Grand Prix motorcycle racing

History

An FIM Road Racing World Championship Grand Prix was first organized by the Fédération Internationale de Motocyclisme in 1949. The commercial rights are now owned by Dorna Sports, with the FIM remaining as the sport sanctioning body. Teams are represented by the International Road Racing Teams Association (IRTA) and manufacturers by the Motorcycle Sport Manufacturers Association (MSMA). Rules and changes to regulations are decided between the four entities, with Dorna casting a tie-breaking vote. In cases of technical modifications, the MSMA can unilaterally enact or veto changes by unanimous vote among its members. These four entities compose the Grand Prix Commission.

There have traditionally been several races at each event for various classes of motorcycles, based on engine size, and one class for sidecars. Classes for 50cc, 80cc, 125cc, 250cc, 350cc, 500cc, and 750cc solo machines have existed at some time, and 350cc and 500cc sidecars. Up through the 1950s and most of the 1960s, four-stroke engines dominated all classes. In the 1960s, due to advances in engine design and technology, two-stroke engines began to take root in the smaller classes.

In 1969, the FIM—citing high development costs for non-works teams due to rules which allowed a multiplicity of cylinders (meaning smaller pistons, producing higher revs) and a multiplicity of gears (giving narrower power bands, affording higher states of tune)—brought in new rules restricting all classes to six gears and most to two cylinders (four cylinders in the case of the 350cc and 500cc classes). This led to a mass walk-out of the sport by the previously highly successful Honda, Suzuki, and Yamaha manufacturer teams, skewing the results tables for the next several years, with MV Agusta effectively the only works team left in the sport until Yamaha (1973) and Suzuki (1974) returned with new two-stroke designs. By this time, two-strokes completely eclipsed the four-strokes in all classes. In 1979, Honda, on its return to GP racing, made an attempt to return the four-stroke to the top class with the NR500, but this project failed, and, in 1983, even Honda was winning with a two-stroke 500.

Previously, the championship featured a 50cc class from 1962 to 1983, later changed to an 80cc class from 1984 to 1989. The class was dropped for the 1990 season, after being dominated primarily by Spanish and Italian makers. It also featured a 350cc class from 1949 to 1982, and a 750cc class from 1977 to 1979. Sidecars were dropped from World Championship events after 1996 (see Sidecar World Championship).

Chronology

Pre-MotoGP era

1949: Start of the world championship in Grand Prix motorcycle racing for five separate categories, 125cc, 250cc, 350cc, 500cc, and sidecars. Harold Daniell wins the first ever 500cc Grand Prix race, held at the Isle of Man TT.

1951: Sidecars are reduced in engine capacity from 600cc to 500cc.

1952: Ken Kavanagh wins the 1952 350cc Ulster Grand Prix to become the first Australian competitor to win a world championship Grand Prix race. Ray Amm wins the 1952 350cc Nations Grand Prix to become the first African competitor to win a world championship Grand Prix race.

1957: Gilera, Mondial and Moto Guzzi withdraw at the end of the season, citing increasing costs. Bob McIntyre wins the longest ever Grand Prix race of 301.84 miles (485.76 km), held over 8 laps of the Isle of Man.

1958: MV Agusta win the constructors' and riders' championships in all four solo classes, and repeat this feat in 1959 and 1960.

1959: Honda enters the Isle of Man TT for the first time.

1961: The 1961 Argentine Grand Prix is the first world championship race held outside Europe. Kunimitsu Takahashi wins the 1961 250cc German Grand Prix to become the first Asian competitor to win a world championship Grand Prix race.

1963: The 1963 Japanese Grand Prix is the first world championship race held in Asia.

1964: The 1964 United States Grand Prix is the first world championship race held in North America.

1966: Honda wins the constructors' championship in all five solo classes. Jim Redman wins Honda's first ever 500cc Grand Prix at Hockenheim, also the first win for a Japanese factory in the premier class.

MotoGP era

2002: MotoGP replaces the 500cc class; four-strokes are re-introduced and receive a displacement increase to 990cc. Two-strokes of 500cc capacity remain legal for independent teams during the transitional period. Bridgestone makes its MotoGP debut, and Dunlop returns to the premier class after four years' absence.

2003: Ducati makes its Grand Prix debut in the new four-stroke MotoGP class.

2003: Daijiro Kato is killed during his home Japanese Grand Prix in the MotoGP class on the Suzuka Circuit when he hits the barrier at 130R just before the final chicane.

2003: A two-stroke bike is started in MotoGP for the last time at the Czech Grand Prix.

