MotoGP 850cc Test: Why the Machine Feels Like a New Class

• For the first time, regular riders evaluated the 850cc machines and Pirelli tires, though they were barred from making specific statements about either
• Power output is lower, especially on corner exits, and without ride-height devices the motorcycle feels “more real” according to riders
• From 2027, displacement, bore, minimum weight and fuel capacity all go down, and ride-height devices are banned

One day after the Czech Republic Grand Prix, MotoGP’s regular riders got their first taste of what awaits them from 2027 onward at the Automotodrom Brno. During a private Pirelli test, they rode the new 850cc prototypes and their accompanying tires for the very first time — the rubber that will replace Michelin as spec supplier from the 2027 season. The test took place behind closed doors at Michelin’s request, as the French manufacturer remains sole tire supplier until the end of the current season. Manufacturers also instructed their riders to refrain from making specific comments about the new motorcycles, and especially about the Pirelli tires. General impressions of the rule change were permitted, and those impressions alone offer a first glimpse of where the premier class is heading.

Why does the MotoGP 850cc feel slower?

The smaller engines produce less power, something riders notice immediately on corner exits. Toprak Razgatlioglu described the 850cc as feeling very slow compared to the current 1000cc, especially in the acceleration phase in third and fourth gear, where almost nothing seems to happen. His first instinct was that something was wrong on the straight, until it became clear that all manufacturers were reporting the same impression. Rules are rules, he said — you have to adapt, even if the machine remains a fast motorcycle regardless.

Pedro Acosta went further and compared the 850cc to a different category altogether. “It feels like another class,” the KTM rider said, comparing it to the power of today’s engines. His first impression was nevertheless quite positive. Joan Mir added that corner speed is higher while top speed is lower. With less drive pressure on corner exits, carrying more momentum into corners is likely to become more important — a shift Razgatlioglu also anticipates for the coming season. Marc Marquez was characteristically brief: a first impression remains a first impression, but the starting point had not been bad.

What does Toprak Razgatlioglu say about the Pirelli tires?

Razgatlioglu recognizes a familiar feeling from his Superbike days in the Pirelli front tire. “I feel the same, like Superbike. The feeling,” the three-time Superbike world champion said. He sees room for improvement at the rear, but the grip is strong. Yamaha test rider Augusto Fernandez observed that Razgatlioglu had rediscovered his hard braking style from the Superbike World Championship with the Pirelli tires. Brno is not a circuit known for heavy braking, yet he felt comfortable from the very first lap, with confidence growing each session — especially at the front.

Why do riders describe it as a "more real" motorcycle?

Without ride-height devices, riders must take more direct control of the motorcycle, something many find more natural. Augusto Fernandez, who has the most experience with the new specification, described the 850cc as “more like a real and natural bike.” You are riding again yourself rather than being carried along by the technology. Power output is lower, but not dramatically so, and the riding is simply more fun. For spectators, he expects more spectacle, because riders can play with the motorcycle more, fight closer together and with less risk — helped also by the tires. The current Michelins have long suffered from an overloaded front tire; the Pirellis are expected to make closer following easier.

Fernandez illustrates just how significant the tire transition is by pointing to his own experience: as a test rider, he switches constantly between Michelin and Pirelli and says he has to briefly remind himself which tire he is on, because the two brands work in completely different ways. One can be relied upon in a certain way, the other cannot to the same degree, and that difference has already cost him a crash this year. Joan Mir spoke of an entirely different riding style and hinted at surprises for 2027. Marco Bezzecchi, who had missed the Czech GP through a penalty, called the test day one of his best ever on a motorcycle, while also tempering expectations: adapting to the new machine will be very hard, and sixty laps cannot replace five years of accumulated experience.

That the transition will not be straightforward was underlined by two crashes. Marc Marquez slid off at Turn 1 and then left early for Assen. KTM test rider Pol Espargaro also went down. Neither rider was seriously hurt.

What changes in the MotoGP rules from 2027?

From 2027, MotoGP engine capacity drops from 1,000 to 850cc. The new rules also cut back the aerodynamics, ban all ride-height and holeshot devices and lower the minimum weight.

The engine itself is targeted too. The bore, meaning the largest permitted cylinder diameter, shrinks from 81 to 75 millimetres. This is meant to limit power further. The bikes will be allowed to weigh 153 kilograms (337 lbs) instead of the current 157 kilograms (346 lbs). Fuel capacity for the Grand Prix drops from 22 to 20 litres, and 11 litres are allowed in the sprint.

On the aerodynamic side, the upper part of the front fairing becomes narrower, with 550 instead of 600 millimetres allowed. The nose of the fairing also moves back by 50 millimetres. As a result, the airflow presses the front wheel onto the track less strongly. Ride-height devices lower the rear under acceleration and so reduce wheelies. They disappear, as do the holeshot devices used for the start. It was precisely the absence of these systems that Yamaha test rider Augusto Fernandez had in mind when he described a more natural motorcycle after the test.

Who was not allowed to test at Brno?

Several prominent riders had to watch from the sidelines because they are changing manufacturers for the 2027 season. Fabio Quartararo, who is expected to leave Yamaha for Honda, was not nominated and commented that he would be at home barbecuing with his family instead. He said he understood the decision, but would have tested had he been asked. He expressed no great concern about only having the one available day in Valencia to learn the new technology. Honda, by contrast, deliberately chose the departing Mir and Marini, placing experience above confidentiality, while Yamaha, Ducati and Aprilia fielded riders who will remain with them in 2027. Pecco Bagnaia, who was also absent due to a team change, suggested that riders not eligible for the test should at least have been allowed to try the Pirelli tires on their current 1000cc machines.

What happens after the Brno test?

The next test with regular riders follows in September after the Austrian Grand Prix at the Red Bull Ring in Spielberg, with a further session after the season finale in Valencia. A larger field is expected at Spielberg. Riders who are switching manufacturers are pushing to be allowed to at least try the Pirelli tires there on adapted versions of the current bikes.

How fast the 850cc bikes are compared to the current machines cannot yet be said with any certainty after Brno. No official timing was running during the test, so there are no reliable lap times. The test was above all the starting point for a long development phase leading up to the 2027 season.

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➜ This article is part of our comprehensive overview: 2026 MotoGP Season: The Complete Overview – Teams, Riders, Calendar & Championship Standings. Find all key information on this topic in one place.