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Steward(s) are not permitted to participate in a race as competitors at the event where they are listed on the permit.
Steward(s) are not permitted to participate in a race as competitors at the event where they are listed on the permit unless it is a Club Off Road Trial only requiring a Grade 2 official. The Steward can compete at a Club Trial on the understanding their official duties take precedent.
The new rule (3.1.2) which was introduced in October 2025 is a significant change and overturns what had previously been agreed for club trials. At club trial events the Steward and COC have been allowed to compete since 2016. This was done with full agreement from the past officials’ commissioner (Craig Mills). It was understood that should a matter requiring attention arise, the officials would stop riding to attend to it.
At trials each marked out section is only ridden by one rider at a time. Riders are not racing together on the same track and speeds are low. There are no flags and flag marshals.
The role for the Steward at a club trial event is to have an overview of rider sign on, licence checks, helmet checks, plus riders briefing.
Once the club trial starts the Steward and COC have no further role unless there is a major injury. It is very rare for any incidents to occur that need the attention of the officials.
One of the significant issues facing trials is lack of officials for events. Rider numbers at club trial events are small and it can be difficult to get officials. Previously riders could take turns doing their bit prior to the event start, then compete in the event themselves. The new rule prevents them from riding and will make it even more difficult to get officials.
Steward(s) are not permitted to participate in a race as competitors at the event where they are listed on the permit unless:
1). The event is a Club Trial, Trials Training Day or Trial Fun Day (requires only a grade 2 official)
2).If during the course of the event there is an incident, the Steward would stop riding to deal with it. The Steward would not continue riding until the incident was resolved as much as possible on the day.
1. Rule 3.1.2 was recently introduced and it overturn what had previously been agreed and practised for trials. It seems that Trials was not considered in its introduction and this needs correcting.
2. By definition Rule 2.53 Race: A competition in which speed is the factor determining the result. So Trials does not fit this description.
Yet Rule 6.9a states For Enduro or Trials a race means the competition of the day.
This is contradictory but it is probably too difficult to change rule 6.9a as Race is used in so many places in MOMS
3. If Trials is not a race then rule 3.1.2 does not apply to Trials Stewards
4. Radio communications is not common at Trials, is not necessary and would be a burden on small clubs. In Trials, it is prudent for officials to circulate around the various sections to ensure the event is running smoothly and there are no issues. Hence they can be difficult to locate. They often can be located much quicker if they are riding the sections. Other riders often know their whereabouts.
5. Riding, the Steward is often close to any incident or can quickly ride there. They can also travel quickly to locate medics or request further assistance
6. Until recently many Trials Stewards believed they could ride as per the rule change above suggests. We were told verbally at officials training that this was the case. Possibly the introduction of rule 6.9a or similar has changed the situation for Trials Stewards.
7. Many trials groups / clubs are quite small and to have Stewards not being able to ride at club events would cripple the clubs to the point many would not be able to run a club Trial
8. If Trials Stewards cannot ride at Club events then they would probably resign. No officials – no event – no club – no Trials in NZ
9. We need to encourage Stewards, not put unnecessary hurdles in their way
10. Trials Stewards have been riding at Club Trials for years with no problems. Why should this not continue
CoC(s) are not permitted to participate in a race as competitors at the event where they are listed on the permit unless:
i) It is a club event only requiring a Grade 2 Official
ii) There is another Grade 2 or higher CoC present
iii) That the other Grade 2 or higher CoC is listed on the permit for that event
iv) The other CoC fulfils those duties while the other CoC competes
v) If the permitted event is running two tracks concurrently all CoC roles must be fulfilled at all times
CoC(s) are not permitted to participate in a race as competitors at the event where they are listed on the permit unless:
i) It is a club event only requiring a Grade 2 Official
ii)There is another Grade 2 or higher CoC present
iii) That the other Grade 2 or higher CoC is listed on the permit for that event
iv) The other CoC fulfils those duties while the other CoC competes
v) If the permitted event is running two tracks concurrently all CoC roles must be fulfilled at all times
OR
vi) The event is a Club Trial, Trials Training Day or Trials Fun Day (requires only a grade 2 official) provided that If during the course of the event there is an incident, the CoC(s) would stop riding to deal with it. The CoC(s) would not continue riding until the incident was resolved as much as possible on the day.
1. Rule 3.1.3 was recently introduced and it overturn what had previously been agreed and practised for Trials. It seems that Trials was not considered in its introduction and this needs correcting.
2. By definition Rule 2.53 Race: A competition in which speed is the factor determining the result. So Trials does not fit this description.
Yet Rule 6.9a states For Enduro or Trials a race means the competition of the day.
This is contradictory but it is probably too difficult to change rule 6.9a as Race is used in so many places in MOMS
3. If Trials is not a race then rule 3.1.3 does not apply to CoC(s)
4. Radio communications is not common at Trials, is not necessary and would be a burden on small clubs. In Trials, it is prudent for officials to circulate around the various sections to ensure the event is running smoothly and there are no issues. Hence the COC can be difficult to locate. They often can be located much quicker if they are riding the sections. Other riders often know their whereabouts.
5. Riding, the CoC(s) is often close to any incident or can quickly ride there. They can also travel quickly to locate medics or request further assistance
6. Until recently many Trials CoC(s) believed they could ride as per the rule change above suggests. We were told verbally at officials training that this was the case. The introduction of the current rule 3.1.3 last year has changed the situation for Trials CoC(s)
7. Many trials groups / clubs are quite small and to have CoC(s) not being able to ride at club events would cripple the clubs to the point many would not be able to run a club Trial
8. If Trials CoC(s) cannot ride at Club events then they would probably resign. No officials – no event – no club – no Trials in NZ
9. We need to encourage CoC(s), not put unnecessary hurdles in their way
10. Trials CoC(s) have been riding at Club Trials for years with no problems. Why should this not continue
New Rule Wording: For Off Road Trial events run under chapter 23, rule 3.1.3 is replaced by the following:
(i) For club trial events the CoC may compete on the understanding their official duties take precedent.
(ii) For National and Island Trials Championship events the CoC can either be a single non riding CoC or two riding CoCs approved by the event steward. Where the CoC is competing, it is on the understanding their official duties take precedent.
Continuity of Off Road rule
Stewards must be visible by wearing an MNZ marked ‘Steward’ vest (Hi-Vis Yellow). This vest may not have club, sponsor or event branding.
The Clerk of Course must be visible by wearing a MNZ marked ‘Clerk of Course’ vest (Hi-Vis Orange). This vest may have other branding.
Green vests may be worn by MNZ series Race Directors & Riders Representatives.