2004: The MotoGP grid switches from four to three bikes per row, while the 250cc and 125cc classes remain four bikes per row.

2004: Makoto Tamada earns Bridgestone their first MotoGP victory at the Brazilian GP.

2005: MotoGP adopts the flag-to-flag rule, allowing riders to pit and switch to bikes fitted with wet-weather tyres and continue if rain begins to fall mid-race.

2005: Valentino Rossi wins his fifth consecutive MotoGP title.

2007: MotoGP engine capacity is restricted to 800cc four-stroke.

2007: Ducati wins the riders' championship with Casey Stoner and also the constructors' title, becoming the first European brand to do so in the premier class in 33 years. Stoner wins 10 of 17 races during the season.

2008: MotoGP runs its first night race in Qatar.

2008: Dunlop drops out of MotoGP.

Event format

The starting grid consists of three columns and features around 20 riders. Grid positions are determined based on qualifying speeds, arranged in descending order, with the fastest rider occupying the pole. Each race is a 45-minute sprint, completed without any fuel or tyre stops.

In 2005, a flag-to-flag rule for MotoGP was introduced. Previously, if a race started dry and rain fell, officials could red-flag (stop) the race and either restart or resume on "wet" tyres. Now, when rain falls, a white flag is shown, indicating that riders can pit to swap the motorcycle on which they started the race for an identical one, as long as the tyres are different (that is, intermediates or wets instead of slicks). Besides different tyres, the wet-weather bikes have steel brake rotors and different brake pads instead of the carbon discs and pads used on the "dry" bikes. This is because the carbon brakes need to be very hot to function properly, and the water cools them too much. The suspension is also "softened" up somewhat for the wet weather.

When a rider crashes, track marshals up the track from the incident wave yellow flags, prohibiting overtaking in that area; one corner farther up the track, a stationary yellow flag is shown. If a fallen rider cannot be evacuated safely from the track, the race is red-flagged. Motorcycle crashes are usually one of two types: lowside, when the bike loses either front or rear tyre grip and slides out on the "low" side, and the more dangerous highside, when the tyres do not completely slide out, but instead grip the track surface, flipping the bike over to the "high side", usually catapulting the rider over the top. Increased use of traction control has made highsides much less frequent.

2023 saw the introduction of "sprint" race events; these races take place on the Saturday of the race weekend, with the traditional Grand Prix taking place on the Sunday. The sprint races are shorter – approximately half the length of a Grand Prix. Riders score approximately half the points of a full race in the sprints.

Current riders

Twenty-two riders entered the full 2026 MotoGP World Championship.

Champions

The Riders' World Championship is awarded to the most successful rider over a season, as determined by a points system based on Grand Prix results.

Giacomo Agostini is the most successful champion in Grand Prix history, with 15 titles to his name (8 in the 500cc class and 7 in the 350cc class). The most dominant rider of all time across a single season was Mike Hailwood, who won 10 out of 12 (83%) races in the 250cc class in 1966. The dominant rider of all time across a single season in the 500cc/MotoGP class was Mick Doohan, who won 12 out of 15 (80%) races in 1997. Valentino Rossi and Marc Márquez are the most successful contemporary riders: they have both won nine championships, seven in the 500cc/MotoGP class and one each in the 250cc/Moto2 and 125cc classes. The current premier class champion is Marc Márquez.

Circuits

The 2026 MotoGP World Championship consists of 22 circuits.

Thailand, Buriram, Chang International Circuit

Brazil, Goiânia, Autódromo Internacional Ayrton Senna

United States, Austin, Circuit of the Americas

Spain, Jerez de la Frontera, Circuito de Jerez – Ángel Nieto

France, Le Mans, Bugatti Circuit

Spain, Montmeló, Circuit de Barcelona-Catalunya

Italy, Scarperia e San Piero, Autodromo Internazionale del Mugello

Hungary, Balatonfőkajár, Balaton Park Circuit

Czech Republic, Brno, Brno Circuit

Netherlands, Assen, TT Circuit Assen

Germany, Hohenstein-Ernstthal, Sachsenring

United Kingdom, Silverstone, Silverstone Circuit

Spain, Alcañiz, MotorLand Aragón

Italy, Misano Adriatico, Misano World Circuit Marco Simoncelli

Austria, Spielberg, Red Bull Ring

Japan, Motegi, Mobility Resort Motegi

Indonesia, Mandalika, Pertamina Mandalika International Street Circuit

Technical regulations

The key technical regulations for each class are as follows. In the 2005 season, Rule 2.10.5 was introduced: 'No fuel on the motorcycle may be more than 15 °C below ambient temperature. The use of any device on the motorcycle to artificially decrease the temperature of the fuel below ambient temperature is forbidden. No motorcycle may include such a device.' This stops an artificial "boost" gained from increasing fuel density by cooling it.

