Rule Changes

Steward(s) are not permitted to participate in a race as competitors at the event where they are listed on the permit.

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.

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

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

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.

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.

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.

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 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.

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.

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.

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.

No reason for change supplied

Riders with long hair should tie it up in a bun, or braid and tuck it into their shirt.

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.

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.

No reason for change supplied

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

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.

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.

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.

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

This us not used at all.

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.

Clarity and expectation.

To make rules clear

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.

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.

Making it fair and keeping rules in line.

Mini Cross Country

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)

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

Allowing the riders to transition to the Main track to make sure they are ready to go to a Junior Licence

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.

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).

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.

No reason for change supplied

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.

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.

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.

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.

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.

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.

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.

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.

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.

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.

No reason for change supplied

All ATV engines must be ATV based (except Open and Super quad).

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.

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.

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)

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

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

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.

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.

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).

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.

No reason for change supplied

No reason for change supplied

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 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.

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.