All other Officials should wear the ‘Hi-Vis Orange’ colour but none may be marked to give the impression they are the Steward or Clerk of the Course.
Visibility of Officials
To ensure officials are readily identifiable, the following vests (Hi-Vis) colours must be used:
Vest Colour Designated Role
Hi Vis Yellow Stewards. Vests must not display club, sponsor, or event branding.
Hi-Vis Orange Clerk of the Course. Vests may display other branding.
Hi-Vis Orange Other Officials. Vests must not be marked or identified in a manner that could lead participants or spectators to believe the wearer is the Clerk of the Course.
Green (optional) Maybe worn by MNZ Series Race Directors and Riders' Representatives.
Black Machine Examiners / Technical Team.
Pink Parent Helpers for Mini Track events only
As designated by MNZ Accredited Media
No person may wear a vest or high-vis garment that could reasonably be confused with an official MNZ designation or colour allocation.
No reason for change supplied
All events require a permit from the MNZ Office. A permit must be displayed at the event, and the permit number and MNZ Logo must be shown on all paid media advertising and all printed entry forms for events, posters, programmes, including those on club websites. Where a local body requirements or exemptions exists those requirements of exemptions shall prevail. Proof of such requirements or exemptions shall be made available to the Steward of the Meeting.
All events require a permit from the MNZ Office. A permit must be displayed at the event, and the permit number and MNZ Logo must be shown on all paid media advertising and all printed entry forms for events, posters, programmes, including those on club websites. Event Entries shall not be opened until the permit is approved. Where a local body requirements or exemptions exist those requirements of exemptions shall prevail. Proof of such requirements or exemptions shall be made available to the steward of the meeting.
If the permit is not approved prior to entries being opened then the supp regs and entry form may include inaccurate information that could include changes to how the event is run or class specifications
Ages for Purchasing One Event Licences:
Off Road Events: 4 years Motocross and Trial, 10 years Cross Country, 12 years Enduro All other events: 16 years & over
Should a rider be between the ages 4 and 18 a parent or guardian must sign the One Event Licence.
Ages for Purchasing One Event Licence:
Off road events: 4 years motocross and trial, 7 years Cross Country, 12 years Enduro. All other events 16 years and over. Should a rider be between the ages 4 and 18 a parent or guardian must sign the one event licence
The age of Cross Country has changed to include minis so just changing to update to include 7 years for xc.
6.5 The Clerk of the Course, together with the Secretary of the meeting, shall have the power to change the order of the events as shown on the official programme, subject to all competitors being notified prior to the start of such change.
The Clerk of the Course, together with the Steward of the meeting, shall have the power to change the order of the events as shown on the official program, subject to competitors being notified to the start of such change. (This may include the combining of classes with or without split starts)
The steward is responsible for adherance to the rules and Clerk of the Course are responsible for the running of the meeting. As such they are best equipped to fully understand which classes may be combined or split started, order of classes etc. Often the secretary of the meeting has no officials training so unfair to expect them to know all the rules
Riders who miss a peg or leave the designated track, must slow down and return to the track as soon as it is safely possible without gaining an advantage, race position or damaging track markings.
Should an advantage or gain in a race position happen from the incident, or damage be done to the circuit markings while returning, the rider may be penalised.
Riders who miss a peg or leave the designated track, must slow down and return to the track as soon as it is safely possible without gaining an advantage, race position or damaging track markings.
Should an advantage or gain in a race position happen from the incident, or damage be done to the circuit markings while returning, the rider may be penalised. Intentionally damaging or riding on the wrong side of track markers may also be penalised
This is a major problem at some venues, where track (road) markers are fair game. The current rule addresses ‘accidental’ excursions from the track. However the vast majority of such incidents or damage to track markers, are intentional.
It starts by riders forming a new line closer to the track marker causing contact, whacking the track marker with a foot peg or riding over it till the markers are flattened or destroyed. Creating a better line missing the original track marker or riding inside the track markers to begin with. Like wise blowing track markers out of the ground with the back wheel on the outside of turns. Our club used to have six 200 litre barrels of road markers, struggling to put together three currently. . New $24 each.
This addition will make the rule easier to implement.
Part of rule 6.17b being changed: Yellow: Held stationary – no jumping – go slow. A jump is defined when both wheels clear the jump, more than approximately a metre in height.
Yellow: Waved – SLOW DOWN NOW – proceed with extreme caution, no overtaking until the danger is passed, be prepared to stop. No jumping. A jump is defined when wheels clear the jump, more than approximately a metre in height.
Part of rule 6.17b proposed change: Yellow: Held stationary – no jumping – go slow. A jump is defined when both wheels leave the ground for more than 1.5m in distance or 0.5m in height
Yellow: Waved – SLOW DOWN NOW – proceed with extreme caution, no overtaking until the danger is passed, be prepared to stop. No jumping. A jump is defined when both wheels leave the ground for more than 1.5m in distance or 0.5m in height
The existing rule allowed to much leeway on jumping so very hard to give infringements
Part of rule 6.17b being changed: The following flags will be recognised as the standard colours to be used as signals to riders during a race or practice session:The flags may be used in conjunction with lights at any flag point. However, the flags are to remain as the primary signalling method. Lights must not be used solely in place of a flag marshal. An explanation of the lights function must be made to the riders at riders briefing.
The amendment to using lights at tracks comes into effect from 1 February 2026.
Part of rule 6.17b proposed change: The following flags will be recognised as the standard colours to be used as signals to riders during a race or practice session: The flags may be used in conjunction with lights at any flag point. However, the flags are to remain as the primary signalling method. Lights must not can be used solely in place of a flag marshal as long as the light is minimum size 450mm x 300mm have a solid yellow light for stationary yellow and flashing yellow for waved yellow. An explanation of the lights function must be made to the riders at riders briefing.
Making it safer on track for Flaggies by not having them on the side of tracks, also allowing clubs to have to find less people every time as some clubs require up to 20 flaggies with current rules
8.1 Protective Clothing:
Protective clothing must be examined by a competent official of MNZ prior to being used in each competition event. The minimum standard of protective clothing for events shall be as follows in this chapter.
Protective Clothing
Protective clothing must be examined by a competent official of MNZ prior to being used in each competition MNZ permitted event. The Steward of their deputy is empowered to reject or prohibit the used of any protective clothing or safety equipment that does not comply with the requirements of this chapter, or is considered damaged, defective, modified, or otherwise unsafe.
The minimum standard of protective clothing shall be as follows in this chapter.
No reason for change supplied
Riders with long hair should tie it up in a bun, or braid and tuck it into their shirt.
