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KTM's Pit Beirer And Francesco Guidotti On Testing, Tire Pressures, Aerodynamics, And The Future Of MotoGP

By David Emmett |

On Monday, the Red Bull KTM Factory Racing Team launched its 2024 livery. The paint scheme was the least interesting part of the presentation. It was, after all, pretty much identical to the livery used in the 2023 season. Given that very little has changed about the project, in terms of sponsors and team organization, there was no need for a revolution.

After the launch, team manager Francesco Guidotti and Pierer Mobility Group Motorsport Director Pit Beirer spoke to journalists about the goals of the team for 2024, how testing was going, and in the case of Beirer, looking ahead to the new MotoGP regulations due to be introduced in 2027. Much will change when the new set of technical regulations come into force in 2027. And some changes could be introduced earlier.

But first, Guidotti and Beirer talked about how the Sepang test had gone for the Red Bull KTM Factory Racing team. Ahead of the 2023 MotoGP season, there wasn’t much of a sense of where KTM stood. After Sepang, to outside observers, it looked like KTM were in much better shape going into 2024.

"We did a slightly different job this year compared to the 2023 winter test," team manager Guidotti told us. "The base we have now is a solid base, and we started working more on details."

One thing had remained unchanged, though. KTM had given riders Brad Binder and Jack Miller something new to test on pretty much every exit. "Compared to last year's winter test, the same aspect is that we never gave the rider the same bike every day. So the feeling they touch, it's only a small part maybe of what they will have during the the season. So yeah, we started from a different level but we did a similar kind of job. So we can be optimistic."

Motorsport Director Pit Beirer was cautiously optimistic. "Of course it's always a hard moment to talk a lot because we are just ahead of the season, and you can imagine we have prepared really well and we look just forward to things getting started very soon," he said.

But the signs from the test were positive. "The test in Sepang went actually really well for us," Beirer said. To be competitive at a test where lap records were being destroyed was especially positive, he added. "You have to say again, the level in MotoGP is just crazy. If you see again how the lap times just went ‘boom’ from record to record. But I feel we are really well prepared going into this new season and the bike looked good. The lap times looked good, so let's hope for the best."

One of the challenges MotoGP teams face in 2024 is the prospect of disqualification if they are found to have been running below the mandatory minimum tire pressure for a set part of the race. The system was trialed in the second half of the 2023 season, and was met with much resistance. It was impossible to set front tire pressure accurately, as it varied massively with whether riders ended up in a pack or riding on their own.

Last year, Dorna used a sliding scale of penalties for remaining below the minimum tire pressure, varying from a warning for the first offense and adding a time penalty for each further infraction. For 2024, all infractions would be viewed as a violation of the technical regulations, and treated the same as if a team were using a fuel tank which was too large or were below the minimum weight for MotoGP machines: automatic disqualification.

There are signs of movement in that area, as Francesco Guidotti admitted. In Sepang, meetings were held and a reduction of the minimum pressure from 1.88 bar to 1.85 bar was discussed, as well as changing the penalty for running below the minimum from an automatic DQ to something less draconian.

Guidotti acknowledged that the minimum tire pressure was part of the rules. "We have to stick to the rules," the KTM team manager told us. "I mean, this is the same for everyone. It's already something that we experienced last year and it was not a drama."

But he also hinted that the penalties could be changed. "As you said, at the moment, the penalization will be a disqualification, but maybe there's still room to manage this penalization, if everybody will … first, if Michelin will agree, and everybody has to agree on maybe a new proposal."

One of the main causes of the front tire pressure problems is the massive growth in aerodynamics in MotoGP over the past few years. Aerodynamics has put more load on front tires, and the larger wake caused by aero has meant that there is lot less cool air on the front tire when riding behind other bikes.

The development of aerodynamics is something of a vicious circle. Aerodynamic packages allow a manufacturer to get the power the bikes make to the ground and convert it into acceleration. That in turn encourages them to try to get more horsepower out of their engines. And the more power they make, the more sophisticated the aero packages can become.

"That's all a new dimension that started some time ago for everybody, and now it's getting wild out there, if you saw what's happening, what everybody brought to Sepang," Pit Beirer told us. "So I feel we are somewhere where Formula One have been a couple of years ago, where really every small detail, lip, corner, radius on the bike is overthought. How we can use it to help the bike on the aerodynamic side."

Aerodynamics had moved from being just something to help with wheelie to being an integral part of bike design, Beirer said. "It's clear you don't need aerodynamic anymore just to have a fast bike on the straight. You really need to have aerodynamics to help you keep the wheelie, front down and to get more traction."

"Then to be fast on the straights, but then also use the momentum to help you slow down the bike, to help you turn the bike. So the aerodynamics plays actually in every moment of acceleration, high speed, slowing down, turning plays into the performance." That had had an enormous impact on lap times, Beirer said. "So of course that's also why maybe the last two years the lap time steps became even more crazy than before, because that's a big factor in the meantime."

