The ongoing MotoGP tyre pressure controversy continues to cast a shadow over the sport, affecting race outcomes and fan enjoyment, most recently at the Brno Grand Prix in 2024. The complex rules surrounding tyre pressure, especially for front tyres, remain a source of frustration for teams, riders, and fans alike as manufacturers, Michelin, and MotoGP officials struggle to balance safety and competitive fairness.
How Technical Rules and Tyre Pressure Impact Racing Quality
MotoGP has entered a difficult phase where on-track action is increasingly influenced by technical constraints rather than pure racing skill. Recent seasons have seen a strong focus on aerodynamic developments and ride height devices as manufacturers chase any possible advantage under the current regulations. However, this relentless pursuit has come at the cost of the spectacle, with overtaking becoming rarer and race battles less engaging.
A notable example of this was at the Dutch Grand Prix earlier in 2024, held on a circuit historically known for dramatic battles featuring over 150 overtakes in 2018. Despite impressive efforts from riders like Marc Marquez, who took the win, many observers noted how the wake turbulence behind Ducati machines in fast bends made clean overtaking opportunities increasingly difficult to achieve.
One major factor in this technical stalemate is the load placed on front tyres due to increased aerodynamic downforce. Michelin, the sole tyre supplier, raised concerns after discovering teams exploiting a grey area in 2022 regulations related to front tyre pressures, prompting a pressure limit to be introduced starting in 2023.
The Evolution and Enforcement of Tyre Pressure Limits
The minimum pressure rule initially applied to rear tyres was widely accepted, but front tyre regulations sparked significant debate. The original minimum pressure for the front tyre was set at 1.88 bar, a figure that many riders and teams found excessively high because the tyre pressure could swell dangerously, increasing crash risk.
Consequently, the limit for the front tyre was lowered to 1.8 bar in the 2024 season. Along with this adjustment, enforcement intensified: riders are required to remain within the limit for 60% of a grand prix and 30% of sprint races. Penalties for violations were also stiffened to eight seconds in sprints and 16 seconds in grands prix. Still, the system remains problematic because pressures must be set before the race based on expectations rather than real-time conditions.
Teams attempt to predict the pressure needed depending on grid position—pole sitters are expected to have clear air and thus start with higher pressure, while riders deep in the pack require lower starting pressures to compensate for the dirty air they encounter, which increases tyre pressure during the race. Yet, races often unfold unpredictably, making such predictions unreliable.
Notable Race Incidents Fuel the Controversy
The 2024 Spanish Grand Prix sprint highlighted the issues, as Fabio Quartararo surged from 23rd to finish third amid chaotic conditions. However, shortly after the podium ceremony, his result was invalidated because his tyre pressures fell outside the legal range too long during the race. This caused significant disappointment among fans, teams, and other riders, especially KTM’s wildcard Dani Pedrosa, who was handed the third-place medal post-race without the chance to celebrate properly.
The mistake was not a rider error but a failure to adjust to the unusual race circumstances, including nine crashes ahead of Quartararo. Meanwhile, at the Qatar round, Maverick Vinales’ unexpected rise to the lead exposed similar struggles. Tech3 KTM had not anticipated his performance rebound from 10th on the sprint grid, resulting in Vinales’ front tyre pressure being set incorrectly. Although he attempted to maneuver behind Marc Marquez to increase pressure using slipstreaming, it backfired, earning him a 16-second post-race penalty that demoted his second-place finish.
Marquez himself employed this tactic successfully in Thailand and the Czech Grand Prix to maintain legality and secure victories, even deliberately letting Pedro Acosta lead a sprint to manage his tyre pressure effectively. Pecco Bagnaia, however, faced technical issues with his Ducati’s electronics erroneously indicating front pressure problems, forcing him to relinquish a podium spot and finish seventh. Bagnaia described this frustrating situation, stating,
“It’s strange but sometimes electronics and strange rules make these things more strange,”
—Pecco Bagnaia, MotoGP rider
Multiple Parties Share Responsibility for the Ongoing Tyre Pressure Issues
Michelin, as the exclusive tyre supplier, has faced intense criticism for the current regulations, but it is understandable that the company prioritizes safety, especially after several high-profile rear tyre failures in 2016. Initially, Michelin planned to introduce a new front tyre design in 2025 that would have alleviated many of the current pressure problems. After limited testing last year, the introduction was postponed first to 2026 and then entirely abandoned as Michelin prepares to exit MotoGP at the end of 2026, with Pirelli set to take over.
