{"id":344788,"date":"2026-06-23T09:52:28","date_gmt":"2026-06-23T07:52:28","guid":{"rendered":"https:\/\/rtrsports.com\/holeshot-grid-and-manufacturers-championship-whats-changing-in-motogp-and-what-it-means-for-the-brands\/"},"modified":"2026-10-16T15:52:45","modified_gmt":"2026-10-16T13:52:45","slug":"holeshot-grid-and-manufacturers-championship-whats-changing-in-motogp-and-what-it-means-for-the-brands","status":"publish","type":"post","link":"https:\/\/rtrsports.com\/en\/blog\/holeshot-grid-and-manufacturers-championship-whats-changing-in-motogp-and-what-it-means-for-the-brands\/","title":{"rendered":"Holeshot, grid and manufacturer line-ups: what is changing in MotoGP and what it means for brands"},"content":{"rendered":"

There comes a moment in the history of every sporting championship when regulatory decisions stop being technicalities and become something more: a statement of intent, an attempt to redefine not only the rules of the game but the kind of story that game wants to tell.<\/p>\n

The Grand Prix Commission meeting of 22 June 2026 probably carries that weight<\/strong>. Three decisions, three different time horizons, one common thread: putting unpredictability<\/strong>, safety<\/strong> and a competitive balance<\/strong> that had been wearing thin in recent years back at the heart of the show. These are the new MotoGP rules for 2026, and they deserve a careful reading, not only from a sporting point of view but from that of anyone who invests in MotoGP, communicates through it and builds brand value with it.<\/p>\n

The end of holeshot devices: when taking something away gives something back<\/h2>\n

From the Dutch Grand Prix<\/strong> at Assen, MotoGP bikes lined up on the grid without front lowering devices, the holeshot devices that in recent years had turned the start into an almost automatic sequence of a lowered front end and optimised traction. The decision came after consultation with all the teams and after riders had been able to practise their starts in extra Practice Start sessions: a detail that says a lot about the care with which the championship managed the transition.<\/p>\n

Beyond the method, it is worth asking what is lost and what is gained. A refined technology is lost<\/strong>, the fruit of years of engineering development, which had made starts faster. What is gained, though, is something that in contemporary motorsport is worth just as much: the visibility of individual talent. Without the help of the device, the start becomes an athletic gesture again, a real-time negotiation between the rider’s weight, the throttle and the balance of the bike. Whoever reads it best gains places with something no engineer designed for them.<\/p>\n

For brands that sponsor teams and riders, this change can translate into quality content<\/strong>. A less automatic start brings partial wheelies, duels decided by centimetres, sudden recoveries or collapses: exactly what the digital audience watches and shares. In an ecosystem where visibility is also measured in clips and in seconds of attention on social media, every moment of high emotional tension is an asset. The rider who can control the bike without aids becomes a story, and the brand associated with that story enters the frame with them.<\/p>\n

Even more important is safety.<\/strong> The statement does not say so, but the specialist press links the decision to the first-corner incidents in Barcelona and at Balaton Park; in practice it brings forward by a few months a path that was already set: from 2027, under the new rules, rear lowering devices will disappear too, while for the whole of 2026 they remain legal.<\/p>\n

The grid gets wider: safety, space and a new geometry for logos<\/h2>\n

From the German Grand Prix, in all classes, the stagger between one rider and the next in the same row, measured forward along the straight, has gone from three to four metres.<\/strong> With three riders per row, the distance between one row and the next therefore rises from nine to twelve metres. The stated reason is to increase safety at the start: in the very first metres of the race the lines converge and the density of bikes per square metre is at its highest.<\/p>\n

It is a sober measure, almost invisible to anyone watching the race from the sofa. But it has consequences that people working in motorsport communication and marketing should not underestimate. The starting grid is one of the most valuable visibility spaces of the whole weekend<\/strong>: the shots last several minutes, the riders are still, the bikes are on display, the logos are legible. With more space between one bike and the next, the cameras can isolate individual bikes more easily and the legibility of the graphics on the fairings can improve. These are details, of course, but in motorsport sponsorship details have a measurable economic value.<\/p>\n

There is also a subtler, reputational<\/strong> dimension. Every measure the championship introduces to protect the riders<\/strong> improves the overall image of MotoGP and, by extension, that of the brands associated with it. At a time when companies must account for their investments not only in terms of commercial return but also of consistency with their values, sponsoring a championship that cares about the safety of its athletes is a choice that communication departments can defend more easily, internally and externally.<\/p>\n

Six bikes per manufacturer from 2028: a ceiling on dominance<\/h2>\n

The third decision has the most distant horizon, 2028, but it is probably the one with the deepest structural implications. From 2028 no manufacturer will be able to have more than six riders on the grid<\/strong>, meaning it can supply at most two teams in addition to its own<\/strong>. The rule applies on condition that there are at least five manufacturers<\/strong> in the championship, as there are today with Ducati, Aprilia, KTM, Honda and Yamaha: a safeguard clause that implicitly shows how aware the championship is of the fragility of the system.<\/p>\n

The context is well known. In 2023 and 2024 Ducati fielded eight bikes, four of them in the current-year version, and the dominant technical platform occupied more than a third of a 22-rider grid. From 2025, with Pramac’s move to Yamaha, the Ducatis dropped to six. The new ceiling, then, does not reduce Borgo Panigale’s current presence: it prevents it from growing again. And unpredictability, in motorsport, is not just a narrative element: it is a component of the commercial value of the product.<\/p>\n