KTM has partnered with Red Bull Advanced Technologies, a UK-based company born out of the Red Bull F1 program, to develop its aerodynamics package. The Austrian factory had been able to make the connection thanks to its close ties with energy drink giant Red Bull, KTM's main sponsor in grand prix racing.

"We are just more than happy and thankful that Red Bull opened the door for us on that side, that we could really get a team of experts on our side working for us like overnight," Beirer explained. "Because if you need to develop that department one by one on your end for sure it takes a while. And also it's not so easy to find the experts."

Having Red Bull Advanced Technologies had put KTM's aero development into overdrive. "So we have access to a great team in Milton Keynes. So I would say our aerodynamic package somehow is covered. I feel we can keep up with everybody out there and also bring some new ‘candies’ to the track."

The increasing importance of aerodynamics was not good for the sport, however, according to Beirer. "It's quite exciting, but I think from promoter side and if I am in regulations, we need to be careful now not to go too far. So I think we need a limiting factor very soon. Maybe we should not even wait until ‘27 with limiting this this stuff."

The new regulations in 2027 would see a lot of changes, according to Beirer. "I’m not allowed to talk for my colleagues, but I feel we have a really close corridor, where we all agreed from ‘27 forward that we need to limit the aerodynamics," he explained.

"I know from our discussion that will happen just in terms of size. We will not get rid of wings and stuff like that. So the modern bikes will look like that and it will go on in that direction. But I think just the room where we can play will be limited and that's a good direction, because the more it's limited, the more you give the tools back to the rider to control things and not the wind machine is controlling your rider."

Reducing the size of aerodynamics was just one of the changes coming in 2027, he said. "So yeah, limiting the size of aerodynamic parts that you can use. Get rid of right height devices. It's a clear request from our side. And reduce engine performance - this was not our wish, but after discussing and with our colleagues, we are also in favor now to reduce engine capacity just to make the bikes safe enough."

Engine capacity looks set to be reduced to 850cc, though the details are as yet unconfirmed. The most likely scenario is to reduce the maximum bore size from 81mm to 75mm, as that allows the bottom end of the engine to remain virtually unchanged: reducing stroke from 48.5mm to 48.1mm gets you to 850cc with a 75mm bore.

But the reason for reducing capacity is simply because the bikes are getting too fast for the circuits, Beirer explained. "The crash zones and everything are becoming a problem because the bikes are just getting too fast. So somehow we need to reduce speed and aerodynamic and ride height devices to come at least one step down of the situation where we are right now," the PMG Motorsport Director told us.

Talks are still ongoing to finalize the details for the 2027 MotoGP technical regulations. Talks with figures close to the talks suggest that a new set of rules should be agreed soon, by the early part of the 2024 season at the latest. Then we shall see the future shape of MotoGP.

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2024
MotoGP
Sepang, Malaysia
KTM
David Emmett
KTM
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Comments

Beirer seems a reasonable guy. "We might not want to wait for 2027" is good to hear. Heck, we might not want to wait for 2021 is more like it. The writing has been on the wall.

Suzuki left just in time. There is no way they could have kept up with their war chest.

We went through this a bit similarly with electronics. It was handled well! May this too, and as swiftly as possible.

There is an alternate universe in which we stayed with Bridgestones. The bikes are battling on the brakes, waggling rears up in the air. Binder, Quarty and Marc fight for wins on short bikes, Suzuki is here, and the aero is 2018 ish. Ducati is also fighting for wins on tracks with longer straights. Three viable bike formulas basically, each with their strengths. I go watch races here in my mind...and it is a curse that highlights a sense of tragedy.

v AMEN BROTHER slfsh (down below)! That one specific picture is the one I cannot look at. It pains and sickens, literal disgust and despair.    

Do you ever stop and suddenly SEE something? Then just feel awe? Last night it was "19 years old?! Pedro Acosta is NINETEEN!?! How could he be in MotoGP?! When I was 19...(insert meager capacity for achievement)." Stunning.

Wow, sincere salute to you Mr Holcomb! I admire what you have been able to do, that is remarkable for me right alongside Acosta (and moreso in important respects). 

The helicopter guys in particular look to have been right in the horrible heat of battle. I have had patients work with that (Vietnam and thereafter) - I have to admit to only being partially able to comprehend and empathize despite best effort and intention. I've read lots, watched many documentaries, and been with these men's experiences but still on the outside of it.

I was fortunate to have plenty of time to bloom late. At age 27 or so I started to "feel like a semblance of an adult." At 19 I was in my 2nd year of university studying girls and beer.

Thanks for your service. I will think of you both when I see Hueys and Acosta!