As a result, the tyre pressure regulations will remain a contentious feature, hanging over races until Michelin’s departure. Fortunately, these restrictions are unlikely to decide this year’s championship, although last year the threat was very real. During the final round in 2023, riders Pecco Bagnaia and Jorge Martin had used their one warning for breaching the rule and risked penalties for any further infractions, casting a shadow over what should have been a thrilling title-deciding event.
Nonetheless, blaming Michelin alone ignores the larger picture. Teams and manufacturers contributed to the problem by largely neglecting the experimental front tyre that Michelin introduced for testing last year, opting to focus on their primary programs instead. While teams were technically free to choose how to allocate testing time, this approach arguably backfired, as proper adaptation to the new tyre might have improved racing quality and reduced tyre pressure complications.
There is also a need for MotoGP itself to take a more proactive role, perhaps mandating dedicated testing sessions for new tyre compounds or extending practice session durations to allow comprehensive data collection. This is a strategy successfully employed in Formula 1, where Pirelli collaborates with all teams on tyre development throughout the season.
Despite the complex ecosystem of manufacturers, teams, tyre suppliers, and the championship, improving racing quality should unquestionably be prioritized over entrenched technical battles.
Potential Rule Adjustments and Their Impact Ahead of Future Seasons
Looking to the future, some relief may come in 2027 when new regulations will reduce reliance on ride height devices and aerodynamic aids, potentially easing tyre demands. This could prevent Pirelli, the incoming tyre supplier, from inheriting the same tyre pressure dilemma Michelin currently faces.
One proposal to ease current tensions suggests expanding existing exceptions in the tyre pressure rules. Currently, pressures are not regulated during wet or flag-to-flag conditions. Extending this exemption to new circuits or tracks with recently repaved surfaces like Brno could prevent similar controversies. Brno was resurfaced ahead of the 2025 race, with qualifying lap times dropping by over two seconds, reflecting the substantial changes affecting tyre behavior.
Ducati misjudged front tyre demands entering the Brno sprint, based on limited data, but Marc Marquez demonstrated that front pressures can quickly stabilize following slipstreaming for a lap. This adaptability reduces the chance of a repeat penalty scenario at the grand prix.
Though some fear that loosening the tyres’ pressure rules at new circuits might be exploited, bikes are built around operating within current pressure parameters, minimizing potential misuse. The rule could be fine-tuned further to preserve strong penalties for any significant breaches, maintaining safety and fairness.
Despite these possible adjustments, meaningful change appears unlikely in the short term. The tyre pressure issue continues to dominate headlines and distract from genuine racing achievements.
This overshadowing was evident recently when KTM claimed a notable double sprint podium in a challenging season, and Jorge Martin staged a strong comeback on his Aprilia. Yet, the debate over tyre pressures remains louder than the celebration of rider skill and team strategy.
Liberty Media, as the new commercial rights holder of MotoGP, now inherits a problematic regulation that threatens the sport’s reputation and competitive integrity. Addressing the tyre pressure controversy will be essential to restoring fan confidence and refocusing attention on the thrilling on-track battles that made MotoGP a global spectacle.
Our Reader’s Queries
Q. Why is MotoGP not so popular?
A. The unfortunate truth is that entertainment is more popular than sports, and MotoGP wants to benefit from this trend. However, MotoGP currently lacks personalities capable of creating the excitement needed to engage audiences.
Q. Has anyone won F1 and MotoGP?
A. Known for his unique achievement, John Surtees was the sole World Champion in both motorcycle racing and Formula 1, showing great talent and courage in both sports.
Q. Did F1 buy MotoGP?
A. Liberty Media, the company that owns Formula 1’s commercial rights, can now buy the MotoGP motorcycling world championship. The European Commission, part of the European Union, fully approved the deal without any conditions.
Q. Is MotoGP cheaper than F1?
A. The Ministry of Youth and Sports stated that hosting a Formula One race costs four times more than organizing a MotoGP event. Additionally, it revealed that organizing MotoGP is also less expensive than hosting Formula E.