Limiting the number of bikes per manufacturer has intertwined consequences. On the one hand, it forces manufacturers to choose their partners more carefully, increasing the perceived value of every technical supply deal. On the other, it leaves more room for the manufacturers who are chasing, who can close the gap without having to compete against many versions of the same rival bike. If this translates into a more balanced championship, the benefits for marketing will be immediate: more credibly competitive manufacturers mean more stories, more surprises, more riders and teams with arguments to offer their sponsors.<\/p>\n

For brands considering an entry into MotoGP through a satellite team, the rule also introduces an implicit guarantee: whoever obtains factory machinery knows that the manufacturer has chosen to tie its name to that project, and that the places available are few. Over the years, the distinction between satellite teams with factory equipment and teams with second-tier equipment has made the difference in the ability to attract top-level sponsors. From 2028 that distinction will be sharper and more valuable than it has ever been.<\/p>\n

What happened next: Assen and the Sachsenring<\/h2>\n

By mid-July, two of the three measures were already a reality. At Assen, on 26-28 June, all MotoGP bikes raced without a front holeshot device. At the Sachsenring, on 10-12 July, the new grid made its debut: riders welcomed it, because there is less crowding in the rows further back, but Saturday’s Sprint was orderly and saw few changes of position, so much so that Alex M\u00e1rquez observed how difficult it had become to gain places at the start. Safety and spectacle, as often happens, do not always move in the same direction. The six-bike limit per manufacturer, on the other hand, will only come into force in 2028.<\/p>\n

For the full history of the device, from Ducati’s first race-used ride height device in 2018 to the bans of 2023 and 2026, see our analysis of the MotoGP holeshot device<\/a>; for the 2027 picture, with 850 cc engines and the end of all ride height devices, our guide to the new 2027 MotoGP regulations<\/a>. For brands considering an entry into the championship, we cover it in our guide to MotoGP sponsorship<\/strong><\/a>.<\/p>\n

Read together, the three decisions of the Grand Prix Commission of 22 June 2026 form a coherent picture<\/strong>. They are not emergency adjustments: they are the signature of a championship that is patiently trying to give MotoGP back the narrative complexity and competitive credibility that make it one of the most powerful sports marketing products in the world. More spectacle, more safety on the grid, more balance between manufacturers: three variables that, if they line up, produce a championship worth more to anyone who invests in it, at any level.<\/p>\n

\r\n\r\n

New MotoGP rules 2026: frequently asked questions<\/b><\/h2>\r\n \r\n
\n
\r\n\r\n

\r\n Since when have front holeshot devices been banned in MotoGP?<\/b>\r\n <\/h3>\r\n\r\n
\r\n
\r\n

Since the Dutch Grand Prix at Assen, 26-28 June 2026, following the Grand Prix Commission decision of 22 June. Rear lowering devices remain legal until the end of 2026; from 2027 all ride height and holeshot devices will be banned.<\/p>\n <\/div>\r\n <\/div>\r\n\r\n <\/div>\r\n
\n

\r\n\r\n

\r\n How is the MotoGP starting grid changing?<\/b>\r\n <\/h3>\r\n\r\n
\r\n
\r\n

From the 2026 German Grand Prix, in all classes, the forward stagger between one rider and the next in the same row goes from three to four metres. With three riders per row, the distance between one row and the next rises from nine to twelve metres, to make the start safer.<\/p>\n <\/div>\r\n <\/div>\r\n\r\n <\/div>\r\n
\n

\r\n\r\n

\r\n How many bikes can a manufacturer field in MotoGP from 2028?<\/b>\r\n <\/h3>\r\n\r\n
\r\n
\r\n

Six at most, meaning its own team plus two customer teams. The rule applies on condition that there are at least five manufacturers in the championship.<\/p>\n <\/div>\r\n <\/div>\r\n\r\n <\/div>\r\n
\n

\r\n\r\n

\r\n Why the six-bike limit per manufacturer?<\/b>\r\n <\/h3>\r\n\r\n
\r\n
\r\n

The statement gives no reason. The effect is to prevent a single manufacturer from again occupying more than a third of the grid, as Ducati did with eight bikes in 2023 and 2024, and to leave more room for those chasing. Since 2025 there have already been six Ducatis.<\/p>\n <\/div>\r\n <\/div>\r\n\r\n <\/div>\r\n
\n

\r\n\r\n

\r\n What do these rules change for sponsors in MotoGP?<\/b>\r\n <\/h3>\r\n\r\n
\r\n
\r\n

Less automatic starts can produce more duels and more shareable content; a roomier grid can improve the legibility of logos on camera; the six-bike ceiling makes every factory supply deal rarer, and therefore more valuable for brands entering through a satellite team.<\/p>\n <\/div>\r\n <\/div>\r\n\r\n <\/div>\r\n
\n

\r\n\r\n

\r\n Is the rear lowering device banned in MotoGP?<\/b>\r\n <\/h3>\r\n\r\n
\r\n
\r\n

Not yet: throughout 2026 the rear device remains legal, both at the start and in the race. It will be banned from 2027, when the new regulations with 850 cc engines remove all ride height devices.<\/p>\n <\/div>\r\n <\/div>\r\n\r\n <\/div>\r\n
\n\r\n <\/div>\r\n \n","protected":false},"excerpt":{"rendered":"

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