MotoGP engines are traction limited power wise, and make most of their speed in the straights at the beginning of the acceleration phase, not the end.

All the capacity reduction will do in isolation is reduce the amount of TC intervention and some acceleration in top gears. I don't know if that will reduce top speeds enough alone. Ditching ride height devices and aero may be enough.

Part of me wishes Motogp would lean into the tech though. Reduce the power, but make aero and suspension active. I am an engineer so I want to see the tech reach its full potential 

Nah, we're stuffed. Two things stick out for me. 

'We will not get rid of wings and stuff like that. So the modern bikes will look like that and it will go on in that direction.' 

So they've now reached the point where the look of the bikes is used as a reason to keep wings ? Somehow fans will not accept a bike without. The bike will 'look' bad ? Not sure, might be reading too much into that statement.

The next thing is the reduction in capacity to reduce speeds. You only need to reduce the capacity when the bikes have big aero, ditch as much aero as you can and top speeds drop, braking distances increase and now corner speeds drop. Add in the ban on ride height devices and it's even more. So I think, when they talk about putting limits on aero, they are talking about stopping it where it is now. Is it a reduction or 'put limits on' ? Therefore, to reduce the speeds from where they are now they must have a reduction in capacity. 

That all ignores the effect of a ride height device ban. Hopefully it's enough. Less power without less aero, in my opinion, means less rider more bike. That's the cost of concessions.

Why don’t they just set a minimum pressure for the start of the race, and check it on the grid? Then it’s the same for everyone and no changing the results after the race. 

Is the perfect illustration of how ridiculous aero has become on MGP bikes. Can not understand why manufacturers are not apoplectic over the idea of having to commit massive sums of money to design a completely new class of engines (850cc) to slow the bikes for safety when the simple, cheap, economic answer is to remove all the aero which provides zero manufacturer return on investment - it has no real application to road bikes and never will. That money is much better spent on engine tech, electronics, new materials, etc. that might keep combustion engine motorcycles relevant in the future. As for "fans what to see it (aero)." Everyone I know that watches MGP thinks aero is travesty. We just want close racing and that doesn't require aero - in fact it fights against it (dirty air, tire pressure problems, etc.) Time to stop letting Gigi run MGP. He's a brilliant guy. Tell him aero is out and he'll bring something more relevant to the table.

slfish, I agree with you but here is a problem. Even amongst mutterers, one of the saner places on the internet, there are those who are as much into the engineering and tech as they are the racing. Now of course these folk are entitled to their opinion but it's not entirely compatible with those of us for whom racing means some potential for overtaking and other competition for the win and for places. Most of all though you're dead right to point out that photo cause it shows just how extreme the aero dimension has become. It's immoderate and while I don't think I would agree that aero generally has zero relevance to production motorcycles, the relevance is at best marginal. Looking at that photo even the aero fan boys and girls might ponder whether from a design or racing perspective the aero dimension has become excessive. Even a compromise position like one aero development/implementation per bike might allow some improvement of performance without the effect of buggering up everything else, but moderation in these matters is hard to find. It should be someone's job to maintain the essence of the sport. 

Aero is huge on a bike. People do take their road bikes to the track so there's direct carryover there. But even those who don't want bikes that are more efficient and more importantly more comfortable. Buffeting sucks. If aero being a focus in MotoGP helps them address that I'm all for it.

If you don't like aero that's fine but to use your dislike to dismiss any benefits it has is silly.

Aero is important on a road bike and I’d argue manufacturers have been perfecting road appropriate aero for years because it provides value riders can experience. All the stuff in pic #4, anti wheelie wings, down wash ducts, and corner ground effect fairings that only act over 100 mph are not road tech. 

From an outsiders point of view, i guess most manufacturers would be in favor of reducing aero to a reasonable amount. But the main issue is, you have to get unanimity within the manufacturers to adapt the existing rules. I can remember even two years ago, that there were negotiations to limit (or deny) all aerodevices behind the footpegs mainly to address the spoon spoilers- but it wasn't possible to get an unanimous decision on that. Shortly afterwards Aprilia came up with the first iteration of the finns/spoiler on the back. My guess from the outside, the outcome of such efforts would be the same like two years ago. 

I pretty much do not care what size the aero is (or if it is deleted completely), or what technical gadgets are allowed or are banned by the rules (as much as I do drool over the technical side). And I definitely do not know what the answer is. Yet whatever it takes to bring back passing and battling at the front, I am for it. Even though I can imagine how hard these guys are racing while locking the front into the turns and managing the front tire temperature and pressure and pushing all the buttons and levers, there is no amount of hype that Birtie or Suddaby can express (ambient mode is a blessing) or glitter that the powers that be can sprinkle on the show that can get me excited about a boring race. After 10, 15, or 20-odd laps of a parade, I get a feeling of dissatisfaction and question why I even bothered forking over all those eurodollars to watch. Just let me see some action Dorna, even if it is mid-pack. Please. 

