Or it shows your bias ?
Dorna don't set the rules, they just own the rights to run the series. The FIM set the rules that have to be ratified by the MSMA, Dorna, the FIM. So Dorna cannot decide to 'just do anything', the sports governing body does.
The WSB rules that you agree to compete under are clear, in that there is a levelling formula used. This is what you sign up to, when you race. It was just this reason that the Ducati's won so many championships in the past, when the bike could not compete at club level, but only where the factory teams had the cash. So forgive me if someone cry's fowl for Ducati, some might say what goes around comes around. At least now we have a system and Scott Smart is a bright guy and the system is probably better than its ever been.
It's a pseudo production class and they want a level(ish) playing field. How you do that is very difficult and I for one would not want to work out how exactly to do this, while being fair without someone crying foul. For years Honda were in the wilderness, for example post Slight & Edwards on the RC51, and when Rea raced for them on the CBR, so were Kawasaki before Sykes. The Sporting regs are there for good viewing and balanced manufacturers (each gets a chance to win), sport is there to make money. Controversy, implied or actual is a great way to keep debate up, just look at the FIM and the Ferrari statement.
I can't see a way of ever making it balanced, without so many constraints that it becomes a single make championship, that said a dominant manufacturer makes for boring racing.
2.4.2.1 Balancing various motorcycle concepts
a) In order to equalise the performance of different brands of machine rev limits will be individually applied to each brand.
b) Each season will begin with the same rev limits as the previous season finished.
c) The rev limit will be adjusted according to Art. 2.4.3.2.
d) Updated machines with the same basic engine design will continue with the manufacturers previous rev limit. Any new machines entering with a redesigned engine will have their rev limit set by calculation.
e) The initial rev limit will be the dynamometer measured rev limit of 3rd & 4th gear averaged, plus 3% or 1100 rpm above the dyno measured max horsepower rpm of a production machine, whichever is lower.
f) The limiter in all gears will be analysed to check for anomalies.
g) The dyno test will take place during the homologation inspection. (See part 4.0 Homologation, 1.4.b)
h) The Superbike Commission can at any time modify the handicap system to ensure fair competition.
2.4.2.2 Balancing Calculation
1. The FIM/DWO algorithm will be used to balance the performance of the machines relative to one another.
2. The algorithm may include but not be limited to the following signals:
a) Lap time relative to all other competitors
b) Speed traps
c) Number of riders per brand
d) Anticipated individual rider performance
i) Per track
ii) Considering preceding rounds
e) Race results
f) Laps led
g) Overall race time
h) Change in balance following any rpm limiter changes
i) Bias towards recent results reflecting current performance
j) Any concession part updates being applied
3. The rev limit may be updated (according to Art. 2.4.3.2) at the end of every 3rd event provided at least 3 events remain in the season.
4. The rev limit may also be updated at the end of the season.
5. FIM/DWO reserves the right to update the rpm balance at their discretion in the case of an imbalance.
6. “Wet” races (as declared by the Race Director) are not taken in account for the calculation.