Riders with long hair should tie it up in a bun, or braid and tuck it into their shirt must secure it so it does not obstruct vision, affect helmet fit, or become entangled with the motorcycle or equipment. Hair should be kept inside the helmet where possible without compromising correct helmet fit or certification
The updated wording aims to provide clearer, more consistent guidance for both riders and officials across all disciplines. The focus is on safety — ensuring long hair does not obstruct vision, interfere with correct helmet fit, or pose a risk of entanglement with the motorcycle or equipment. The revised wording removes ambiguity, aligns expectations between Off Road and Road rules, and supports officials in applying the rule consistently while allowing riders flexibility to maintain proper helmet certification and fit.
Riders with long hair should MUST tie it up in a bun or braid and tuck into their shirt
Officials have commented that the word "should" does not make is compulosry or enforceable
Each competitor will be required to prove good fit of his/her helmet.
Helmet fitment
It is the responsibility of the competitor to ensure that their helmet is correctly sized, fitted, adjusted and securely fastened in accordance with the helmet manufacturer’s instructions. A competitor must, upon the request of the Steward, or their deputy, demonstrate that the helmet fits correctly and is securely retained on the head.
The Steward, or their deputy, may prohibit the use of any helmet that appears incorrectly fitted, damaged, modified or otherwise unsafe.
MNZ recommends that competitors have their helmet professionally fitted by a reputable motorcycle helmet retailer.
No reason for change supplied
Helmet Fitment Guide (Guidance Only)
The following guidance is provided to assist competitors in selecting and fitting a helmet correctly. Responsibility for ensuring a helmet fits correctly remains with the competitor.
A correctly fitted helmet should:
• Fit firmly and evenly around the head
• Sit level on the had and cover the forehead appropriately
• Remain stable when the rider attempts to rotate or lift the helmet by hand
• Not cause excessive pressure points or discomfort
Fitting guide:
1. Start by measuring the size required at the crown of the head
2. Put helmet on and connect the strap, then tighten as required
3. Check there is no side to side movement
4. With your head titled forwards, try and pull the helmet off from the back
5. Check you can see clearly over your shoulders
6. Make sure you can breathe easily in the helmet and that no part of the helmet covers your nose or mouth
7. Never wind a scarf around the helmet so that it may obstruct air from entering your helmet
8. Never have a scarf trapped under the strap
9. Make sure you can open the visor with one gloved hand
10. Satisfy yourself the back of you helmet is designed to protect your neck
11. Always buy the best helmet you can afford
No reason for change supplied
Duration:
Club Events – Minimum 1 hour. It is suggested Clubs have an easy option for beginners. New Zealand National or Island events – 3 hours.
Club Events - Minimum 1 hour. It is suggested clubs have an easy option for beginners. New Zealand National or Island events - 3 hours senior and 1.5 hours junior and 1 hour minis
Club Events - Minimum 1 hour. It is suggested clubs have an easy option for beginners. New Zealand national or island events - 3 hours senior and 1.5 hours junior and 1 hour minis
Cross Country tracks must be flowing and held on natural terrain i.e. similar to a long distance “Natural Terrain Motocross”. There should be no bottlenecks and riders should not have to dismount.
Cross country tracks must should be flowing and held on natural terrain. Ie similar to a long distance natural terrain motocross. There should be no bottlenecks and riders should not have to dismount
Sometimes the flow of an xc track is interrupted by a hill climb etc with multiple riders getting stuck. The word should makes it easier to set tracks out.
Arrows must be day-glo and must contrast with the surrounding environment. They must be triangular and at least 240mm long by 100mm wide. Danger points must be clearly marked with two arrows pointing straight down. Wrong way must be marked by two crossed arrows. Riders must pass within 10 meters of an arrow. All arrows are to be clear and unmistakable to fast moving riders. Where pegs with arrows are used riders must stay between the pegs.
Arrows must be day glo and must contrast with the surrounding environment. They must be triangular and at least 240mm long by 100mm wide. Danger points must be clearly marked with two arrows points straight down, wrong way must can be marked by two crossed arrows or taped off with bunting and pegs. Riders must pass within 10metres of an arrow. All arrows are to be clear and unmistakable to fast moving riders. Where pegs with arrows are used riders must stay between the pegs
Making it easier for markers and riders alike when marking a track to do what is best for the situation and riders.
In a New Zealand National Cross Country event, no National title contender shall ride on the marked course prior to the start of the event. A marked course is defined as a commencement of arrowing. Penalty to be at the Steward’s discretion.
In a New Zealand National Cross Country event, no National Title contenders shall ride on the marked course prior to the start of the event. A marked course is defined as a commencement of arrowing may help mark out the course on a quad bike, side by side or farm bike. they must not pre ride the course at pace.
To make it easier for clubs to host national events as most clubs are made up of riders. They lack helpers when this excludes a group of people.
13.7 Classes:
The classes shall be as determined by the Cross Country Commissioner.
Numbers 11-69 have been reserved to be allocated to the riders as they finished in previous New Zealand Nationals.
E.g. first in class 1 would receive plate number 11, first in class 2 would receive plate number 21. Class 1: Numbers 11-19
Class 2: Numbers 21-29
Class 3: Numbers 31-39
Class 4: Numbers 41-49
Class 5: Numbers 51-59
Class 6: Numbers 61-69
REMOVE THIS RULE
This us not used at all.
REPLACE EXISTING 13.7 WITH THE FOLLOWING NEW RULE:
Pit Lane and Scoring Chicane
yellow flag must be placed at start of pit lane and after timing. if timing is before pit lane, then the yellow flag must be placed before scoring chicane and after pit lane ends. this means walking pace zone. there is no overtaking through scoring chicane. race pace resumes after the second yellow flag. riders exiting pitlane must give way to race line riders when exiting the pits.
There are no rules on PIT LANE in the book. This brings in safety, fairness and a standard to uphold with clarity on where walking speed is expected and when race PACE can continue. Behavior and etiquette through putalne, scoring and the race line.
13.10 Refuelling is to take place in the organising Club’s designated area. In the event that a machine runs out of fuel on the course, only a Club’s roaming marshal may fill enough fuel for the competitor to return to the designated pitting area to refuel. The roaming marshal must radio back to inform the Steward and let them know the machine number that is to stop and refuel. If the competitor does not pit there will be a penalty given.
Refueling is to take place in the organising clubs designated area. In the event that a machine runs out or fuel on the course, only a clubs roaming marshal may fill enough fuel for the competitor to return to the designated piting area to refuel. The roaming marshal must radio back to inform the steward and let them know the machine number that is to stop and refuel. If the competitor does not pit there will be a one position penalty given.
Clarity and expectation.