MotoGP class

At the beginning of the new MotoGP era in 2002, 500cc two-stroke or 990cc four-stroke bikes were specified to race. The enormous power advantage of the twice as large displacement four-stroke engine over the half the size two-stroke meant that by the following season, no two-stroke bikes were racing. In 2007, the maximum engine capacity was reduced to 800cc without reducing the existing weight restriction.

MotoGP-class motorcycles are not restricted to any specific engine configuration. However, the number of cylinders employed in the engine determines the motorcycle's permitted minimum weight; the weight of the extra cylinders acts as a form of handicap. This is necessary because, for a given capacity, an engine with more cylinders is capable of producing more power. If comparable bore to stroke ratios are employed, an engine with more cylinders will have a greater piston area and a shorter stroke. The increased piston area permits an increase in the total valve area, allowing more air and fuel to be drawn into the engine, and the shorter stroke permits higher revs at the same piston speed, allowing the engine to pump still more air and fuel with the potential to produce more power, but with more fuel consumption too. In 2004 motorcycles were entered with three-, four-, and five-cylinder configurations. A six-cylinder engine was proposed by Blata, but it did not reach the MotoGP grids. Presently four-cylinder engines appear to offer the best compromise between weight, power, and fuel consumption as all competitors in the 2009 series used this solution in either 'V' or in-line configuration.

In 2002, the FIM became concerned about the advances in design and engineering that resulted in higher speeds around the race track; regulation changes related to weight, amount of available fuel and engine capacity were introduced. The amended rules reduced engine capacity to 800cc from 990cc and restricted the amount of available fuel for race distance from 26 litres (5.7 imp gal; 6.9 US gal) in year 2004 to 21 litres (4.6 imp gal; 5.5 US gal) in year 2007 and onwards. In addition, the minimum weight of four-cylinder bikes used by all participating teams was increased by 3 kg (6.6 lb).

On 11 December 2009, the Grand Prix Commission announced that the MotoGP class would switch to the 1,000cc motor limit starting in the 2012 season. Maximum displacement was limited to 1,000cc, maximum cylinders were limited to four, and maximum bore was capped at 81 mm (3.2 inches). Carmelo Ezpeleta, the CEO of Dorna Sports, indicated that the projected changes were received by the teams favorably.

Moto2 class

Moto2 was initially a 600cc four-stroke class introduced in 2010 to replace the traditional 250cc two-stroke class. Engines were supplied exclusively by Honda, tyres by Dunlop and electronics are limited and supplied only by FIM-sanctioned producers. Carbon brake discs are banned, only steel brake discs are allowed. However, there are no chassis limitations. Until 2019, only 600cc four-stroke Moto2 machines were allowed.

In 2019 Triumph replaced Honda as the sole supplier of Moto2 engines. The Triumph's engine configuration is 765cc displacement with three cylinders, contrasting with the previous Honda's 600cc in-line four. In 2024 Pirelli became the sole tyre supplier in Moto2 and Moto3, replacing Dunlop.

Moto3 class

The 125cc class was replaced in 2012 by the Moto3 class. This class is restricted to single-cylinder 250cc four-stroke engines with a maximum bore of 81 mm (3.2 inches). The minimum total weight for motorcycle and rider is 148 kg (326 lb). Traditionally, the age limits for Moto3 were 16–28, with an upper limit of 25 for new contracted riders participating for the first time and wild-cards. A change of rules was introduced in 2014, allowing under-age FIM CEV Repsol Moto3 (junior) champions to participate in a subsequent Moto3 series at World Championship level. The first beneficiary of this rule-change was double (2013 and 2014) CEV champion Fabio Quartararo. However, after a rash of incidents involving young rider fatalities in lower classes, the FIM set a minimum age of 18 starting in the 2023 season.

Weights

In 2005, fuel tank capacity was reduced from 24 litres (5.3 imp gal; 6.3 US gal) to 22 litres (4.8 imp gal; 5.8 US gal).

From 2007 onwards, and for a minimum period of five years, FIM has regulated in MotoGP class that two-stroke bikes will no longer be allowed. The maximum fuel capacity is to be 21 litres (4.6 imp gal; 5.5 US gal).

From 2007 to 2011, engines were limited to 800cc four-strokes.

In 2012 engine displacement was increased to 1000cc

For the 2013 season minimum weight was increased to 160 kg (350 lb).

