Dani Pedrosa would like to see less aerodynamics – Mixed opinions from riders on the planned reduction in engine capacity to 850 cubic centimetres
The details of the new MotoGP regulations, which will apply from 2027, are to be officially announced soon. In principle, the motorcycles are to be technically upgraded somewhat. The possibilities for aerodynamic development are to be restricted and ride-height systems are to be banned. In addition, the engine capacity is to be reduced from the current 1,000 cubic centimeters to 850.
One problem is that motorcycles have become too fast for many of the traditional race tracks. Although work is being done on the camber, it cannot be increased endlessly. Modifications to the racetracks are also expensive.
One example of the development of lap times is Jerez. In 2001, the last year of the 500cc two-stroke, Valentino Rossi was on pole position with a time of 1:42.739 minutes. Now the pole time in the Moto2 class is 1:40.673 minutes.
The current MotoGP lap record in Jerez is 1:36.025 minutes. As the current regulations will continue to apply for 2025 and 2026, it can be assumed that the lap records will continue to tumble.
“To be honest,” says KTM test rider Dani Pedrosa, “the aerodynamics make MotoGP very complicated. At least when you ride the bike in a race. If I could choose, I would reduce the aerodynamics.”
“If there are fewer aids, then the focus is more on talent and the rider. However, I don’t know what the final rules will look like, but if I could choose one thing, then less aerodynamics would be better.”
Fabio Di Giannantonio is of a different opinion and would not want to see the motorcycles technically upgraded. “From a rider’s point of view, the current MotoGP is perfect. I would never take a step backwards,” says the Italian.
“A MotoGP motorcycle must be a full prototype, the maximum expression of motorcycle engineering. Ultimately, we are riding a Formula 1 on two wheels. In my opinion, that’s the way it has to be.”
But Di Giannantonio also admits: “For the show, it is of course somewhat critical, because overtaking maneuvers are becoming increasingly difficult. But as a rider, MotoGP is simply fantastic. “
Reduction of engine capacity planned
When the modern four-stroke era of MotoGP was introduced in 2002, the displacement limit was 990 cubic centimeters. In 2007, it was reduced to 800 cubic centimeters. The intention was to make the motorcycles slower.
But the opposite was the case. With the 800 cc bikes, cornering speeds increased. This did not ensure greater safety. As the riders had to ride at high cornering speeds, many races turned into processions.
Since 2012, 1,000 cubic centimeters of displacement have been used. The crucial question is whether this phenomenon of the 800cc era will reappear with the move to 850cc engines and no progress will be made in terms of cornering speed, safety and camber.
“As far as I understand it, higher revs will then be possible,” says Maverick Vinales. “Maybe we will find more power, I don’t know, I’m not a technician. But if the aerodynamics are reduced, you can’t use as much power at the exit of the corner.”
“That’s why you might not reach the same top speed.” As the aerodynamics have a significant influence on the performance of the current motorcycles, the cornering points could be the decisive factor in this respect
“We’re going pretty fast now,” says Jack Miller and emphasizes: “360 km/h is anything but slow. We have the problem that the tracks are getting smaller and smaller. The speed is getting higher and higher.”
“In a perfect world, racing at 360 to 365 km/h is probably not ideal. But we are the premier class in motorcycling and, in my opinion, in motorsport. We ride the best motorcycles in the world.”
Miller is generally relaxed about the new regulations: “Whether it’s 850 or 1,200, we’ll ride with it. Changes are good. It would be a fresh start for all manufacturers. I can imagine that some manufacturers would like a fresh start. “
