To understand how MotoGP™ teams prepare bikes for different tracks, we must consider the distinctive qualities and features of the circuits on the Grand Prix calendar and examine what the teams can change on their bikes for optimal performance at each venue.
Each circuit presents unique challenges requiring tailored configurations and the track-specific bike settings that the teams adjust include braking, electronics, gearing, geometry, suspension and tyre selection.
In 2025, for example, the MotoGP™ calendar includes 22 Grands Prix, in 18 different countries across five continents, with each race weekend taking place at a distinct venue.
MotoGP™ track adjustments to bikes are crucial for teams as circuits vary hugely in terms of layout, average speed, elevation changes, top speed, numbers of corners, length of track, abrasiveness of track surface, average temperature and typical weather conditions.
As the riders, teams, manufacturers and suppliers in the championship seek elite level performance at iconic circuits such as Assen, Brno, Circuit of the Americas, Le Mans, Phillip Island, Sepang, Mugello, Sachsenring and Silverstone, they must be prepared for hugely varying parameters and conditions at each venue.
MotoGP™ tuning strategies see the teams use a combination of testing data, historical race data, experience, instinct, knowledge and meticulous preparation to adapt to the demands of each circuit.
Keep in mind that motorcycles used in MotoGP™ are prototypes, meaning they have only been built for racing! This means they are designed to be adjusted and optimised to race as efficiently as possible at different tracks.
Key Factors That Influence MotoGP™ Bike Setup
The primary factors that MotoGP™ teams consider when preparing bikes for different tracks include:
- Track Layout: Fast and flowing circuits vs stop and go circuits
When analysing the nature of the track, the teams are accounting for features such as elevation changes, general layout, numbers of corners in each direction, length of track overall, length of the straights and other key characteristics.
There are several tracks informally classified as ‘fast and flowing’ high speed circuits. At these venues the teams are looking for high cornering speed, with an agile and manoeuvrable bike. Fast and flowing circuits include Mugello in Italy, Barcelona-Catalunya in Spain and Phillip Island in Australia.
In contrast to those tracks, there are also what are termed ‘stop and go’ circuits, which are tight technical circuits, where there's a lot of hard braking from high speed into low gear corners and then sections where the riders really need powerful acceleration to fire themselves out of the corners. The Red Bull Ring in Austria, Mobility Resort Motegi in Japan, and the Chang International Circuit in Thailand can be classified as stop and go circuits.
- Track orientation – clockwise vs anti clockwise
There are two different directions for a circuit, clockwise - which forms the majority of circuits on the calendar - and anti-clockwise. There are five circuits on the calendar that are designated anti-clockwise, which basically means they have more left corners than right corners. Those anti-clockwise circuits are Circuit of the Americas, Circuit Ricardo Tormo, MotorLand Aragon, Phillip Island and Sachsenring.
The concept is that when the race is being viewed from above – from a helicopter camera for example – it looks like it is either being run clockwise or anti-clockwise depending on the amount of left or right turns. This makes a significant difference to optimal MotoGP™ bike setup, specifically when it comes to tyre wear on either the left or the right of the tyre.
- Track surface and grip levels
The differences in asphalt (track surface) at various circuits affects the relative level of abrasiveness, bumpiness, grip or slippiness of the track. This in turn affects tyre performance and significantly impacts optimal bike setup. Teams will consider how the specific track surface has historically impacted tyre wear and will also account for the effect of more rubber being laid down on the track as the Grand Prix weekend progresses.
- Changes to track surface or layout
Teams will analyse the relative cleanliness of the track surface in terms of dust, dirt or sand frequently found at the venue vs current conditions. They note how often the track is used and any recent events at the track. They are also highly aware of any recent relaying of asphalt on the whole track layout or in specific areas. If new features have been added or the configuration of the layout has been updated, the teams must account for it.
- Weather Conditions: Adjustments for hot, cold, wet, or windy conditions
Temperature differences make a huge difference to bike performance, specifically when it comes to how the tyres react and how the brakes perform. The type of tyres to be used from the allocation the riders get, the length of time to spend on each tyre type, how long to use tyre warmers for and how to control the temperature of the brakes will all be impacted by the temperature at the track.
