyre supplier. Further, finalising details of this will be confirmed at the next GPC meeting in December.
It was also agreed that manufacturers may use any rider for the completion of their 2011 testing programme during November 2011.
2.3.7
As an exception to Aricle 2.3.7, it will be possible to break seals if all following conditions apply:
a) The machine is entered by a CRT team.
b) For the sole purpose of changing the gearbox and/or primary ratios, on an engine design where seals need to be removed for internal gearbox access.
c) Under direct supervision of Technical Director and staff, at a time and place determined by the Technical Director.
2.5.1
The revised listing of minimum weights permitted:
- Moto3: motorcycle & rider 148kg
- Moto2: motorcycle 140kg
- MotoGP up to 800cc motorcycle 150kg, 801 – 1000cc motorcycle 153kg
2.7.3.3
MotoGP class:
Carbon brake discs must be one size for 320mm outside diameter- only 2 standard choices of disc mass are permitted.
As an exception for 2012 season only, machines entered by a CRT team are allowed to use carbon brake discs of another size.
2.7.3.4
In all classes:
Proportion of ceramic composite materials in brake discs must not exceed 2% by mass.
Ceramic materials are defined as inorganic, non metallic solids (e.g. Al2O3, SiC, B4C, Ti5Si3, SiO2, Si3N4).
2.7.3.5
Motorcycles must be equipped with brake lever protection to protect the handlebar brake lever(s) from being accidentally activated in the unanticipated case of collision with another machine. Acceptable protection comprises the fairing extending sufficiently to cover brake lever, as viewed from the front. Such devices must be strong enough to function effectively and designed so that there is no risk or injury or entrapment for the rider- it must not be considered a dangerous fitting (at discretion of individual Technical Directors).
In case the brake lever protection is attached to any part of the braking system (eg. brake master cylinder), then the brake system manufacturer must officially confirm in writing to the Technical Director that the device does not interfere with the proper brake operation.
