“This may not seem like a big deal, but manufacturers believe it will have a significant impact on the amount of downforce produced by the fairing,” says MotoGP technical director Danny Aldridge. He is not involved in the rule-making process, but the rules that enforce all the techniques. “Moving the fairing nose back will have a huge impact on downforce, especially on the front tires.”
If possible, an aero with less downforce should create less motorcycle wake and make overtaking easier.
The initial push for the new rules, drawn up by Dorna, the MSMA (Motorcycle Sport Manufacturers Association) and MotoGP technical director Corrado Cecchinelli, is aimed at improving engine performance as top speeds approach 230mph (370km/h). The goal was to lower it.
This will be achieved by reducing engine capacity by 15% from 1000cc to 850cc, reducing fuel capacity by 10% from 22 liters to 20 liters, and introducing 100% unrefined feedstock. It requires fuel and extends the life of the engine. Currently, a rider is allowed to use 7 engines per season (8 if he has more than 20 races on the calendar). From 2027 he will only be able to get 6 (or 7).
The 800cc era of MotoGP (2007-2011) was primarily (though not always) characterized by procession races with Valentino Rossi leading Casey Stoner and Dani Pedrosa at the front.
AGV
These changes come a decade and a half after MotoGP’s engine size increased from 800cc to 1000cc. This is because from 2007 to 2011, the peaky 800 led to an almost boring follow-my-leader race. The 800 was originally introduced for MotoGP. His 990cc four-stroke, introduced in 2002, was considered too fast.
Could the 850 be any better? Let’s hope so. The 800cc rules didn’t have bore and stroke limits, but the 850cc rules do. The current 1000 model allows bores of up to 81mm, while the 850 model allows up to 75mm, meaning the engine will be more angular and, in theory, peakier.
However, the 850 reduces gearbox ratio options from 24 to 16, a third less. This reduces costs and forces engine designers to create a wider range of power outputs, which usually allows for better racing.
Racing’s road bike category cannot be faster than the prototype category
The biggest surprise of the new rules is that GPS (Global Positioning System) will be allowed for the first time since it was banned in 2010, but this time it’s different. His GPS data, which records the bike’s speed and position (including cornering lines), will be available to Dorna and rival teams after sessions and races, rather than live.
While this will help laggard manufacturers and riders improve, it is not the primary purpose of GPS reintroduction.
“This is primarily to assist Dorna with course safety,” Aldridge explains. “We are working with the University of Padua on safety. This information tells us how fast the bike is going and how far it is traveling as it descends, so we can keep track of the track. Very useful for design.”
The minimum weight of the car will be 153kg, a decrease of 4kg.
How does all this affect lap times?
“My estimate is two to three seconds,” Aldridge said.
This will obviously have a knock-on effect on World Superbike technical regulations, as it is impossible for the road bike category of bicycle racing to be faster than its prototype category.
The last time engine capacities changed in MotoGP was in 2012, when the 800s were replaced by the 1000s – Rossi leads Cal Crutchlow and Hector Barbera
ducati
No word yet on how the WSB rules will change, but WSB contestants Ducati, Honda and Yamaha are part of the MSMA, so they will likely already be aware of the need for changes. .
Will BMW, currently second in the WSB riders’ and constructors’ points chase, be encouraged to compete in MotoGP under these new rules? If a German brand wants to challenge the pinnacle class, there’s no better time than when the rules change.
New manufacturers like BMW get full concessions when they join the championship, allowing them to upgrade engines, add more engines, upgrade aero, add testing and add wildcard entries.
