HRC's tech boss: 'The 850s will be less easy, more challenging to ride'

You had quite a few engine upgrades [allowed by MotoGP’s concession system] and we saw Honda lead the top-speed charts for the first time in years, at Motegi and Valencia…

RA: You know that top speed is a consequence of many things [i.e. traction, electronics, aero for wheelie control etc], but for sure you need a good engine to get a good top speed.

What’s your current focus to close the gap to the leaders?

RA: This is a crucial moment, because the design of the [2026] bike was basically done by the end of last season. You have to summarise where the gap [to the best bikes] still exists.

There are still some gaps in some areas, so we have to focus on this, probably most in the entry phase in corners, let’s call it turning, especially at high speed. We think we can improve here, especially compared to Aprilia and Ducati, which are now are the best bikes, especially approaching fast corners. This is something we are working on. In Japan there is a very big project in aero development, which is ongoing. It’s very impressive and I’m confident we will get some good improvement.

You get more from downforce in faster corners…

RA: Yes, this is the quadratic influence of aerodynamics [aerodynamic forces are quadratic with speed, so when a motorcycle doubles its speed, aerodynamic downforce quadruples]. High-speed entry is now the phase where we suffer the most, even if overall performance is good.

2026 will be a crazy year – racing the 1000s and developing the 850s – so Honda’s huge resources could come into play here…

RA: Yes, all the manufacturers have this challenge of sharing their resources between the two projects and deciding the timing of making the transition [from their 1000s to their 850s]. For example, you have to decide earlier on the engine side, so it’s an ongoing process. For each area we are defining our transition timing.

Working for Honda you must feel like a kid in a sweet shop, because the possibilities are huge…

RA: Yes, for sure the potential of Honda is impressive in this phase, where, let’s say, more resources are needed. I hope it will be an advantage.

You have computer-modelled your 2027 bike, so how will it be different? I spoke to Aprilia’s technical director Fabiano Sterlacchini and he estimates the 850s will have 30 to 50% less downforce. Would you agree with that?

RA: Maybe, yes. But downforce created by the wings is something which, in my opinion, has become less important. It’s been the focus from the beginning [of MotoGP’s downforce era], but now the real key is how the entire bodywork interacts with the air, especially in the cornering phase, where there is some ground effect.

Aero will not be less important with the new rules. The importance of aero will be at least the same as it is now, because the understanding of downforce aerodynamics in motorcycles is increasing a lot, so you see more potential.

Do you think the 850s will be more entertaining to watch, with less downforce aero and no ride-height devices?

RA: The bikes will definitely pitch more and the rider will have to work more. Talking with some riders last season, they told me that the current MotoGP bikes are easy to ride now – their engine delivery is perfect and the bikes are very stable, due to aero. Okay, finding the last second is super-difficult, but in general these bikes are easy to ride.

The new bikes will probably be less easy, more challenging to ride, even if the performance will be lower. They will be more normal bikes, I suspect.

Do you think the Pirelli DNA will continue into MotoGP? In other words, will the tyres give more feel, like they have in Moto2?

RA: I cannot say much about this, I cannot make comparisons [with the current Michelins], but, yes, I think the DNA of the Pirellis may remain.

Mir’s performance really changed towards the end of last season, with podiums at Motegi and Sepang – because you gave him what he needed?

RA: All the things we’ve done with engine, chassis and so on, plus the work done in the garage, because this is also very important. We have a very good team on both sides of the garage – they did a fantastic job last year. And don’t forget that Joan is a world champion. Like I said before, we rediscovered Joan Mir. He’s a top rider who’s had some difficult seasons, but now his potential is very good.

What about Marini?

RA: They are totally different riders. Joan is more instinctive, a more pure racer, I’d say.

Luca is unbelievable – he’s like an engineer riding a MotoGP bike. When he gets off the bike he tells you things in such a precise way. It’s very important for a company like Honda to have a guy like him.

And I was very, very impressed by how he recovered after the crash at Suzuka [during testing for the Suzuka 8 Hours], because he had a not-so-easy beginning of the season, then went to Suzuka and had such a bad crash, then he came back and did maybe his best part of the season. I am really happy for him.

Does he give the best feedback you’ve heard from a rider?

RA: The most precise feedback, definitely.

You had a few engine blow-ups during the final races, which isn’t normal for Honda, so what was the story there?

RA: You know [laughs], when you are pushing the limit… Let’s say we were exploring the latest small performance increases and testing different solutions for the future. We are learning…

You also had some clutch issues at Portimao. Do you still use a Lockheed carbon clutch?

RA: Our clutch is a Honda clutch and it’s a very good clutch. This is another area we are exploring, because the starts in MotoGP have changed so much recently. The energy you put into the clutch is much greater now, so, again, we are discovering some limits and new approaches.

Will that energy be lower when holeshot devices are banned from 2027?

RA: Yes, the starts will be more normal, because now everyone can do a perfect start, more or less. Some of the experiences we’ve learned in recent years will still be used, but the starts will be more normal.

The theoretical performance of a start is to accelerate to the wheelie limit, and for sure the wheelie limit will be lower and there will be more pitch from the bike. In general, starts will be less perfect, which is also good for the spectacle.

How have you reorganised your engineering group in Europe?

RA: Race preparation is a very important point. The focus of our new office in Milan [Italy, opened in early 2025] is vehicle dynamics, so we prepare for each race with very deep analysis of the previous event, so we have improved our preparation for races.

We have pushed a lot to share information, including with LCR – sharing information, sharing opinions, and having specific meetings during the weekend to improve this kind of discussion. We have also introduced some new staff to oversee some areas where we had no coordinator. On the electronics side we are now more centralised and coordinated, and we will keep improving in 2026 with more changes.

Do you have a virtual garage in Japan?

RA: No, the virtual garage is in Milan.

Why not Japan?

RA: Japan is more dedicated to development, while in Milan we have the vehicle-dynamics group Milan, which is especially committed to supporting this activity.