Ducati dominates, engines are frozen, and major rule changes are already looming—what this means for the 2026 MotoGP season
While Ducati continues to define the status quo in MotoGP, the next major upheaval is approaching with the new technical regulations coming into force in 2027. For most manufacturers, the 2026 season will therefore be a transitional year.
The four consecutive titles won by the Italian brand since 2022 are the clearest proof of its superiority under the current regulations.
However, this balance of power will change fundamentally in the following year when the 850cc bikes and revised aerodynamic regulations are introduced. This change will give other manufacturers the opportunity to fight for the top spots again. In terms of performance and results, Aprilia is currently the manufacturer closest to Ducati, even if the raw numbers continue to show that the Noale-based manufacturer is not yet a real threat to the industry leader.
KTM seems to have put the economic turmoil that had shaken the company and its racing department behind it, at least for the time being. Honda hopes to consolidate the progress shown in 2025, while Yamaha is counting on its enormous investments to finally bear fruit.
“Engine freeze” and narrow upgrade window
Against this backdrop, and based on logical considerations and statements from several parties involved, there are many indications that 2026 will be a transitional year.
First of all, the engines will be frozen from the start of the 2025 season, eliminating any scope for development of one of the most complex components of the motorcycles. In addition, the schedule for prototype updates will deviate significantly from the usual pattern due to the approaching rule change.
The new regulations from 2027 mean that the majority of further developments will already be introduced in the first half of the season. “Before the summer break, which is scheduled for July, I will already be focusing exclusively on the bike for 2027,” explains Honda test rider Aleix Espargaro, for example.
At the same time, tire specifications will remain largely unchanged, as Michelin will leave MotoGP at the end of 2026 and Pirelli will take over in 2027. The French manufacturer’s plan for its final year in MotoGP includes reducing the available front tire specifications from three to two. The introduction of a new front tire compound has been postponed again.
Driver market likely to start early in 2026
The open driver market also plays a role. Numerous contracts are expiring at the end of the season, with some teams struggling to retain or re-sign their drivers. Yamaha, KTM, and Honda are under particular pressure.
Yamaha would like to persuade Fabio Quartararo to extend his contract. However, judging by his statements in recent months, “El Diablo” seems to be increasingly losing patience and is still waiting for a performance leap from the M1 that would be convincing enough to dissuade him from switching teams.
KTM is in a similar situation with Pedro Acosta. The rider from Murcia had already explored the possibility of an early exit at the end of 2025, one year before his contract expires, but those responsible in Mattighofen (Austria) were not prepared to negotiate a transfer fee.
Acosta has his sights set on Ducati and Honda, and KTM knows that the already slim chances of a contract extension depend on providing him with a veritable “rocket bike” in the preseason that will make him think twice.
As for Honda, on paper, the Tokyo-based manufacturer is the one that has improved the most compared to 2024, scoring 25 percent more points than last year. However, only the coming months will tell whether Honda has actually awakened from its slumber.
Most manufacturers already focused on 2027
Even though no one involved will openly admit to paying more attention to the 2027 project than to the 2026 championship, the reality points precisely to that.
“No one should expect the picture to look very different this year, because basically everything will remain more or less the same as before,”
Yamaha shares this assessment. With an eye on 2025, the Iwata-based manufacturer has restructured and regained its satellite team in the hope that this investment will translate into performance on the track. In addition, Yamaha already divided its resources last season, using the M1 with the inline engine while developing the V4 in parallel.
The RS-GP may well continue to improve, but the statistics show that it is still a long way off the Desmosedici over a full season.
However, this is likely to prove even more difficult in 2026. Even under normal circumstances, Aprilia has to make a considerable effort to obtain additional funding from Piaggio. In the run-up to the rule change, which requires higher than usual investments, this situation is likely to become even more acute.