Machine fuel cap must not be removed until machine is turned off and stationary to refuel. Fuel cap must be put back on before machine is started and moves off again
To make rules clear
Mini MNZ licence holders aged 10years to 12yrs may ride in junior cross country without it affecting their mini mx licence status. But if they compete at junior level they may not compete in mini xc nationals.
Junior MNZ licence holders aged 10years to 11years may ride mini xc without it affecting their junior licence status for mx. But once they turn 12yrs old they must compete at junior level.
Clarity on the rules. Cross country mini and junior races are ability based and age based rather than licence status dictating where and what they have to ride. If they are capable at 10yrs old to ride junior level then they can go up and challenge themselves. This allows for rider development at their own pace, level and ability based.
The minimum age for a New Zealand Nationals and Island events is 10 years and maximum age is 16 years.
The minimum age for a club, NewZealand Nationals and Island events is 7 years old for minis and the maximum age is 11 years old. Once you turn 12 years old you must move up to junior.
The maximum age for junior for club, NZ nationals and island events is 16 years old. You cannot continue a series once you turn 17 years old, you must move up to senior.
The minimum age for senior is 15 years old. refer to rule 13.14.
Making the rules clear
No Junior who has competed in a Senior Cross Country event shall be eligible for the Junior Cross Country New Zealand Nationals.
No junior who has competed in a senior cross country event shall be eligible for the junior cross country New Zealand Nationals.
No mini who has competed in junior cross country shall be eligible to compete in Mini New Zealand Nationals.
Making it fair and keeping rules in line.
Mini Cross Country
Mini Cross Country - Club
To be clear that this rule pertains to mini club cross country not a national event.
Mini Riding Classes: These are as outlined in Appendix A. All motorbikes taking part in Mini Motocross must be Homologated, for more information about Homologation refer to Appendix C. Homologated bikes can be found on the MNZ website.
Motorcycle Capacity Restrictions:
Riders must practice and race only in their age groups. Minimum age requirements.
• 50cc 2 & 4 Stroke machine minimum 4 years old (4-7 year Intro MX & Intro Trail) Intro classes may not intermix with other classes.
• 50cc 2 Stroke MX machine minimum 6 years old (6-8 year MX 50)
• 65cc 2 Stroke & 53cc-110cc 4 Stroke minimum 7 years old (7-8 year, 9-11 year 65cc & 7-9 year Trail class)
• 112cc 4 Stroke up to 149cc air cooled 4 Stroke & 85cc air cooled 2 Stroke minimum 8 years old (8-11 year Trail class and any 85cc class)
Mini Riding Classes: These are as outlined in Appendix A. All motorbikes taking part in Mini Motocross must be
Homologated, for more information about Homologation refer to Appendix C. Homologated bikes can be found on
the MNZ website.
© MOTORCYCLING NEW ZEALAND INCORPORATED 2025-2026
MANUAL OF MOTORCYCLE SPORT - OFF ROAD
Motorcycle Capacity Restrictions:
Riders must practice and race only in their age groups.
Minimum age requirements.
• 50cc 2 & 4 Stroke machine minimum 4 years old (4-7 year Intro MX & Intro Trail) Intro classes may not intermix with other classes unless there is less than a total of 10 riders on the track at once.
• 50cc 2 Stroke MX machine minimum 6 years old (6-8 year MX 50)
• 65cc 2 Stroke & 53cc-110cc 4 Stroke minimum 7 years old (7-8 year, 9-11 year 65cc & 7-9 year Trail class)
• 112cc 4 Stroke up to 149cc air cooled 4 Stroke & 85cc air cooled 2 Stroke minimum 8 years old (8-11 year Trail class
and any 85cc class)
When you only have 2-3 Intro riders at club days and also only 3-5 non intro riders it makes no sense to hold separate races for them. They feel like they should not be there holding the day up for them and they stop coming to club days
Minis may ride in Junior 65cc class on a Mini Licence only at Club Days, not Events (ie Valley Champs, Kings Cup, Auckland Champs etc) without it affecting their Mini Status
Allowing the riders to transition to the Main track to make sure they are ready to go to a Junior Licence
For a competitor to enter junior competition they must be on a junior licence and cannot then return to mini competition
This clarifies rule change from prior year.
Motorcycle Capacity Restrictions:
The maximum machine capacity is 150cc 2 stroke & 250cc 4 stroke.
To ride a 126cc – 150cc 2 stroke or 250cc 4 stroke machine the rider must be a minimum age of 14 years.
Motorcycle Capacity Restrictions:
The maximum machine capacity is 150cc 2 stroke & 250cc 4 stroke.
To ride a 126cc – 150cc 2 stroke or 250cc 4 stroke machine the rider must be a minimum age of 14 13 years
This would align with Australian Junior Motocross Classes.
It would let competitors progress through Junior Motocross at a rate they choose to and not be stuck in certain classes that do not support their High Performance Aspirations.
It is also more inclusive of the Motorcycle Industry as all the Manufacturers supply 250 4 Stroke Machines opening up more motorcycle sales.
A Motocross track must be constructed or laid out with the safety of the riders foremost in mind. Hay bales or other shock absorbent material to protect the riders from dangerous obstacles must be used.
Special consideration must be given to the angle of jump faces and landing zones.
The race course shall have a minimum of 3 meters distance between racing sections of the track. If this cannot be adhered to due to track confinements, hay bales or other absorbent material must be used to separate the course. Where pegs are used to mark out tracks, the pegs are to be placed with a slight lean outwards and away from approaching riders (no wooden pegs or waratahs to be used on inside corners).
A Motocross track must be constructed or laid out with the safety of the riders foremost in mind. Hay bales or other shock absorbent material to protect the riders from dangerous obstacles must be used.
Special consideration must be given to the angle of jump faces and landing zones.
The race course shall have a minimum of 3 meters distance between racing sections of the track. If this cannot be adhered to due to track confinements, hay bales or other absorbent material must be used to separate the course. Where pegs are used to mark out tracks, the pegs are to be placed with a slight lean outwards and away from approaching riders (no wooden pegs or waratahs to be used on inside corners with the exception of wooden pegs for ATV racing only).
1)99.9% of contact with pegs is by machine
2)Much bigger width of ATV with more protection for riders then two wheelers
3)ATVs tend to slide to a greater extent and knock out pegs
4) No real permanent tracks for ATVs only(,plastic pegs difficult to insert in summer
in multiple tracks and when hit split making them more dangerous.
5)ATV,s tend to destroy plastic/and or hinged pegs more easily
22.3 All Stadium/Supercross events will be run using the referee system.
All Stadium/Supercross events will may be run using the referee system
No reason for change supplied
a. This area shall be separate and protected from the spectator area by adequate fencing.
No reason for change supplied
Track Marshal/Flag Marshals: The club/promoter shall provide a sufficient number of flag marshals, which must be briefed prior to the first practice.
