[analyse_image type=”featured” src=”https://cdn.crash.net/2026-04/ducati.jpg?width=1600&aspect_ratio=16:9″]
Ducati takes inspiration from rivals in MotoGP rear aero battle
Ducati fitted new rear aero and ‘leg wings’ to the factory machines of Marc Marquez and Pecco Bagnaia at the US MotoGP.
Ducati ushered in MotoGP’s modern aerodynamics era when its Desmosedici sprouted winglets during 2015 pre-season testing.
The Bologna factory then kept its rivals in aerodynamic ‘dirty air’ for much of the following decade, as development accelerated across the grid.
But while Ducati’s concepts were widely copied, Aprilia emerged as a key innovator, notably introducing a ground-effect fairing in 2022.
With homologation rules now limiting front fairing updates, smaller details separate the manufacturers.
Rear aero, meanwhile, remains unrestricted and has become something of a battleground, with many teams now offering multiple configurations to suit rider choice or circuit characteristics.
Aprilia again led the way with seat-mounted wings positioned behind the rider’s legs, an area outside of the current homologation limits.
Honda, KTM and – from the recent COTA round – Ducati now also have ‘leg wings’ available.
Ducati’s version, modest in size compared to Aprilia, made its debut alongside a revised rear wing, similar to a current design at Aprilia, KTM and Yamaha.
These seem to combine the vertical side vanes of the ‘stegosaurus’ aero with the downforce benefits of a conventional ‘F1-style’ wing profile.
Honda has also experimented with rear wings in the past, but is currently using only vanes.
“More stability in the fast corners”
Asked if Aprilia had been an inspiration for its latest aero, Ducati team manager Davide Tardozzi told MotoGP pitlane reporter Jack Appleyard:
“It’s obvious that you have to always look at who is leading, and it seems like Aprilia in this moment is performing very well, so why not have a look….”
Ducati’s aero seemed to work, with factory riders Marc Marquez and Pecco Bagnaia keeping it for the remainder of the US MotoGP weekend.
“I feel that you have more stability in the fast corners,” Bagnaia explained. “Exiting from the fast corners, I feel more comfortable.”
Bagnaia then got to within half a lap of winning the COTA Sprint but was overtaken by Aprilia’s Jorge Martin, on the medium rear tyre.
All riders then used the medium for the grand prix, but Bagnaia again suffered a big tyre drop and faded from fifth to tenth.
Marquez took over fifth place after fighting back from a long lap penalty.
However, VR46’s Fabio di Giannantonio finished as the leading Ducati rider in fourth – without the new aero.
Seven seconds ahead of di Giannantonio, Aprilia’s title leader Marco Bezzecchi won his fifth consecutive grand prix despite damage to the back of his RS-GP, with Martin in second.
When discussing the damage, Aprilia Racing CEO Massimo Rivola identified where the wing is most effective:
“Marco’s pace was penalised by the lack of a rear wing, especially under hard braking, and there are a lot of those here.
“The rear of the bike was definitely lighter, more unstable, and therefore more difficult to control.
“He did a great job at adapting… If others think aerodynamics don’t matter, let them think that.”
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Ducati fitted new rear aero and ‘leg wings’ to the factory machines of Marc Marquez and Pecco Bagnaia at the US MotoGP.
Ducati ushered in MotoGP’s modern aerodynamics era when its Desmosedici sprouted winglets during 2015 pre-season testing.
The Bologna factory then kept its rivals in aerodynamic ‘dirty air’ for much of the following decade, as development accelerated across the grid.
But while Ducati’s concepts were widely copied, Aprilia emerged as a key innovator, notably introducing a ground-effect fairing in 2022.
With homologation rules now limiting front fairing updates, smaller details separate the manufacturers.
Rear aero, meanwhile, remains unrestricted and has become something of a battleground, with many teams now offering multiple configurations to suit rider choice or circuit characteristics.
Aprilia again led the way with seat-mounted wings positioned behind the rider’s legs, an area outside of the current homologation limits.
Honda, KTM and – from the recent COTA round – Ducati now also have ‘leg wings’ available.
Ducati’s version, modest in size compared to Aprilia, made its debut alongside a revised rear wing, similar to a current design at Aprilia, KTM and Yamaha.
These seem to combine the vertical side vanes of the ‘stegosaurus’ aero with the downforce benefits of a conventional ‘F1-style’ wing profile.
Honda has also experimented with rear wings in the past, but is currently using only vanes.
