MotoGP’s real-time tyre pressure monitoring system was introduced midway through the 2023 season, bringing a strict new set of regulations and post-race penalties.

The rules were designed to address safety concerns raised by Michelin over the deliberate use of low tyre pressure – in an era when technical developments such as ride-height devices and aero have increased tyre ‘stress’ – while closing a potential performance loophole to ensure fair competition.

Under the new system, a rider is deemed to have breached the rules if they fail to meet a minimum tyre pressure for a required percentage of a race distance.

How the MotoGP tyre pressure rules work

The initial 2023 definition of low tyre pressure was given as failing to meet a minimum pressure specified by Michelin (1.88 bar for the front and 1.68 bar for the rear) for 50% of the laps in a full-length grand prix, or 30% in a MotoGP Sprint race.

For the remainder of the 2023 season, a warning (which teams and riders came to regard as a ‘joker’) was given for a first offence, followed by escalating post-race time penalties of 3 seconds, 6 seconds and 9 seconds for each subsequent breach.

It was intended that “Once teams have become familiar with the system, the target is to apply the standard penalty for Technical Infringements: disqualification” for 2024.

But if anything like the rate of 24 tyre pressure infringements seen during the twelve rounds of 2023 continued, the number of post-race disqualifications would have caused carnage in terms of race and championship results.

Why is setting tyre pressure so difficult?

Alongside data from previous events and practice sessions that weekend, teams must also try to predict how a race will unfold when deciding on starting tyre pressures for their rider.

In-race tyre pressure varies depending on whether a rider has clear air ahead, in which case the front tyre temperature and pressure will drop, or is stuck in hot ‘dirty’ air behind other machines, causing the front tyre temperature and pressure to rise.

For this reason, front tyre pressure is the hardest to predict. It is extremely rare for a rider to breach the rear tyre minimum.

Weather changes during a race, such as temperature, rain or wind, also impact tyre pressure. 

If a team sets the starting tyre pressure too low, their rider risks a penalty for not achieving the required percentage. But if it’s set too high, the rider will lose too much performance behind other bikes.

This also explains why a simple one-size-fits-all starting tyre pressure isn’t used: It would almost certainly be too high for those starting deep on the grid, but too low for those with clear air on the front row.

During a race, riders are given up-to-date information on their dashboard, warning them if they are in danger of failing to meet the percentage minimum.

The best way for a rider to raise tyre pressure is to allow a competitor to pass and then try to stay in their slipstream for the necessary number of laps.

What are the 2026 MotoGP tyre pressure rules?

Instead of disqualification, the following tyre-pressure rules and penalties have been in place since the start of 2024:

• Riders must stay above a lower front minimum of 1.80 bar (instead of 1.88) for 60% (instead of 50%) of a Grand Prix distance, or 30% of a Sprint. The rear minimum remains at 1.68 bar.
• Failing to meet either of those minimums results in a 16-second time post-race penalty in a GP, or an 8-second penalty for a Sprint/short race.

The only way to avoid a post-race penalty for not meeting the minimum percentage is if a technical issue, such as wheel rim damage (causing air to leak consistently from the tyre), can be proven via data and post-race examination.

2027

Alongside other major technical changes, such as smaller 850cc engines and a ban on ride-height devices, MotoGP’s exclusive tyre supplier will change from Michelin to Pirelli for 2027.

That will almost certainly mean changing the minimum specified pressure values to suit the new rubber.

However, Pirelli has also indicated it is open to modifying the percentages and penalties imposed – depending on the data gathered from its 850cc track tests and providing there is universal agreement within the Grand Prix Commission.