Track Marshal/Flag Marshals: The club/promoter shall provide a sufficient number of flag marshals, which must be briefed prior to the first practice. The club/promoter may use additional traffic lights or similar to warn riders, however these may NOT replace flag marshalls they must be additional.
No reason for change supplied
22.11 Prize Money Requirements: Seven (7) days prior to the event the club shall deposit into the MNZ Trust Account, the advertised prize money. This shall be returned on the first banking day after the event to the club.
Prize Money Requirements: At the release of the entries pay scale for prize money shall be announced. The club reserves the right to make changes to this scale until commencement of racing, however if the amounts decrease the club/promoter must provide a written explanation to MNZ.
No reason for change supplied
22.17 Rider Safety: A Stadium/Supercross race course must be constructed with the safety of the riders foremost in mind. Hay Bales or other effective shock absorbent material to protect the riders from danger must be used. Special consideration must be given to the angle of jump faces. The race course shall have a minimum of 3 metres distance between racing sections of the track. If this cannot be adhered to due to track confinements, hay bales or other absorbent material must be used to separate the course. The race course shall be identified with continuous lengths of flags, banners, tape or hay bales.
If marker stakes are used they shall be of flexible material, and be no less than 800mm above the surface of the track.
Rider Safety: A Stadium/Supercross race course must be constructed with the safety of the riders foremost in mind. Hay Bales or other effective shock absorbent material to protect the riders from danger must be used. Special consideration must be given to the angle of jump faces. The race course shall have a minimum of 3 metres distance between racing sections of the track. If this cannot be adhered to due to track confinements, hay bales or other absorbent material must be used to separate the course. The race course shall be identified with continuous lengths of flags, banners, tape or hay bales. If marker stakes are used they shall be of flexible material, and be no less than 800mm above the surface of the track.
No reason for change supplied
Part of Rule 22.20 -
Qualifying Format: The grouping of riders for the first four heats is made by the organiser. The order of entrance to the gate is determined as follows:
• Qualifying Heats - By ballot.
• Second Chance - According to results in qualifying heats.
• Semi-finals - Riders from qualifying heats according to results, thereafter riders from second chance.
• Last Chance Heat - According to results of semi-finals.
• Final - Riders from semi-finals according to results, thereafter riders from last chance heat.
Part of Rule 22.20
(Qualifying) – A timed qualifying session of no less that 10 minutes shall occur (2 minutes untimed then 10 minutes), at the conclusion the top 16 (for a 20-rider gate) shall automatically qualify for the mains, positions 17 – 36 will compete in a LCQ (last chance qualifier) where the top 4 riders will transfer to the mains. All remaining riders will be put into the b mains or equivalent.
No reason for change supplied
Starting Gate Area Restraint: Only the riders and the organising officials are allowed at the starting gate from the moment the first rider is placed behind the starting gate. A rear barrier must be installed to prevent riders from moving machines backwards.
Starting Gate Area Restraint: Each rider may have only one person/mechanic be allowed at the start gates, all riders and personnel at the start gates must follow the starters orders.
No reason for change supplied
Supercross Championship points scheme: 1st - 20, 2nd - 17, 3rd - 15, 4th - 13, 5th - 11, 6th - 10, 7th - 9, 8th - 8, 9th - 7, 10th - 6, 11th - 5, 12th - 4, 13th - 3, 14th - 2 and 15th - 1 point.
Supercross Championship points scheme: awarded 1st to 20th placing as follows: 25, 22, 20, 18, 16, 15, 14, 13, 12, 11, 10, 9, 8 7, 6, 5, 4, 3, 2, 1
continuity of off road rules
22.24 Stadium/Supercross Racing Disc Colours: All riders competing in Stadium/ Supercross competition, will ride under their allocated racing disc colours that relates to the class they compete in, in motocross.
REMOVE CURRENT RULE
No reason for change supplied
Stadium/Supercross Racing Numbers: The top 10 riders of each Class will use their numbers from results of the previous Stadium/Supercross championship.
REMOVE CURRENT RULE
No reason for change supplied
22.26 Outside Assistance: Any outside assistance on the Course is forbidden unless it is carried out by a marshal appointed by the organiser carrying out his/her duties in the interests of safety.
Signallers, however, may operate from a designated area.
Outside Assistance: Any outside assistance on the Course is forbidden unless it is carried out by a marshal appointed by the organiser carrying out his/her duties in the interests of safety. Signallers, however, may operate from a designated area. Assistance may however be given if the rider is in the designated Mechanics area, this area is reserved strictly for riders mechanic/team pit board.
No reason for change supplied
22.27 Practice: A minimum of two 5 lap practice sessions must be made available to all riders on the day of the meeting. The supplementary regulations must stipulate the conditions and time available for practice.
Practice will be a minimum of 8 minutes, and the first two minutes of the qualifying session will also be practice,the beginning of qualifying will be signalled at the completion of two minutes by a green flag at the finish line (This will be a 12 minute session).
No reason for change supplied
All ATV engines must be ATV based (except Open and Super quad).
All ATV engines must be ATV based (except Open and Super quad). (ATV Senior and ATV Junior) must be a motorcycle-based engine.
1) To align with rule 11.2a - All ATVs used in MNZ sanctioned events must be constructed such that the rider sits astride a motorcycle type frame and controls the machine using a handlebar and has a motorcycle engine and a maximum dry weight of 350kgs.
2) Reliability and cost – i.e Replacing parts on an ATV that ceased manufacture in 2014 (KTM 2010, Suzuki 2012, Kawasaki and Honda 2014, Can-Am 2015) is getting harder to source parts nationally and generally importing is the cheapest options but can take time. If whole bikes are bought Soley to strip for parts, as this is a cheaper and quick option, this removes complete ATV bikes out of circulation.
3) This will also support the growth of MNZ sanctioned ATV Events
4) Hybrids have run in their own class at the past 3 years at all levels of events with no issues thus proving that they are reliable – this was a request from the MNZ commissioner at the time to prove reliability.
5) Hybrids are run all around the world in all ATV events and New Zealand needs to be aligned. FIM Quadcross of Nations (QXON) – the biggest ATV event in the world, has been running Hybrids since 2009 which is when this event officially launched and still runs today.
Championship classes including NZ Motocross Grand Prix:
MX 1 151cc to open 2 stroke & 251cc to open 4 stroke
MX 2 120cc to 250cc 2 stroke* & 151cc to 250cc 4 stroke
MX 125 90cc to 125cc 2 stroke only (14 to 21yrs)
MXW 12+yrs; 90cc to 150cc 2 stroke & up to 250cc 4 stroke (min 12yrs)
*MX 2 250cc 2 stroke, only technical changes that may be made are an exhaust system and reed block/valves. Jetting and ECU mapping changes are allowed – OEM ECU’s/CDI for the correct model must be retained.
