The 2026 MotoGP season has reached its midpoint, bringing with it a significant reshuffling of the concession system that governs manufacturer freedoms. Ducati, a dominant force in the sport, has experienced its first demotion from Rank A since the system’s inception, joining Aprilia in Rank B. Meanwhile, Honda has slipped back to Rank D the tier with the most testing and development privileges.
This recalculation, triggered after eleven of the twenty-two race weekends, has set the stage for an intriguing second half of the season. The changes affect not only the technical freedoms available to each manufacturer but also their strategies as they prepare for the upcoming 850cc era in 2027.
Understanding the MotoGP concession system
The concession system is designed to level the playing field in MotoGP. Manufacturers are divided into four ranks based on their constructors’ points over the preceding twelve months. Rank A is reserved for those with at least 85% of the available points, while Rank B covers 60% to 85%. Rank C encompasses 35% to 60%, and Rank D includes those below 35%. The classification is reviewed twice a year, at the season’s halfway point and at its end.
The idea behind the system is to allow less competitive manufacturers more opportunities for testing and development, helping them to close the gap to the front-runners. However, with all manufacturers now focused on the new 850cc prototypes for 2027, the value of these concessions has diminished somewhat.
Ducati’s drop from Rank A: A narrow miss
Ducati’s demotion from Rank A is a narrow one, with the Italian manufacturer missing the 85% threshold by just four points. Over the past twelve months, Ducati collected 657 of a possible 777 points, equivalent to 84.56%. This drop is not so much a reflection of Ducati’s performance as it is a testament to the strong showing of their rivals.
In Rank B, Ducati regains the right to use wildcards and has a larger tyre allocation. However, these freedoms are likely to have limited impact, as the focus has shifted to the development of the new 850cc prototypes. Ducati can now field up to three wildcards, which could include test rider Michele Pirro or Superbike World Championship leader Niccolò Bulega, who is expected to join the VR46 factory team in 2027. Additionally, the allocation for private testing rises from 170 to 190 tyres.
The rise of Aprilia and the fall of Honda
Aprilia’s move up from Rank C to Rank B brings the Noale-based brand level with Ducati for the remainder of the title fight. With 561 points and 72.2%, Aprilia’s strong results have earned them a place in the second tier. However, this promotion comes with a reduction in tyre allocation, from 220 to 190, and a decrease in the number of permitted wildcards, from six to three.
Honda, on the other hand, has dropped back to Rank D, the tier with the most testing and development privileges. At 31.8%, Honda fell short of the 35% mark required for Rank C. In return, the brand now enjoys the greatest freedoms of all, including testing with race riders, testing at every Grand Prix circuit, an allocation of 260 tyres, ten freely developable engines, and two aerodynamic updates. However, with the focus on 2027, these advantages are worth less than in previous years.
The future of the concession system
At the start of the new 850cc era in 2027, the classification will be reset completely. All five manufacturers will begin together in Rank B, regardless of the points accumulated up to that point. At the same time, the new regulations bring tyre partner Pirelli into the series, and wildcards will be banned outright from 2027.
The new bikes have already been tested in Brno and during the test following the Austrian Grand Prix. The full 2027-season field will ride them for the first time on 1 December in Valencia. This makes the current recalculation the last major shift in the balance of power of the outgoing 1000cc era.
