Over the past decade or so, MotoGP has been in choppy waters concerning the bikes being used in it and their development. Moreover, the playing field has not exactly been level, with select manufacturers emerging as too dominant in the sport, making the competition fairly one-sided. Keeping this in mind, MotoGP has announced new technical regulations that will come into effect from the 2027 season. Here’s a look at the general outline of these as ratified by the Grand Prix Commission.
Engine & Gearbox
From 2027, all manufacturers (MotoGP Class) will shift from using 1,000cc to 850cc engines. They will remain four-stroke, four-cylinder units. For the unaware, MotoGP’s previous engine capacity change came in 2012 when the bikes returned to 1,000cc capacity from the previous 800cc in use since 2007.
Further, the maximum cylinder bore will reduce from 81mm to 75mm and the maximum number of engines allowed in a season (by each permanent contracted rider) will reduce to six for a 20-round calendar or seven, in the case of a 21 or 22-round calendar.
The total number of gearbox ratios (pairs of gears) permitted will reduce to 16, plus four different overall ratios for the primary drive, for each season.
Reason: To reduce top speed, increase fuel efficiency, and make the sport more sustainable. It is believed that the current MotoGP-class bikes surpass the performance levels that some of the tracks on the calendar can cope with.
Fuel
Starting this year, a minimum of 40% of the fuel used in racing has to be sustainable. But from 2027, MotoGP will race with 100% sustainable fuel. Since the engine capacity and power will also reduce, the fuel tank capacity of each bike will go down from 22 litres to 20 (for GPs), and a maximum of 11 litres per rider will be permitted for the sprint races.
Aerodynamics
Overall aerodynamics on each bike will be reduced and more tightly controlled from the 2027 season.
The maximum permitted width of the higher portion of the front fairing will be reduced from 600mm to 550mm, and the nose will be moved back by 50mm. The maximum rear-end height will be reduced from 1,250mm to 1,150mm. The rear end of the motorcycle – any aerodynamics behind the rider – will have to be homologated as part of the overall Aero Body. Manufacturers will be permitted to update the rear aero only once per season.
Further, no ride height devices of any kind will be permitted, including the “holeshot” devices used during race starts. This is in line with the ban on front-ride height devices, which was introduced in 2024.
Moreover, the minimum bike weight will go down to 153kg from the current 157kg.
Reason: Reduction of aerodynamics will lead to closer racing, and more overtaking. Ban on ride height devices, such as the “holeshot” device, will make race starts more rider-dependent, with each rider’s skill coming into play.
GPS Data
GPS data from all riders will be available to all teams after each session. It is aimed at offering the less-performing teams and riders a better opportunity to progress more cost-effectively.
Concessions
The current concession system, introduced at the end of the 2023 season, will continue. However, all manufacturers who have raced in 2026 will start the 2027 season in Rank B by default, which means a freeze on engine development, only three wildcards allowed per season, no in-season testing for race riders, and 190 tyres for testing.
Any manufacturers who have not raced in 2026 will start the 2027 season in Rank D, which means free engine development and testing with race riders, up to six wildcards allowed per season, and up to 260 test tyres.
The rankings will be revised mid-season, based on the first part of the 2027 season results only – 2026 results, before the regulation changes, won’t be counted. The regular ranking system will resume at the end-season checkpoint at the end of 2027.