MotoGP™ ride height devices have been one of the sport’s most innovative introductions in recent times, but the concept has not been without controversy. Indeed, in 2027, its relatively short time in the sport will come to an end with the rollout of new MotoGP technical regulations.
So, how did a piece of engineering technology land in MotoGP, have a massive impact on the sport, and cause such a stir that it would be banned within 10 years? In this article, we’ll examine the evolution of ride height devices and more.
What Is a Ride Height Device?
A ride height device is a mechanical system used on a MotoGP™ bike to lower the motorcycle’s height during a race.
By lowering the bike’s height, its centre of gravity is brought closer to the ground, thereby combatting the phenomenon of a wheelie. When accelerating significantly in a very short space of time, a motorcycle’s front wheel rises off the ground, and torque, traction and speed can all be negatively affected. A ride height device is designed to counteract this.
Deployed in specific race situations, such as a MotoGP race start or exiting a corner, the ride height device enables riders to deliver more power with improved efficiency, all with the goal of accelerating sooner and achieving higher speeds.
How Does a Ride Height Device Work?
The MotoGP™ ride height device is engaged by a rider pressing a button on their handlebar. This activates a system which compresses and alters the rear suspension, in turn affecting the bike’s geometry and lowering it.
Ride height devices must be engaged by the rider and controlled by them and therefore cannot be automatically controlled by a MotoGP bike’s ECU (Electronics Control Unit). It is a mechanical device that uses hydraulics.
For a race start, the rider engages the ride height device which, when employed on the front and rear of the motorcycle, is collectively known as a holeshot device. The front mechanism cannot be used again after the start (it is single-use only), leaving only the MotoGP™ rear device in use for the remainder of the race. As recently as 2023, both could be used in-race, but a ban on the use of the front mechanism after the race start was imposed for safety reasons.
The rear system used during the race is more sophisticated and employs hydraulics that are controlled via the rider’s dashboard. The rider must constantly monitor and activate the device during a race, engaging it before exiting a slow corner onto a long straight to lower the rear of the bike, and then disengaging once out of the corner and on the straight.
Benefits of Ride Height Devices
Ride height devices have helped riders gain significant advantages in races, with the reduction in wheelie making for faster lap times. The improved traction and power delivery, combined with more efficient race starts, have all contributed to noticeable performance benefits thanks to improved bike stability.
Some engineers estimated that during the period when some factories had rolled out ride height devices, and others had not yet implemented one, the lack of a system resulted in a loss of 0.3 to 0.4 seconds per lap.
Controversy and Safety Concerns
Ride height devices have sparked considerable debate in MotoGP™, with topics such as safety, performance, costs, and competitiveness all being hotly discussed.
The risk of device malfunction can impact rider safety, as well as race results. At the 2025 British Grand Prix, Fabio Quartararo was on course for his first victory in almost three years when a failure with his ride height device resulted in a DNF. Alex Márquez crashed out of the same race at the start due to a similar problem, and a three-rider crash involving Enea Bastianini, Pecco Bagnaia, and Joan Mir on the opening lap of the French Grand Prix earlier in the season was attributed to a ride height device issue.
There have been numerous other incidents where riders have had their bikes stuck in ride height device mode, which has serious implications for bike handling, often occurring suddenly and without prior warning.
Indeed, riders have been vocal on the subject. Marc Márquez has previously said that “for me, it’s something they must remove in the future”, while Quartararo noted before his Silverstone experience that “now, you need to check too many things and I think at the end you win, but for me it’s starting to be too much”.
MotoGP™Regulations on Ride Height Devices
Front MotoGP™ride height devices were banned in-race in 2023, and only allowed to be applied for the race start, marking a clear direction for the system's future.
Currently, front devices can only be used once: off the start line as part of what is known as the holeshot device. In contrast, the MotoGP™ rear device can be used repeatedly throughout a race. Ride height devices must be mechanical and not managed by electronics.
From 2027, a complete ride height MotoGP™ ban on all devices, including holeshot devices, will come into effect.
Rider safety, cost control over the continual development of such systems, performance and entertainment, and the trickle down to road motorcycles (or lack thereof) have all been cited as major contributors to the decision.
Comparison With Other Technologies
Ride height systems interact closely with bike aerodynamics to improve performance, with both areas focusing on improving downforce in specific scenarios to improve bike stability and maintain load on the front tyre when accelerating.
Formula 1’s Drag Reduction System (DRS) has been mentioned in discussions about MotoGP™ ride height devices, but direct comparisons are difficult to make. While both affect the aerodynamic performance of the car/bike in terms of drag, albeit in different ways, their implementation and regulation are significantly different.
DRS enables adjustments to the bodywork of the car, whereas ride height devices lower the entire motorcycle. Formula 1 has also imposed strict rules on where and when DRS can be deployed during a race, while MotoGP™ regulations allow riders to use ride height devices at any time during a race.
In WorldSBK, there are no ride height devices, while in motocross, they are used at the start of the race as a holeshot device.
Impact on Racing Strategy
There’s no doubt that ride height devices have drastically impacted MotoGP™ race strategy. In addition to the adverse effects outlined by the rider mishaps mentioned above, riders must carefully consider the deployment of their devices in races, remembering to actively engage and disengage them in conjunction with several other performance elements.
Riders and teams adapt their race starts in different ways, as they need to generate enough speed into Turn 1 to then trigger the disengagement of a holeshot device. In contrast, the timing of the engagement and disengagement of ride height devices as they enter and exit corners can gain or lose crucial tenths of a second during a race.
The type of corner - be it fast or slow, short or long, and whether another linked corner or a straight follow - also plays a massive factor in how a rider engages with their ride height device. It all makes for a lot of critical decision-making in a split second.
In terms of bike setup, a MotoGP™ suspension system’s travel can be adjusted depending on the track layout and expected ride height device deployment in a race. At the same time, tyre and brake wear are also impacted by the frequency of system use. Weight distribution and bike geometry also undergo constant changes when the system is being activated and deactivated, calculations that engineers must factor into an already complex race strategy.
A significant impact in MotoGP™
Ride height devices have had a significant impact on MotoGP™ in the last decade, advancing technological innovation in the sport while also raising questions about safety, performance, rider control, and cost.
With the impending ban from 2027, it has become clear that while the devices provided an aid to riders in specific race scenarios, the drawbacks outweighed the benefits to such an extent that a decision was made to rule them out in the near future.