Fans often ask our technical experts ‘What is MotoGP™ Engine Displacement?’ and this complete guide to the topic will explore engine displacement in MotoGP™, its significance per category of the World Championship and how it affects on-track performance.
The manufacturers and teams in MotoGP™ are constantly striving to improve the performance of their bikes and the technical aspects of engine displacement are amongst the numerous factors they must consider as they evolve their prototype motorcycles for racing.
Engine displacement - or engine capacity – refers to the size of the engine in terms of cubic capacity (cc) and is a crucial factor in MotoGP™ regulations. The maximum engine size permitted in the premier class of MotoGP™ is 1000cc.
In the past, different maximum engine sizes have been permitted at the top level in MotoGP™, starting with 500cc bikes when the World Championship was formed in 1949. In 2027, the maximum engine size will be reduced to 850cc as new regulations come into force and in this article we’ll closely examine the evolution in terms of engine designs and capacities in racing over the years.
In addition to engine displacement – or cubic capacity – several other contributing factors affect the performance and power output of the motorcycles in MotoGP.
These include the engine design, permitted and optimised RPM, torque, horsepower, power delivery, engine degradation and many other aspects of the bikes’ set-up, which all affect the incredible acceleration, racing and top speeds seen in MotoGP.
What is MotoGP™ Engine Displacement?: A key definition
MotoGP™ engine displacement refers to the size of the engine in terms of cc (cubic capacity). The cc indicates the amount of air and fuel that can be pushed through the cylinders of the engine. MotoGP™ bikes use 1000cc four-cylinder engines.
That is a precise definition of what engine displacement is in MotoGP according to our handy MotoGP™ Glossary.
Defined more generally, a motorcycle engine’s displacement measures the combined volume of its cylinders, so the amount of cubic space that the engine’s pistons sweep in one stroke. Engines with higher displacement provide more space for the fuel-air mixture, meaning that the motorcycle can combust more fuel in one go and produce more power.
To calculate an engine’s displacement, you take the bore size (diameter of the pistons in an engine) and crankshaft stroke length (length of the travel the piston takes during each engine cycle) of each of the engine's cylinders. Bore and stroke are typically measured in millimetres and total displacement is in cubic centimetres.
So then, engine displacement is determined by calculating the cylinder bore multiplied by the stroke length, and then multiplied by the number of cylinders. But let’s not get too caught up on the maths…
MotoGP™ Engine Size: Displacement Regulations
The maximum displacement permitted in the premier class of MotoGP™ is 1000cc, with four cylinders and a maximum cylinder bore of 81mm. Only 6 gears are allowed.
The manufacturers must homologate their engine specification at the start of the season and each rider is allowed to use a standard maximum of seven engines* per season, though all engines must always be a maximum 1000cc. *Certain manufacturers have extra engine allowances and freedom of development under the MotoGP™ concessions system.
MotoGP™ bikes are astonishingly powerful, producing approximately 250hp. Compare this with the 114hp produced by Harley-Davidson production models with 1900cc engines almost twice the size of those used in MotoGP.
An illustration of just how powerful MotoGP™ bikes are is that the top speed record in the World Championship is 366.1km/h! (227.5mph)
How Engine Size Affects Performance in MotoGP™
Engine displacement logically affects performance in MotoGP™, as the size of an engine in terms of its displacement or cubic capacity gives a rough idea of how much power an engine can potentially make.
However it doesn’t mean bigger engines will necessarily make a faster bike, as other factors in the engine’s configuration come into play. We will look at the engine configurations of the current MotoGP™ manufacturers’ bike later in this text.
Both the engine’s size and its configuration impact the revs (RPM/revolutions per minute of the crankshaft), torque (amount of power delivered from turning the throttle, turning the crankshaft and ultimately the wheels) and the horsepower (how effectively and often the torque is applied).
Higher horsepower can mean higher speeds in terms of acceleration and top speeds. Yet still, it is not just the engine displacement and high horsepower that makes a MotoGP™ bike go fast.
The riders and teams are not only concerned about the sheer acceleration, top speeds and power they can get from their bikes.
They must also consider many other points to enhance MotoGP™ bike performance and win races, such as:
- Aerodynamics
- Corner speed
- Electronics settings
- Fuel consumption
- Race strategy
- Rider performance
- Suspension settings
- Tyre selection
- Tyre wear
- Power delivery
- Weight management
Comparison with Moto2™ and Moto3™ Engine Capacity
In addition to impacting performance in MotoGP™, engine capacity plays a big role in the performance of the bikes and indeed the style of racing in the Moto2™ and Moto3™ classes.
In 2010, Moto2 replaced the 250cc category as the intermediate class of the World Championship. Moto2™ now features 765cc four-stroke three-cylinder engines, powered by Triumph. The teams use different chassis and other components such as brakes and suspensions, from suppliers of their choice.
Here are the main Moto2™ bike specifications and performance metrics
- 765cc three-cylinder engine
- 138hp (more than double the horsepower of Moto3™ machinery)
- 6 gears.