Championship classes including NZ Motocross Grand Prix:
MX 1 151cc to open 2 stroke & 251cc to open 4 stroke
MX 2 120cc to 250cc 2 stroke* & 151cc to 250cc 4 stroke
MX 125 90cc to 125cc 2 stroke only (14 to 21yrs) (min 12yrs)
MXW 12+yrs; 90cc to 150cc 2 stroke & up to 250cc 4 stroke (min 12yrs) *MX 2 250cc 2 stroke, only technical changes that may be made are an exhaust system and reed block/valves. Jetting and ECU mapping changes are allowed – OEM ECU’s/CDI for the correct model must be retained.
This is to provide more access to Championship Motocross for all competitors.
Junior Motocross allows 12 Year Old Competitors to compete, this would then be consistent with those rules.
It is also to align with the MXW Class that has proven very successful to lower the age to 12.
It would then provide a great pathway through Senior Motocross for Junior Competitors and provide a great stepping stone through the Transition.
Championship classes including NZ Motocross Grand Prix:
MX 1 151cc to open 2 stroke & 251cc to open 4 stroke
MX 2 120cc to 250cc 2 stroke* & 151cc to 250cc 4 stroke
MX 125 90cc to 125cc 2 stroke only (14 to 21 yrs) (min 14yrs +)
MXW 12+yrs; 90cc to 150cc 2 stroke & up to 250cc 4 stroke (min 14yrs) *MX 2 250cc 2 stroke, only technical changes that may be made are an exhaust system and reed block/valves. Jetting and ECU mapping changes are allowed – OEM ECU’s/CDI for the correct model must be retained.
This rule is to get rid of the 21 Year Old age limit on the Championship 125 Class.
This will encourage a lot more entries into Championship Motocross and be more inclusive of riders that want to Enter
Championship classes including NZ Motocross Grand Prix:
8-11 yrs 65cc 60-65cc 2 stroke ‘stock’ (these capacity bikes when used in Junior Motocross competition only will remain as per the homologated mini performance objectives in Appendix C, with the exception of exhaust, hubs and spokes and hole shot device which shall be free)
8-10 yrs 85cc 60cc to 85cc 2 stroke & 100cc to 150cc 4 stroke (including modified 60-65cc bikes)
11-12 yrs 85cc 60cc to 85cc 2 stroke & 100cc to 150cc 4 stroke 13-16 yrs 85cc 60cc to 85cc 2 stroke & 100cc to 150cc 4 stroke 12-14 yrs 125cc 90cc to 125cc 2 stroke only
15-16 yrs 125cc 90cc to 125cc 2 stroke only
14-16 yrs 250cc 151cc to 250cc 4 stroke & 126cc to 150cc 2 stroke
Junior Women’s
8-11 yrs 85cc 60cc to 85cc 2 stroke & 100cc to 150cc 4 stroke
12-16 yrs 85cc 60cc to 85cc 2 stroke & 100cc to 150cc 4 stroke
12-16 yrs 125cc 90cc to 125cc 2 stroke & 151cc to 250cc 4 stroke & 126cc to 150cc 2 stroke (Minimum age 14 to ride 250cc 4 stroke or 126cc to 150cc 2 stroke)
Championship classes including NZ Motocross Grand Prix:
8-11 yrs 65cc 60-65cc 2 stroke ‘stock’ (these capacity bikes when used in Junior Motocross competition only will remain
as per the homologated mini performance objectives in Appendix C, with the exception of exhaust, hubs
and spokes and hole shot device which shall be free)
8-10 yrs 85cc 60cc to 85cc 2 stroke & 100cc to 150cc 4 stroke (including modified 60-65cc bikes)
11-12 yrs 85cc 60cc to 85cc 2 stroke & 100cc to 150cc 4 stroke
13-16 yrs 85cc 60cc to 85cc 2 stroke & 100cc to 150cc 4 stroke
12-14 yrs 125cc 90cc to 125cc 2 stroke only
15-16 yrs 125cc 90cc to 125cc 2 stroke only
14-16 yrs 250cc 151cc to 250cc 4 stroke & 126cc to 150cc 2 stroke
Junior Women’s
8-11 16 yrs 85cc 60cc to 85cc 2 stroke & 100cc to 150cc 4 stroke
12-16 yrs 85cc 125cc 90cc to 125cc 2 stroke
12 14-16 yrs 125cc 90cc to 125cc 2 stroke 151cc to 250cc 4 stroke & 126cc to 150cc 2 stroke
Restructuring the Junior Womens Champion Classes.
At all of the Championship events in 2024, 2025, and 2026 there have not been enough 8-11yrs 85 Junior Womens Entries for a Legitimate Championship.
There have also been a great deal of both 125 and 250 competitors.
This rule amendment would align with entries we are seeing in Junior Motocross
Classes for New Zealand Nationals. At NZ MX Grand Prix events, all classes are support classes to the NZ MXGP event:
Intro Trail 4-7 years, 50cc air or liquid cooled, auto clutch
Intro MX 4-7 years, 50cc air or liquid cooled, auto clutch
MX 50cc 6-8 years, air or liquid cooled, auto clutch, max capacity 53cc
MX 65cc 7-8 years, 53cc to 65cc Liquid cooled, 2 stroke, Gear box & manual clutch MX 65cc 9-11 years, 53cc to 65cc Liquid cooled, 2 stroke, Gear box & manual clutch Trail 7-9 years, 4 stroke air cooled 53cc to 110cc
Trail 8-11 years, 2 stroke air cooled 53cc to 82cc; 4 stroke air cooled 53cc to 149cc
Classes for New Zealand Nationals. At NZ MX Grand Prix events, all classes are support classes to the NZ MXGP event:
PW50 4-5 years, (PW50, QR50, JR50, EE2, MC E2, SX E2)
Intro Trail 4-7 years, 50cc air or liquid cooled, auto clutch
Intro MX 4-7 years, 50cc air or liquid cooled, auto clutch
MX 50cc 6-8 years, air or liquid cooled, auto clutch, max capacity 53cc
MX 65cc 7-8 years, 53cc to 65cc Liquid cooled, 2 stroke, Gear box & manual clutch MX 65cc 9-11 years, 53cc to 65cc Liquid cooled, 2 stroke, Gear box & manual clutch Trail 7-9 years, 4 stroke air cooled 53cc to 110cc
Trail 8-11 years, 2 stroke air cooled 53cc to 82cc; 4 stroke air cooled 53cc to 149cc
Mini Girls 6-11 years, (MX 50cc, MX 65cc or Trail Bikes only, must be correct age for bike)
Reason for change not supplied
For the New Zealand and North and South Island Veteran National events, competitors can compete on a MNZ Club licence. Classes are as follows:
• 30-34 Years All in
• 35-39 Years All in
• 40-44 Years All in
• 45-49 Years All in
• 50-54 Years All in
• 55-59 Years All in
• 60+ Years All in
• Women’s 30-39 Years plus All in
• Women’s 40+ Years All in
For the New Zealand and North and South Island Veteran National events, competitors can compete on a MNZ Club licence.
