FIM SBK: Technical Regulation Guide

The new FIM Superbike balancing formula has matured so let's check out the technical regs, and see how much has changed:

Engines
- Rev Limited and balanced
- 96 AKI fuel (102 RON with slightly higher density than GP)
- Homologated crankcase, block, head, and gear housing
- For all intents and purposes, if any component is modified from stock, it must be re-homologated and made available to all participants
- Cylinder can be re-decked
- ECU is a homologated kit available to all teams for a price, the ECU must also operate an FIM datalogging system (for balancing)
- Exhaust is free provided position is unchanged and 110db limit is satisfied

Transmission
- one set of six gear ratios permitted per season
- gears are free but must be homologated
- front and rear sprockets are free
- seamless shift is banned unless on the stock motorcycle

Chassis
- Steering stem, swing arm pivot, suspension linkage are basically positioned as homologated
- Material can be added to the main frame, but it must be rehomologated and provided to all teams
- Swingarms are stock homologated or modified homologated and available to everyone
- Subframes are free
- Front and rear suspension components are homologated and price controlled
- Fuel tank as stock or approved modified homologated fuel tank expanded to 24L
- wheels must be aluminum and homologated

Brakes
- Calipers, master cylinders, discs, pads are all as homologated or from approved modification equipment with price controls

Analysis
Long story short, the old SBK rulebook created a tuning standard for all manufacturers. Tuning to the standard was expensive, and generated a great deal of proprietary technology that the manufacturers kept under lock and key. The new SBK balancing standard has effectively open sourced everything by introducing engine balancing and parts homologation. The manufacturers have equipped many SBK race parts to the production homologation special to make their bikes more attractive from a price standpoint.

In other words, it's a superstock rule book, with Superbike-ish homologation specials. This should allow the world and national championships the ability to adopt homogeneous rules, which could usher in a golden era over time.

Unfortunately, nothing is perfect, and WSBK does have a major headwind. All firing orders are not created equal, and the time/money investment to get the even firing order bikes to the front. Kawasaki prove it can be done, but Suzuki, Honda, and BMW will need to keep investing in electronics or a new production SBK engine.

Analysis Cont'd
The composition of Superbike racing teams will change substantially due to the new rulebook.

Under the old tuning standards, the teams were making performance modifications. For instance, they could create their own camshaft profiles, cast their own pistons, alter compression, port/polish and improve airflow. There was a performance difference between a Ten Kate supersport bike and a Buckmaster supersport bike because they had differing levels of sophistication and tuning philosophy. Unfortunately, the tuner aspect of the sport is basically gone.

Under the new tuning standards team responsibility has shifted towards electronic management. Not only ensuring that the bike is running correctly to the tuning standard, but also that data logging and telemetry to the SBK race stewards is working correctly. Then they gather more data about the performance of the bike and tires to help with team/manufacturer development.

The nature of homologation specials has also been altered by the new performance balancing rulebook. In the 750cc era, gear cams or 5-valves-per-cylinder were exotic systems designed to increase power output. The new rules spec power output, engine acceleration, etc. If a manufacturer equips exotic systems it's because they believe it will improves the function of the production bike or because they want you to have something awesome.