In 2014, fuel tank capacity was reduced from 21 litres to 20 litres (4.4 imp gal; 5.3 US gal) for the Factory Entries, and was increased to 24 litres for the Open Entries.

For the 2015 season minimum weight was decreased to 158 kg (348 lb)

In 2016, fuel tank capacity was mandated at 22 litres for all classes.

Tyres

Tyre selection is critical, usually done by the individual rider based on bike 'feel' during practice, qualifying and the pre-race warm-up laps on the morning of the race, as well as the predicted weather. The typical compromise is between grip and longevity—softer compound tyres have more traction, but wear out more quickly; harder compound tyres have less traction, but are more likely to last the entire race. Conserving rubber throughout a race is a specific skill winning riders acquire. Special 'Q' or qualifying tyres of extreme softness and grip were typically used during grid-qualifying sessions until their use was discontinued at the end of the 2008 season, but they lasted typically no longer than one or two laps, though they could deliver higher qualifying speeds. In wet conditions, special tyres ('wets') with full treads are used, but they suffer extreme wear if the track dries out.

In 2007 new MotoGP regulations limited the number of tyres any rider could use over the practice and qualifying period, and the race itself, to a maximum of 31 tyres (14 fronts and 17 rears) per rider. This introduced a problem of tyre choice versus weather (among other factors) that challenges riders and teams to optimize their performance on race day. This factor was greeted with varying degrees of enthusiasm by participants. Bridgestone had dominated in 2007 and Michelin riders Valentino Rossi, Nicky Hayden, Dani Pedrosa, and Colin Edwards all acknowledged shortcomings in Michelin's race tyres relative to Bridgestone. Rossi, disappointed with and critical of the performance of his Michelin tyres, switched to Bridgestones for 2008 and won the world championship in dominant fashion. Pedrosa controversially switched to Bridgestones during the 2008 season.

In 2008, the rules were amended to allow more tyres per race weekend—18 fronts and 22 rears for a total of 40 tyres. The lower number of tyres per weekend was considered a handicap to Michelin riders. The only MotoGP team using Dunlop Tyres in 2007, Yamaha Tech 3, did not use them in 2008 but switched to Michelin.

For 2009, 2010, and 2011, a 'spec' tyre supplier, Bridgestone, was appointed by the FIM (with Michelin no longer supplying any tyres to MotoGP and returning to the category in 2016). For the whole season Bridgestone provided four specifications of front tyre, six of rear, and a single wet specification—with no qualifying specification. For each round Bridgestone provided only two specifications for front and rear. Tyres are assigned to riders randomly to assure impartiality. Jorge Lorenzo has publicly supported the mono tyre rule.

In media

Hitting the Apex, a documentary film about MotoGP, was released in 2015 and is now available on DVD.

Faster, a documentary film about MotoGP, was released in 2003 and is now available on DVD.

Fastest, a documentary film about MotoGP, was released in 2011 and is now available on DVD.

MotoGP Unlimited, a documentary film about MotoGP, was released in 2022.

Video games

Early Grand Prix video games include Grand Prix 500cc (1987), Cycles: International GP Racing (1989), Grand Prix 500 2 (1991) and GP-1 (1993). The first simulator was GP 500, launched in 1999. In the early 2000s, THQ published five video games for Windows and Xbox platforms, the first being MotoGP: Ultimate Racing Technology (2002) and the last MotoGP '07 (2007), whereas Namco of Japan published and in-house developed five video games for PlayStation platforms starting with MotoGP (2000) and ending with MotoGP (2006). In 2007, Capcom became the new PlayStation publisher and worked together with Italy-based Milestone to produce MotoGP '07 (PS2) and some of its successors. In 2008, THQ lost the MotoGP licence and Capcom became the exclusive publisher.

MotoGP 2010, an iOS game made in 2010 by I-Play, released on 3 September 2010 and was not received well by critics after having a 43% rating on Metacritic. MotoGP 10/11 was released by Capcom on 15 March 2011, for the PlayStation 3 and Xbox 360. Metacritic gave the game a rating of 72%.

In 2013, Milestone got the exclusive license for MotoGP video games, a contract that will now last until at least 2026.

The first game in this run of their contract was MotoGP 13, which was released on 21 June 2013 on PlayStation Vita, PlayStation 3, and Xbox 360. The game received mixed reviews and scored 73%. As of May 2026, the latest release is MotoGP 26 on PlayStation 5, Nintendo Switch, Nintendo Switch 2, Microsoft Windows and Xbox Series X/S.

The game GPBikes allows players to ride Grand Prix bikes such as the Cagiva 500.