From the 2027 there MotoGP will change dramatically due to the introduction of a new technical regulation. Many new features will be introduced: the main one concerns the reduction in engine powerbut also pay attention to regulatory changes regarding aerodynamics, weight of the vehicle And concessions.
A decision – ratified by the Grand Prix Commission in Jerez – that was in the air and now, on the eve of the French Grand Prix, the long-awaited official announcement has arrived. We are talking about innovations which, although partly “expected”, already have the flavor of a revolution: the declared objective is to make this sport “safer, more sustainable and even more spectacular” with totally new bikes, which will be “even more efficient, with a view to global sustainability, and designed to create even better competitions and even more overtaking”.
Engine, reduced power
With the new regulation, the displacement will go from the current 1000cc to 850cc, always four-stroke. Furthermore, the engines will have to be 4-cylinder, with a maximum diameter that will go from the current 81 mm to 75 mm.
Changes that (at least in terms of maximum displacement) have not been seen since 2012 [anno in cui i motori da 1000cc hanno preso il posto di quelli a 800cc, ndr] and which will have direct consequences on top speed, which have reached particularly high peaks in recent years. A modification that promises to make this sport “safer” thanks to lower and less “extreme” speeds.
Added to this is the reduction of engines available for each pilot, which drops to six (seven if there were more than 20 GPs). A novelty that winks at sustainability, a theme that is increasingly dear to MotoGP: in this regard, it will come the capacity of the tank was also reducedwhich will go from the current 22 liters to 20 liters, with the possibility of using 11 for the Sprint Race.
Finally, the squeeze will also come on fuelswhich from 2027 will necessarily have to be 100% non-fossil origin to limit emissions as much as possible. In this case, however, it is a confirmation of what has already been communicated previously: on the subject, in fact, MotoGP has been active for some time, as also demonstrated by the current fuel, which must be at least 40% of non-fossil origin .
Aerodynamic revolution (or involution).
Not just engines: from 2027 also theaerodynamics is destined to be reducedwith the purpose of “minimize its negative effects”. So here is the width of the upper part of the front fairing will be narrower by 50 mm ‒ from the current 600 mm to 550 mm ‒ while the overhang of the front wing compared to the front fairing (the so-calledmuzzle”) will be set back by 50 mm. These are measures taken with the aim of “spectacularising” the MotoGP and giving life to even more competitive races and with even more overtaking, reducing the aerodynamic effects where they matter most, i.e. on the straights and in the braking zones. In the rear part of the bike, however, from 2027 all the parts mounted on the posterior codon (the so-called “spoilers”) will be subject to approval as an aerodynamic component. At the level of fairingit will be possible to bring just one update over the course of the season. A novelty introduced to limit (and control) costs, which is very similar (albeit with the necessary differences) to what was done in F1 with the budget cap.
Furthermore, the new regulation prohibits any type of lowering device (front and rear) And devices too holeshot designed to improve the start. A move that – on paper – should highlight the capabilities of the pilots, especially in the start phase.
Last but certainly not least, the minimum overall weight of the motorbikes will increase to 153 kg (four less than the current 157 kg); The total number of gear ratios to choose from will also decrease, which will be 16 different transmission gears per season, plus 4 different overall ratios for the primary transmission.
GPS data, a question of balance
Not just motorcycles: the innovations will also concern data sharing, in particular data Pilots’ GPS, which will be made available to all teams at the end of each session. A decision taken to try to give greater balance to the category: according to what was declared, “By providing data to all drivers, there will be better opportunities for underperforming teams and drivers to make progress, all at a controlled cost”. An objective – that of making the category as balanced as possible – which appears to be primary with this new regulation.
The concessions remain
No substantial changes, however, regarding the concession systemintroduced at the end of the 2023 season, which will remain in force, albeit with some technical regulatory innovations starting from 2027. In particular, all the manufacturers will start the season from the same “base”, i.e. they will all initially be included in the band Rank B (frozen engines, three wild cards, tests only with test drivers on three tracks and with 190 tyres), and they will be able to move up or down in category to have access to more or less concessions based on the points obtained in the first part of the Championship.
Finally, the band Rank Dincluding the “complete package” of concessions (tests with the regular drivers, on each circuit and with 260 tires available, plus a greater number of engines, not frozen in development and two aerodynamic developments), will be reserved for new builders that they should enter the World Cup in 2027.
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