Regulation Framework:
The first rule of Next Generation Supersport is (1) there are no tech regs. Instead, the class features a loose framework for modifications within the Balance of Performance concept. Next-generation rules don’t specify displacement limits, either, but the displacement does affect the number of engines allowed during the season. The 600s must complete 2.5 rounds per engines, the triples (<800cc) must complete 3 rounds per engines, and the big bore twins (>800cc) must complete 3.5 rounds per engine. Next Gen Supersport also specifies a weight framework as well. The bike cannot weigh less than 161kg, and it does not have to weigh more than 173kg. The bike-rider minimum weight is 242kg, but it’s not necessary to reach this minimum if the 173kg bike weight has been satisfied.
How is a class without displacement regulations balanced? With a spec ECU that runs specific torque maps for each homologated motorcycle. The engine map is adjusted based upon numerous undisclosed factors related to results, acceleration, top speed, etc. The spec ECU also has two-way telemetry to report everything to the stewards and a datalogger backup. The ECU keeps bike performance balanced, and effectively eliminates the need for traditional technical regulations.
The Impact on production motorcycles:
To predict the impact next-generation supersport regulations will have on the production market, the performance spectrum of the current class must be examined.
On one end of the spectrum (tuned harder than stock) are the old 600cc supersport bikes. The inline 4 cylinder engines that power these bikes will be discontinued in the near future, as European/Japanese emissions regulations make naturally-aspirated power density disadvantageous. To make the 600s competitive for supersport, the engines are run considerably harder in race trim than in stock form. The easiest way to generate the power needed for World Supersport competition, while also meeting global emissions regulations, is to increase displacement; therefore, the lower bound for production displacement could be in the 660cc to 675cc range.
Virtually all other homologated motorcycles exist on the opposite end of the performance spectrum (detuned from stock). The Panigale V2, Triumph 765, MV Agusta 800 RC, and Suzuki GSX-R750 make considerably more horsepower than their 600cc counterparts. In fact, the stock bikes produce more power than the next-gen supersport variants. This reduces the cost of competition (after initial development), but detuning the bikes for competition also makes them less spectacular on track and less interesting for spectators. The ideal displacement for triples and twins using the current BoP threshold is probably 700cc-720cc and 750cc-800cc, respectively.
The future of next-generation regulations:
But here’s the catch. If the 600s will be discontinued, and all existing “next generation” have superfluous performance in stock trim, will the FIM really require the industry to redesign their next gen bikes to mesh with the current BoP? Unlikely. The SBK Commission will probably increase the peak power threshold from roughly 130-135bhp to around 150-155bhp. The ideal production displacements will likely range from 750cc for 4-cylinder bikes to 1000cc for twins. Sound familiar?