That we only go to good tracks and the tyres are never updated. 5 rounds at PI means at least 5 bangers every year. Sack off Cota, Motegi, Valencia, Redbull ring and Sepang orrrrr force them all to install A GT chicane as their final corner. 
Bad race tracks make for bad racing.

There were plenty of boring races before aero too. People are comparing entire seasons today with the Catalunya 2009s and PI 2015s of the past. I think there are also just too many rounds which creates other issues so cutting back to the 15-16 best tracks on the calendar solves a lot of problems.

It's upto KTM, Aprilia, Yamaha, Honda to make a Motogp bike as good performance as the Ducati! 

If that happens then they're will be tons of overtakes (apart from the specific circuits where the track layout etc makes it very hard to pass)

2023 there was a decent amount of overtakes throughout the season. Wasn't nearly as bad as some people mistakenly make it out to be. Wrongly blaming it just on the Aero! 

 

My wife and I have been reviewing past seasons over the winter break, and overheating and therefore pressure increase in the front tyre was certainly a problem for the Hondas before the aero went mad. That was the year Marc & Vale had their big to-do. 2015? Or 2016?

I can't remember where I read it, it would have either been on here or on Matt Oxley's excellent blog, where it was mentioned that the Michelin had more of a problem than the Bridgestones because the volume of the tyre was smaller.

I think more pressure (lol) should be put on the teams to test the new Michelin front and bring it into service as soon as possible. And reduce the aero. And remove the ride height devices. And only visit tracks without huge long straights. Assen is always pretty exciting, for example. And Phillip Island.

I agree with the majority here, as well as the team heads we've heard from, that aero should be severely restricted. However.

I don't think the last five years (or however you want to define the aero era) has been boring. Despite my love of every PI race ever raced, you can't define an exciting race by how many overtakes for the lead occur each lap. There is so much more to watch.

I can--and have--just loved a race where second place stalks first all race only to engage in the final laps. And some of my favorite races have been when the leader rockets off into the distance, but the battle for 4th is just amazing. 

Not every movie fan loves Transformers or Mission Impossible, all action all the time. Sometimes The Usual Suspects or The Sixth Sense are more fun. 

 

I share some of these thoughts. A race with 1000 passes is a wild Moto3 race. They need to be able to pass if they have a similar pace. Maybe even a slightly inferior pace. The line for me is when a rider with better pace has no chance to pass. That is pretty rare but we have seen it. Last year, Misano, awful. The boring races of old usually involved ever expanding gaps. Misano was small and constant gaps between many riders. It wasn't about tyre life. As Morgs says below, some tyre wear would have sorted that race out. I don't think it's a global norm at the moment, nowhere near it. We had great races. We will have many more.

I do worry for the aero future. The biggest advance in aero over the last 10-20 years has been the increasing power of computers. What took hours now takes under a minute and tasks which were just not practical and took times measured in orders of the age of the planet...now practical. Chopped back aero will still develop to an infinitesimal level of refinement. As such it will probably become more sensitive and if the bike relies too much on that aero for lap time. No pass. 

Yep, it’s just a thought. If you want more overtaking a simple way to ensure that is inferior grip and increased tyre degradation throughout the race. It would also slow things down a bit.

The races in recent years have been far more exciting than than several previous periods, for example remember all those boring races when Jorge Lorenzo would get to the front and just go. You could fast forward half an hour and nothing changed. That happened long before aero. Brilliant racecraft but boring.

It would be great if instead of just filming the front of the field, that they could also film the mid and rear runners where some of the action also occurs. It’s 2024. Big screen TV’s and split screen viewing is a common thing now and it’s a simple low additional cost enhancement that could make it more interesting.

IIRC Bridgestone were asked to introduce tyre degradation. Can't remember when, but I recall the mention when we were watching every single race of the 4 stroke era.

The problem with that, is that most, if not all of the riders will then spend much of the race preserving the tyres until the last few laps. Then you end up with a dull and slow first 75% of a race, and an almighty fight at the end.

I don't think there is a simple answer, and I think that is why Dorna wants to introduce a smaller bore, which will tend to have a knock on effect on aero due to reduced performance. Something has to happen, or the only tracks where they will be able to race will be F1 style tracks. Or salt lakes. There's probably not even a real point in making tyres that will cope with the increased loads because that will allow performance to increase even more.

I just think it is too complicated now. Too much electronic interference, too much ride height & aero tech. Once the teams have reached a certain level with the aero, ride height devices, launch control, etc, then what is the benefit of having them at all? They will ultimately cease to be a significant differentiator, but by this time we will have been robbed of fine racing where the riders can make the biggest difference.

I don’t want to nit pick a great site but could we have photo captions for the less well informed.