- Minimum weight: 217kg bike & rider
- Top speed: Over 300km/h (301.8km/h)
In the entry class of the FIM Grand Prix World Championship – Moto3 - the riders compete on bikes with 250cc four-stroke engines.
In 2012, Moto3 replaced the former 125cc category, with the aim of the participating teams and manufacturers at this entry level being the development of the world’s best young talent on ‘lightweight’ bikes.
Moto3™ bike specifications and performance:
- 250cc one-cylinder engine
- Approximately 60hp
- 6 gears
- Minimum weight: 152kg bike & rider
- Top speed: 245km/h
The riders in Moto3 build their Grand Prix experience on bikes with smaller engine capacity and power before progressing to races on the larger bikes in Moto2 and MotoGP, if they achieve the requisite level of results to secure a ride in the bigger classes.
Evolution of MotoGP™ Engine Displacement Rules
There have been several changes in engine displacement rules over the years in the premier class, from 500cc engines when the World Championship was formed, to the current 1000cc four-stroke engines used in MotoGP.
Outside the premier class, as well as the aforementioned 125cc and 2500cc categories which preceded Moto3 and Moto2 respectively, classes for 50cc, 80cc, 350cc, and 750cc machines have existed at certain points.
In the premier class, there has been an evolution over the decades from 500cc machinery, to 990cc, to 800cc and currently 1000cc engines. This is a quick summary of the distinctive maximum displacement rule eras over the decades:
The 500cc era: 1949-2001
For more than five decades, the maximum engine capacity permitted in the premier class was 500cc. Up through the 1950s and 1960s four-stroke engines dominated in all categories, including at the top level.
Then in the 1970s, two-strokes eclipsed the four-strokes and that remained the case until the turn of the century when big changes would take place. The 500cc two-stroke ‘monsters’ of the 1980s and 1990s were incredible racing machines and were not easy to tame, as the many heroic riders and MotoGP™ Legends of the era will testify!
The 990cc era: 2002-2006
In 2002, the modern MotoGP™ era commenced, with the maximum permitted engine capacity being increased from 500cc to 990cc. Initially manufacturers could field either two-stroke 500cc bikes, or four-stroke 990cc machines and the 2003 Czech GP marked the end of two-stroke machines in MotoGP™.
Electronics were becoming more sophisticated in MotoGP™ bikes, with traction control making the bikes smoother to ride and with fuel injection technology assisted by ECUs (Engine control units) helping the manufacturers produce far greater power.
The last 500cc engines had been producing around 190 horsepower, whereas the top manufacturers in 2002 were getting close to 230 horsepower from their bikes.
Towards the end of the 990cc era, systems like electronic engine braking and anti-wheelie tech were increasingly coming into play, further enhancing performance.
The 800cc era: 2007-2011
In 2007, engine capacity in MotoGP™ was reduced to 800cc for safety reasons, with the aim of reducing top speeds. Electronics became increasingly prominent, with each manufacturer having their own bespoke complex electronics units built from scratch, with large teams of engineers behind them.
Technology such as launch control, in addition to the increasingly effective traction control and anti-wheelie systems, were being further developed by the factories as they sought to deliver the most competitive package for their riders on the 800cc 230 hp prototypes.
The 1000cc era: 2012-present
The maximum engine displacement in MotoGP™ increased to 1000cc in 2012, with these bikes delivering more power and torque, to make overtaking easier and improving racing. As of the 2016 season, MotoGP™ manufacturers switched to universal standardised engine control unit software, to encourage closer competition and cut costs for teams.
In recent seasons, sophisticated aerodynamics developments and technology such as hole-shot and ride-height devices have become increasingly important to the top performing manufacturers, with their 1000cc 250hp prototypes regularly reaching incredible speeds of over 360km/h!
Lap records continue to be broken every season and average speeds continue to increase as the technology of the best race bikes on earth and the talent of the greatest riders on the planet continues to deliver an enthralling show for hundreds of millions of MotoGP™ fans.
Future of MotoGP™ Engine Displacement - 2027 regulation changes
In 2027, a ground-breaking new era in MotoGP™ will begin, with new regulations set to make the sport safer, increasingly sustainable and ever more spectacular.
Under the new regulations, maximum permitted engine size will be decreased from 1000cc to 850cc. This in turn will reduce top speeds, making the racing safer, and will increase mileage, for greater efficiency and sustainability.
The maximum permitted cylinder bore size will be reduced from 81 mm to 75 mm. This will mean that the engines used MotoGP™ are more road-relevant, whilst ensuring they maintain the characteristics that make MotoGP™ as spectacular as it is.
The maximum number of engines allowed per rider per season will also decrease, from seven to six, whilst significant changes to the rules on aerodynamics, concessions, fuel, GPS data and holeshot and ride-height devices will also come into force.
For the riders, for the manufacturers, for the teams and for the fans of the most exciting sport on earth, the new 2027 MotoGP™ regulations will make the racing safer, more sustainable and even more spectacular than ever.
If you want to know more, check out this guide to the new MotoGP™ regulations for 2027 and watch the explainer on the official MotoGP™ YouTube channel.