- Acosta considers the planned 850cc engine a step backward and advocates keeping the 1,000cc displacement
- KTM allows Acosta to test the RC16 850 in Brno on Monday despite his upcoming switch to Ducati
- The Spaniard demands a complete ban on all ride-height devices and criticizes the planned single-bike rule
MotoGP is facing its biggest regulation overhaul since the switch from 800 to 1,000cc in 2012. From 2027, displacement will shrink to 850cc, Pirelli will replace Michelin as tire supplier, aerodynamics will be curtailed, and all ride-height devices will be eliminated. Pedro Acosta is watching these developments with mixed feelings. At the Grand Prix of the Czech Republic in Brno, the 22-year-old KTM rider has spoken candidly about the future of his sport.
Why Does Pedro Acosta Consider the 850cc Engine a Step Backward?
Acosta sees the displacement reduction as the wrong approach. “Going down to the 850cc engine would be a step backward. MotoGP should not be easy,” he said on Friday in Brno. While he supports the abolition of devices and the reduction of aerodynamics, he would have preferred to keep the 1,000cc engine. “The 1,000cc engine would have made the races more entertaining because it would have been more demanding. That is the only thing I don’t like about the new regulations,” Acosta explained.
This stance is particularly noteworthy given that Acosta himself rode 1,000cc machines even before his MotoGP debut. The Spaniard recently revealed that he had been training on such motorcycles since the age of 14, even before he contested his first World Championship race in Moto3. He therefore knows the performance capabilities of the current prototypes firsthand.
Is MotoGP Becoming a Pure Engineering Sport?
One of Acosta’s key statements concerns the power dynamics between rider and technology. “This sport is really becoming a sport for engineers,” he criticized. Ten years ago, you didn’t need the best motorcycle to win. Back then, Hondas and Yamahas were the best machines, but one would win at one circuit and the other at another. Both were competitive. Today the situation is different: “If you have the right components in any part of the engine, you are fast. You have to accept things as they are.”
Acosta drew a comparison to Formula 1, where the situation is even more extreme in his view. While motorcycles have evolved in this technology-heavy direction, if the system behind the scenes doesn’t work, there is no progress. There are many things beyond a rider’s control.
Why Does Acosta Need Faster KTM Teammates?
Despite his talent as currently the best KTM rider, Acosta sees a structural problem. “I’m not holding back, but when I say I can finish fifth, that’s exactly what I mean,” he stated clearly. What he needs are other KTM riders to step up. That step could already be made on Friday, but it often doesn’t happen, as was the case in Mugello. “I need the other KTMs to be fast and give me information that can help me be fast.”
Acosta is addressing a well-known dilemma: as the only competitive KTM rider, he lacks comparative data from teammates. While Ducati can draw on five and Aprilia on four fast riders who exchange setup information among themselves, Acosta is often on his own on the KTM side.
How Realistic Are KTM’s Title Chances in 2026?
Regarding the championship standings, Acosta offered a sober assessment. “Not at the moment. We are still far away and need more potential. It’s hard to make up points in the championship when the best result is a second or third place,” he explained. He sees the pressure in the title fight currently resting on Aprilia and Marc Márquez.
After eight of 22 races, Marco Bezzecchi leads the championship on the Aprilia with 180 points, ahead of Jorge Martín with 160. Acosta himself had scored his 13th MotoGP podium at the Hungary GP in Balaton Park but is still waiting for his first victory in the premier class. On Friday in Brno, he finished the practice day in sixth place, just under half a second behind the fastest rider Ai Ogura on the Trackhouse Aprilia, but under the existing lap record.
What Is Behind the 850cc Test on Monday?
KTM has decided to let Acosta test the new RC16 850 with Pirelli tires in Brno on Monday, despite his all-but-confirmed switch to the Ducati factory team for 2027. Acosta himself commented on the plans with typical composure: “You know more than I do. Nobody has told me anything yet. I’m here, and if they want me to put on my suit, I’ll do it.” Anything that helps the manufacturer ultimately helps him too.
He is expected to be joined at the test by either Dani Pedrosa or Pol Espargaró, both of whom have already ridden the new KTM during private tests. KTM is following the example of Honda, which is also letting Joan Mir and Luca Marini test its 2027 prototypes. Ducati, by contrast, is denying departing riders like Francesco Bagnaia, who will switch to Aprilia in 2027, access to the new machines until the season finale in Valencia.