Classes are as follows:
• 30-34 Years All in
• 35-39 Years All in
• 40-44 Years All in
• 45-49 Years All in
• 50-54 Years All in
• 55-59 Years All in
• 60-64 Years All in
. 65+ Years All in
• Women’s 30-39 Years plus All in
• Women’s 40+ Years All in
The Reason to amend this Rule is to add the Class and Split the 65+ Year olds.
This is the biggest Class currently in the Sport. With great numbers and quality riders at that age, it is important to maintain they ride through further years.
SX 1 151cc to open 2 stroke & 251cc to open 4 stroke
SX 2 90cc to 150cc 2 stroke & 250cc 4 stroke
Junior Supercross:
Junior Lite 11-16 years 60cc-85cc 2 stroke & 100cc-150cc 4 stroke
Junior 125/250 12-16 years 90cc-125cc 2 stroke & 14-16 years 151cc to 250cc 4 stroke
At all Supercross Championships, support and demonstration classes may be run. These classes must be included and approved on the permit application.
However, riders are not permitted under any circumstances to ride a machine in any competition unless they have attained the required age for that class/type of machine.
SX1 151cc to open 2 stroke & 251cc to open 4 stroke
SX 2 90cc to 150cc 2 stroke & 250cc 4 stroke
SX 2 120cc to 250cc 2 stroke* & 151cc to 250cc 4 stroke
Junior Lite 11-16 years 60cc-85cc 2 stroke & 100cc-150cc 4 stroke
8-11yrs 80cc to 85cc 2 stroke & 100cc to 150cc 4 stroke
12-16yrs 80cc to 85cc 2 stroke & 100cc to 150cc 4 stroke
SXW 12+yrs; 90cc to 150cc 2 stroke & up to 250cc 4 stroke (min 12yrs)
Other classes the same as motocross maybe used however these are the championship classes and all participants must be 8 years or older.
No reason for change supplied
Stewards must be visible by wearing an MNZ marked ‘Steward’ vest (Hi-Vis Yellow). This vest may not have club, sponsor or event branding.
The Clerk of Course must be visible by wearing a MNZ marked ‘Clerk of Course’ vest (Hi-Vis Orange). This vest may have other branding.
Green vests may be worn by MNZ series Race Directors & Riders Representatives.
All other Officials should wear the ‘Hi-Vis Orange’ colour but none may be marked to give the impression they are the Steward or Clerk of the Course.
Visibility of Officials
To ensure officials are readily identifiable, the following vests (Hi-Vis) colours must be used:
Vest Colour Designated Role
Hi Vis Yellow Stewards. Vests must not display club, sponsor, or event branding.
Hi-Vis Orange Clerk of the Course. Vests may display other branding.
Hi-Vis Orange Other Officials. Vests must not be marked or identified in a manner that could lead participants or spectators to believe the wearer is the Clerk of the Course.
Green (optional) Maybe worn by MNZ Series Race Directors and Riders' Representatives.
Black Machine Examiners / Technical Team.
As designated by MNZ Accredited Media.
No person may wear a vest or high-vis garmet that could reasonably be confused with an official MNZ designation or colour allocation.
No reason for change supplied
THE PART OF 6.27 TO BE CHANGED
Flags must be a minimum size of 24” x 24” (600mm x600mm).
THE PART OF 6.27 TO BE CHANGED:
Flags must be a minimum size of 24" x 24" 600mm x600mm.
Change is only to flag size (last sentence)
As you will be aware, the size of one of our flags was a potential liability exposure in the coronial analysis of a recent incident.
24 inches is greater than 600mm, actually 609.6mm. If a flag was made to be 600 x 600, then it would not comply with the 24 inch specification, leaving doubt as to the validity of the flag in a legal context.
This is a liability and culpability risk to MNZ, which can be eliminated by removal of the imperial specification.
The Steward or their deputy are empowered to impound any helmet considered of insufficient standard or, if of approved design in a damaged or unsound condition.
No reason for change supplied
Helmet Fitment Guide (Guidance Only)
The following guidance is provided to assist competitors in selecting and fitting a helmet correctly. Responsibility for ensuring a helmet fits correctly remains with the competitor.
A correctly fitted helmet should:
• Fit firmly and evenly around the head
• Sit level on the had and cover the forehead appropriately
• Remain stable when the rider attempts to rotate or lift the helmet by hand
• Not cause excessive pressure points or discomfort
Fitting guide:
1. Start by measuring the size required at the crown of the head
2. Put helmet on and connect the strap, then tighten as required
3. Check there is no side to side movement
4. With your head titled forwards, try and pull the helmet off from the back
5. Check you can see clearly over your shoulders
6. Make sure you can breathe easily in the helmet and that no part of the helmet covers your nose or mouth
7. Never wind a scarf around the helmet so that it may obstruct air from entering your helmet
8. Never have a scarf trapped under the strap
9. Make sure you can open the visor with one gloved hand
10. Satisfy yourself the back of you helmet is designed to protect your neck
11. Always buy the best helmet you can afford
No reason for change supplied
Oil Cooling Radiators may be fitted in place of heat exchangers. All threaded fittings holding hoses in place must be lock wired.
THE HEAT EXCHANGER:
The RS660 for racing is most effected by this inadequate cooling exchange system, the ECU is mounted on the back of the engine and any electronics engineer will tell you about the dangers of to much heat input through/around electronics. Heat raises resistance, resistance alters current and therefore a real probability of corrupt inputs/outputs within the electronic systems ECU etc. The Yamaha R7 is also suffering, the 650RR Honda and GSX8 are suffering as well.
At least with a rule change there are options to pursue. Internal Hemorraging of engines or breakdowns both mechanical or electronics is always a risk on a race track but that's no reason to ignore improving safety through eliminating risk!
THE HEAT EXCHANGER rapidly warms up the oil at startup using heat from the coolant then cools the oil at operating temperature by transferring excess heat in the oil to the coolant.
While effective for street riding, this system struggles during trackdays, high-performance racing conditions race days and robs HP NOT TO MENTION IT IS DANGEROUS.