“More stability in the fast corners”
Asked if Aprilia had been an inspiration for its latest aero, Ducati team manager Davide Tardozzi told MotoGP pitlane reporter Jack Appleyard:
“It’s obvious that you have to always look at who is leading, and it seems like Aprilia in this moment is performing very well, so why not have a look….”
Ducati’s aero seemed to work, with factory riders Marc Marquez and Pecco Bagnaia keeping it for the remainder of the US MotoGP weekend.
“I feel that you have more stability in the fast corners,” Bagnaia explained. “Exiting from the fast corners, I feel more comfortable.”
Bagnaia then got to within half a lap of winning the COTA Sprint but was overtaken by Aprilia’s Jorge Martin, on the medium rear tyre.
All riders then used the medium for the grand prix, but Bagnaia again suffered a big tyre drop and faded from fifth to tenth.
Marquez took over fifth place after fighting back from a long lap penalty.
However, VR46’s Fabio di Giannantonio finished as the leading Ducati rider in fourth – without the new aero.
Seven seconds ahead of di Giannantonio, Aprilia’s title leader Marco Bezzecchi won his fifth consecutive grand prix despite damage to the back of his RS-GP, with Martin in second.
When discussing the damage, Aprilia Racing CEO Massimo Rivola identified where the wing is most effective:
“Marco’s pace was penalised by the lack of a rear wing, especially under hard braking, and there are a lot of those here.
“The rear of the bike was definitely lighter, more unstable, and therefore more difficult to control.
“He did a great job at adapting… If others think aerodynamics don’t matter, let them think that.”
Ducati ushered in MotoGP’s modern aerodynamics era when its Desmosedici sprouted winglets during 2015 pre-season testing.
The Bologna factory then kept its rivals in aerodynamic ‘dirty air’ for much of the following decade, as development accelerated across the grid.
But while Ducati’s concepts were widely copied, Aprilia emerged as a key innovator, notably introducing a ground-effect fairing in 2022.
With homologation rules now limiting front fairing updates, smaller details separate the manufacturers.
Rear aero, meanwhile, remains unrestricted and has become something of a battleground, with many teams now offering multiple configurations to suit rider choice or circuit characteristics.
Aprilia again led the way with seat-mounted wings positioned behind the rider’s legs, an area outside of the current homologation limits.
Honda, KTM and – from the recent COTA round – Ducati now also have ‘leg wings’ available.
Ducati’s version, modest in size compared to Aprilia, made its debut alongside a revised rear wing, similar to a current design at Aprilia, KTM and Yamaha.
These seem to combine the vertical side vanes of the ‘stegosaurus’ aero with the downforce benefits of a conventional ‘F1-style’ wing profile.
Honda has also experimented with rear wings in the past, but is currently using only vanes.
“More stability in the fast corners”
Asked if Aprilia had been an inspiration for its latest aero, Ducati team manager Davide Tardozzi told MotoGP pitlane reporter Jack Appleyard:
“It’s obvious that you have to always look at who is leading, and it seems like Aprilia in this moment is performing very well, so why not have a look….”
Ducati’s aero seemed to work, with factory riders Marc Marquez and Pecco Bagnaia keeping it for the remainder of the US MotoGP weekend.
“I feel that you have more stability in the fast corners,” Bagnaia explained. “Exiting from the fast corners, I feel more comfortable.”
Bagnaia then got to within half a lap of winning the COTA Sprint but was overtaken by Aprilia’s Jorge Martin, on the medium rear tyre.
All riders then used the medium for the grand prix, but Bagnaia again suffered a big tyre drop and faded from fifth to tenth.
Marquez took over fifth place after fighting back from a long lap penalty.
However, VR46’s Fabio di Giannantonio finished as the leading Ducati rider in fourth – without the new aero.
Seven seconds ahead of di Giannantonio, Aprilia’s title leader Marco Bezzecchi won his fifth consecutive grand prix despite damage to the back of his RS-GP, with Martin in second.
When discussing the damage, Aprilia Racing CEO Massimo Rivola identified where the wing is most effective:
“Marco’s pace was penalised by the lack of a rear wing, especially under hard braking, and there are a lot of those here.
“The rear of the bike was definitely lighter, more unstable, and therefore more difficult to control.
“He did a great job at adapting… If others think aerodynamics don’t matter, let them think that.”
[analyse_source url=”http://crash.net/motogp/feature/1092947/1/ducati-takes-inspiration-rivals-motogp-rear-aero-battle”]