The test in Brno is the first in which regular MotoGP race riders will ride the 850cc machines with Pirelli tires on track. Two more testing opportunities will follow at the Red Bull Ring after the Austrian GP in September and at the traditional post-season test in Valencia at the end of November. Riders switching manufacturers will be allowed to try the Pirelli tires at the Red Bull Ring with their current machines, but will only experience the combination of the 850cc engine and Pirelli tires in Valencia.
How Does Acosta Position Himself in the Lowering Device Debate?
The safety discussion around ride-height devices has gained momentum following the serious Turn 1 crashes at the Catalan GP (Johann Zarco) and the Hungary GP (Martín/Bezzecchi collision). In Brno, riders tested starts without an activated front device for the first time on Friday. Acosta’s comments on the matter were nuanced. In an interview with GP-One, he initially stated that the recent crashes were not directly related to the lowering devices in his opinion, but rather attributable to other external factors.
At the same time, in a separate interview, he spoke out clearly in favor of a complete ban if one is to be implemented at all. “All or nothing,” Acosta demanded. Banning only the front device would be “not the safest” option. He pointed to a specific risk: if the rear device fails to disengage under braking into Turn 1, it becomes dangerous without the compensating front device. “With the rear device down, you can’t steer. The front wheel is in the air.” MotoGP plans to implement the front device ban at the British Grand Prix after the summer break, while grid spacing is set to be increased starting from the Sachsenring.
Acosta Against the Single-Bike Rule
Another contentious issue for Acosta is the proposal to allow only one motorcycle per rider during practice sessions from 2027. His crash in FP1 on Friday in Brno underscored his opposition. “I still think it’s not a good idea. If something like that happens in FP1, you really go into practice at the limit,” he explained. Especially with the new Pirelli tires coming in 2027, it would be important to get maximum track time, and for that you need two motorcycles. A technical problem with one of his machines in the second practice session further reinforced his concerns.
Visit to Verstappen: When Two Fighters Meet
Away from the track, Acosta used the race-free weekend to visit the Formula 1 Grand Prix in Barcelona. There he met, among others, Max Verstappen, who after a fourth-place finish at Lewis Hamilton’s home race currently sits only seventh in the championship with 55 points, 101 behind leader Kimi Antonelli. Acosta was surprised by the personality of the four-time Formula 1 World Champion.
“I was surprised what a great guy he is. He actually came to find me. I thought the race is over, he’s probably angry, so maybe I shouldn’t… But he was really approachable.” Carlos Sainz, Oscar Piastri, and Lando Norris also proved to be open and personable. When asked about advice from Verstappen, Acosta noted that the Dutchman has it somewhat easier in that he can drive to the Nürburgring and distract himself at the 24-hour race. “He handles it well. Better than I expected.”
The parallel between the two athletes is obvious: both Acosta and Verstappen are fighting in 2026 with an inferior overall package against the competition, without giving up their ambition.
Frequently Asked Questions
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Why is Pedro Acosta against the 850cc engine in MotoGP?
Acosta considers the displacement reduction a step backward because the 1,000cc engine would have made races more demanding and therefore more entertaining. He does, however, support the abolition of ride-height devices and the reduction of aerodynamics, as these measures are intended to put the rider back in the spotlight.
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Will Pedro Acosta test the KTM RC16 850 in Brno?
KTM has cleared Acosta for the Monday test after the Brno GP despite his upcoming switch to Ducati. He will be joined by one of KTM’s test riders, either Dani Pedrosa or Pol Espargaró. It is the first 850cc test involving regular MotoGP race riders.
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What does Acosta demand regarding the lowering device ban?
Acosta demands a complete ban on both devices, front and rear. Banning only the front device would not be the safest solution, as a rear device that fails to disengage without the counterbalance of the front one severely limits the motorcycle’s steering ability into Turn 1.
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Where does Pedro Acosta stand in the 2026 MotoGP championship?
After eight races in the season, Acosta sits behind Aprilia riders Bezzecchi and Martín as well as defending world champion Márquez. He has collected 13 MotoGP podium finishes but is still waiting for his first victory in the premier class.
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Why does Acosta need faster KTM teammates?
As the only competitive KTM rider, Acosta lacks the comparative data that Ducati and Aprilia can generate through their respective four to five fast riders. Faster teammates would provide him with crucial setup information from Friday onward.