The Ultimate Cooling Solution for any race bike displaying high or 4 bars is to cool the oil. See Supersports rules.
Cooling issues in track and road racing meansthe heat management becomes not only an engine critical issue but a safety criteria as well.
Coolant temperatures rise beyond the radiators dissipation capacity. Oil overheats quickly as the coolant cannot absorb enough excess heat.
When coolant reaches 100°C, the ECU limits engine performance, reducing ignition timing advance. If your dash displays four dots, power output is reduced. ECU's will or can place the bike in limp mode, Aprilia RS660's light up multiple engine management alarms from overheating, let the bike cool and they go away.
Oil temperatures can exceed 240 C, causing a loss of cooling efficiency for critical engine components. Especially the pistons, which rely on oil jets for cooling.
Excessively high oil temperatures lead to premature pistons and cylinders wear, Conrod failure, deformation, detonation, and knocking.
You can remove the stock thermostat to improve coolant flow and lower temperature but this is not an answer. You can introduce more rearward vents in fairings to help cooling air induction but this doesn't help overheating while waiting on the start line or address the actual problem. Aftermarket additional coolant/water radiators/pumps are not the right answer and in most cases don't confirm to current rules.
Hence why a rule change allowing oil coolers (radiators) should be made. If you significantly lower oil temperatures, maintaining 110°C or less under race conditions then coolant temperatures are stabilized around 80°C, even in extreme summer heat or endurance races. Thermostats can then effectively control coolant temperatures, reducing the risk of alarms and modern bikes shutting down through the ECU Corruption from race conditions.
On a street bike the heat exchange system helps the heating of oil. This is great because most people will start the engine and ride off which is when most damage is done so the quicker the oil heats up the better but in racing full throttle, sustained high RPM environments the system begins to fail in that if the radiator and cooling systems are not large enough to dissipate oil heat then the oil temperature will keep rising and doing damage to your engine. Your water temperature may appear okay but do you know what the oil temperature is. The combustion heat, friction heat and residual oil engine casting heat is not being removed fast enough. Most modern shop floor sportsbikes have Heat Exchange systems not meant for Racing. Not to mention any ECU intervention, hemorraging of engines or breakdowns both mechanical or electronics is always a risk on a race track but that's no reason to ignore improving safety through eliminating risk.
Oil Cooling Radiators may be fitted in place of heat exchangers. All threaded fittings holding hoses in place must be lock wired.
THE HEAT EXCHANGER:
The RS660 for racing is most effected by this inadequate cooling exchange system, the ECU is mounted on the back of the engine and any electronics engineer will tell you about the dangers of to much heat input through/around electronics. Heat raises resistance, resistance alters current and therefore a real probability of corrupt inputs/outputs within the electronic systems ECU etc. The Yamaha R7 is also suffering, the 650RR Honda and GSX8 are suffering as well.
At least with a rule change there are options to pursue. Internal Hemorraging of engines or breakdowns both mechanical or electronics is always a risk on a race track but that's no reason to ignore improving safety through eliminating risk!
THE HEAT EXCHANGER rapidly warms up the oil at startup using heat from the coolant then cools the oil at operating temperature by transferring excess heat in the oil to the coolant.
While effective for street riding, this system struggles during trackdays, high-performance racing conditions race days and robs HP NOT TO MENTION IT IS DANGEROUS.
The Ultimate Cooling Solution for any race bike displaying high or 4 bars is to cool the oil. See Supersports rules.
Cooling issues in track and road racing meansthe heat management becomes not only an engine critical issue but a safety criteria as well.
Coolant temperatures rise beyond the radiators dissipation capacity. Oil overheats quickly as the coolant cannot absorb enough excess heat.
When coolant reaches 100°C, the ECU limits engine performance, reducing ignition timing advance. If your dash displays four dots, power output is reduced. ECU's will or can place the bike in limp mode, Aprilia RS660's light up multiple engine management alarms from overheating, let the bike cool and they go away.
Oil temperatures can exceed 240 C, causing a loss of cooling efficiency for critical engine components. Especially the pistons, which rely on oil jets for cooling.
Excessively high oil temperatures lead to premature pistons and cylinders wear, Conrod failure, deformation, detonation, and knocking.
You can remove the stock thermostat to improve coolant flow and lower temperature but this is not an answer. You can introduce more rearward vents in fairings to help cooling air induction but this doesn't help overheating while waiting on the start line or address the actual problem. Aftermarket additional coolant/water radiators/pumps are not the right answer and in most cases don't confirm to current rules.
Hence why a rule change allowing oil coolers (radiators) should be made. If you significantly lower oil temperatures, maintaining 110°C or less under race conditions then coolant temperatures are stabilized around 80°C, even in extreme summer heat or endurance races. Thermostats can then effectively control coolant temperatures, reducing the risk of alarms and modern bikes shutting down through the ECU Corruption from race conditions.
On a street bike the heat exchange system helps the heating of oil. This is great because most people will start the engine and ride off which is when most damage is done so the quicker the oil heats up the better but in racing full throttle, sustained high RPM environments the system begins to fail in that if the radiator and cooling systems are not large enough to dissipate oil heat then the oil temperature will keep rising and doing damage to your engine. Your water temperature may appear okay but do you know what the oil temperature is. The combustion heat, friction heat and residual oil engine casting heat is not being removed fast enough. Most modern shop floor sportsbikes have Heat Exchange systems not meant for Racing. Not to mention any ECU intervention, hemorraging of engines or breakdowns both mechanical or electronics is always a risk on a race track but that's no reason to ignore improving safety through eliminating risk.
The fitting of Oil Coolers (Radiator) to replace OEM heat exchangers is allowed. All hoses and fittings must be of approved motorcycle type and materials. All threaded hose fittings must be lock wired.
On a street bike the heat exchange system helps the heating of oil. This is great because most people will start the engine and ride off which is when most damage is done so the quicker the oil heats up the better but in racing full throttle, sustained high RPM environments the system begins to fail in that if the radiator and cooling systems are not large enough to dissipate oil heat then the oil temperature will keep rising and doing damage to your engine. Your water temperature may appear okay but do you know what the oil temperature is. The combustion heat, friction heat and residual oil engine casting heat is not being removed fast enough. Most modern shop floor sportsbikes have Heat Exchange systems not meant for Racing. Not to mention any ECU intervention, any electronics engineer will tell you about the dangers of to much heat input through/around electronics. Heat raises resistance, resistance alters current and therefore a real probability of corrupt inputs/outputs within the electrical system causing faults or limp modes with the ECU. Hemorraging of engines or breakdowns both mechanical or electronics is always a risk on a race track but that's no reason to ignore improving safety through eliminating risk.