Likewise, humidity, rain and wind also have an effect on the performance of the bikes, not only on tyres and brakes, but also with the knock-on impact on electronics, gearing, geometry and suspension.
In addition, the teams must consider how the local conditions and track characteristics will affect their individual rider – each rider has a different riding style and preferences – therefore making relative additional adjustments to account for the human factor.
What do the MotoGP™ teams change on their bikes according to the circuit characteristics?
The teams in MotoGP™ plan making the relevant adjustments for different tracks by considering all the variations listed above and using all the relevant data they have from previous visits to the track.
If it’s the first time they are visiting a circuit for a Grand Prix usually they gather information at a test at the circuit before they visit for the race weekend.
Experienced MotoGP™ crew chief with Red Bull KTM Factory Racing, Paul Trevathan explained to motogp.com the approach he takes when arriving at a track.
“My job is to make sure that we get here with the best prepared bike for the sessions,” Trevathan states. “We're coming to the track, we get here on a Tuesday, so on Wednesday we build the box. Both motorcycles are stripped to nothing every week and then we start building them up to the specification that I want them.”
He continues, “Then I try to get a picture of what we've been doing this year compared to the other years. Are we really needing to make those radical changes that we do in each track or not?”
Trevathan and his fellow crew chiefs at all the MotoGP™ teams work on a number of different elements of the bikes in pursuit of optimum configuration and performance per circuit. These include the following:
Suspension settings
MotoGP™ teams will adjust the front and rear suspension setups to account for track surface, elevation changes, corner types and variations in acceleration/braking requirements. Softer suspension settings can be used on bumpy tracks to absorb shocks, while stiffer setups improve stability on smoother circuits.
The crew chief, his analysts and mechanics will make changes to suspension in terms of harder or softer springs, preload, compression and rebound damping to optimise cornering agility, braking stability, and acceleration traction. Teams also adjust the balance between front and rear suspension to ensure the bike remains stable under heavy braking and acceleration.
Crucially, they listen to rider feedback on the feel of the suspension as well as analysing the data from the bike, in order to get the suspension set-up optimised.
Chassis and geometry tuning
Chassis setup and geometry adjustments play a key role in how MotoGP™ bikes perform at the different circuits on the calendar.
In addition to using updated or tweaked chassis types throughout the year to improve handling and rider feeling, the teams can make specific adjustments to the geometry of the bike.
These include rake (steering head angle), trail (distance between the front wheel contact patch and the projected steering axis), wheelbase (distance between the front and rear wheel), swingarm pivot position, fork offset (distance between the fork legs and steering head) and ride height adjustments (raising or lowering the front or rear of the bike).
The wheelbase, for example, is adjusted by changing the swingarm length or repositioning the rear axle. Shorter wheelbase setups improve manoeuvrability for tight technical tracks such as Sachsenring, while a longer wheelbase provides increased stability for high-speed tracks like Mugello.
Tyre selection and management
MotoGP™ teams work closely with the Official Tyre Supplier Michelin to select the best tyre compounds for each race. Michelin bring different tyre compound specifications (tyre material combinations) to different circuits depending on the demands of the track.
The riders and their teams get a predefined amount of tyres to choose in their tyre allocation and they must choose how many ‘harder’ or ‘softer’ tyres they want. Essentially harder means more durable but providing less initial grip, softer means more initial grip but less durability.
The choice depends on track temperature, asphalt abrasiveness, and race strategy. Teams also manage tyre pressures carefully to maintain grip and reduce overheating.
Gearing and Power Delivery Adjustments
Each circuit on the MotoGP™ calendar requires a specific balance between acceleration, braking and top speed. Teams adjust the drive ratio of the bike’s gearbox to optimise performance for different track layouts.
Shorter gearing (meaning less power range per gear) improves acceleration, which is crucial for stop and go tracks like in Austria at the Red Bull Ring, while longer gearing maximises top speed for high-speed circuits like Australia’s Phillip Island. Power delivery mapping is also adjusted (electronically) to ensure smooth throttle response in varying track conditions and according to rider feel.
Former Grand Prix rider Simon Crafar has been working in MotoGP™ for many years, in roles including that of a suspension technician and a pit lane reporter, before becoming Chairman of FIM MotoGP™ Stewards Panel from 2025.
