Why A Rear Ride Height Devices Ban in MotoGP Is Not An Easy Decision

Categories:   MotoGP 

Ride height devices have been discussed in MotoGP for three years. For 2023, the front devices will be banned. But when will the rear ride height devices follow?

One of the biggest issues in the MotoGP paddock is the desire of some manufacturers, as well as many paddock members and fans, to ban rear ride height devices. 

For many, it can’t happen fast enough. The general consensus is that the devices are responsible for a massive loss of action in the premier class.

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Ride height control during cornering and especially at the exit of corners has brought acceleration close to perfection for all riders.

Mistakes and thus chances for the rider behind to overtake on the following straight are almost zero. In addition, there are other restrictive components such as the massive aerodynamic aids. 

In order to guarantee the show and make MotoGP races more exciting again, Dorna is planning to ban the devices, but only in a time frame that allows the respective manufacturers to profit from their developments.


MotoGP Director of Technology Corrado Cecchinelli revealed in an interview with Crash.net:

“It is our intention to ask the manufacturers to consider banning the rear as well, given a proper timeframe.”

However, such a decision cannot be taken without the agreement of the manufacturers’ association MSMA. 

The MSMA already disagreed on the banning of the front ride height devices but finally agreed with five out of six votes. 

However, a decision against the rear ride height devices in the near future could again lead to trouble within the MSMA. For Cecchinelli, a unanimous decision would be preferable:

“Still we don’t like, in general, changes that are not unanimously agreed.”

In contrast to the front devices, the advantages of some manufacturers are immense, an abandonment of them not welcome.


Cecchinelli explains that such an intrusive decision is a difficult one for the rule makers. Punishing the original manufacturer through “wasted development work” would be the wrong approach. 

“There’s always the question of being fair to those who invent something you weren’t expecting and giving them a correct reward for having been better than the others.

“But you have to balance that with the fact you didn’t really want what they are doing, to be done.”

The Italian believes there will be no big change to the current problem before the new round of contracts between Dorna and manufacturers in 2027. 

The sooner we can agree with the manufacturers about the 2027 package the better For example, no one would agree to change the engine size for 2027 in 2026,” said Cecchinelli.

According to him, the factories must have the chance to adapt adequately to the rule changes. “We are moving in small incremental steps until then [2027] unless everybody agrees.”

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