In his time as a motogp.com reporter he explained the intricacies of gearing, saying, “I'm told by crew chiefs that corners take priority, meaning getting the gearing correct for the corners and it doesn't matter quite as much for the top speed, or the range in sixth gear. You can be a little bit long and not use the last 1000 RPM and it doesn't really matter because you're only there for a short amount of time. It's all about the corners.”
Crafar added, “In MotoGP™ they are allowed 24 ratios for each gearbox. So each manufacturer for that year is allowed to choose 24 ratios of gears. You can have three first gear ratios and five sixth gear ratios or whatever combination you like, which is what I've been told a lot of manufacturers do.”
Red Bull KTM Factory Team Crew Chief Trevathan again adds his expertise on the topic, explaining, “With the gearbox, you have to make sure that you've got this under control with which RPM you want to do the corners, which is very important, and then have the RPM on the straights to make sure that you're getting the maximum performance of the bike.”
Trevathan continued, “I have the big electronic group who's supporting us, so I talk to them, show them which gearbox I want to start with to make sure that they're on the same page and then they start doing their work based on how much power we can deliver on this track normally.”
The importance of electronics in MotoGP™
Diving further into the theme of electronics, in addition to power delivery and gear ratio adjustment through electronics, the prototype motorcycles used in MotoGP™ have an array of electronic features that are adjusted for different track characteristics:
- Ride Height Devices: these are tweaked to improve acceleration and minimise wheelies.
- Engine Braking Settings: these will be altered to assist riders with braking stability and corner entry.
- Traction Control: adjusted by the teams to provide the right balance between grip and power delivery, especially in low-grip conditions.
- Holeshot Device / Launch Control: These are optimised for quick starts off the line, with settings varying based on the grip level of the starting grid.
Braking System Customisation
Brake setup is critical for performance and safety in MotoGP™. Teams will choose between larger (350mm and 340mm) or smaller (320mm) front carbon disc sizes depending on the circuit’s braking demands.
Larger discs are used on tracks with heavy braking zones like Sepang (in fact the larger disc is compulsory to use there), while smaller discs suit circuits with fewer hard braking sections. Carbon disc covers (or half covers) are also used to maintain optimal operating temperatures, especially in cold conditions.
Brake lever positioning can be adjusted for the riders, whilst brake fluid is more frequently bled and replaced at certain tracks due to humidity and temperature levels. Also, brake pads with greater or lesser ‘bite’ can be used according to the preference of the rider per circuit.
Adjustments in Aerodynamics
The aerodynamics features of MotoGP™ bikes including winglets, fairings, swingarm mounts and airflow management elements, designed to improve stability, reduce drag and cool certain parts of the motorcycle.
However ‘moving aerodynamics devices’ (anything that can move independently of the bike) are prohibited. Furthermore, whilst previously the teams made lots of aerodynamics tweaks throughout the season, they are now more restricted in this area according to the rules of MotoGP™.
The FIM Grand Prix World Championship Regulations state: “Aerodynamic fairing upgrades on the front of the bike are limited to one change per season. One design can be homologated for the start of the season by teams, and a second allowed at another point during the year. Only these two designs can be used on track raced during the season.”
“Due to the changes in the concession points system from 2024 manufacturers in Ranking D will be able to access two aero updates per rider per season. However, they must discard one existing aero specification when choosing to utilise the second update. Rankings A, B, and C are allowed only one aero update per rider per season.”
So if the teams are looking to change the aerodynamics of their motorcycle they may use some of the other types of setup adjustments mentioned above – specifically the geometry of the bike – to make the difference.
Track specific challenges add to the excitement of MotoGP™
The beauty of the MotoGP™ World Championship calendar over 22 Grands Prix is the completely contrasting characteristics of circuits that the teams and riders go to.
At each track there is something challenging for the riders, something challenging for the teams’ engineers and technicians and something exciting and entertaining for the fans to watch. Ultimately, getting the bike setup in the sweet spot is crucial for the teams to to get the maximum out of a Grand Prix weekend.
So now you know how MotoGP™ teams prepare bikes for the different tracks in the World Championship and you want to learn more? Check out our deep dive on how fast MotoGP™ bikes are!