Alvaro Bautista and Ducati will part ways at the end of the 2025 World Superbike season, officials confirmed, with Bautista?s contract option for 2026 not exercised. Ducati announced that Iker Lecuona will join the Aruba.it factory team in 2026, signaling the end of Bautista?s tenure despite the rider?s stated desire to continue racing.
Ducati confirmed that Iker Lecuona will join Niccolò Bulega in the factory Aruba.it Racing ? Ducati team for the 2026 World Superbike season, officially marking the end of Alvaro Bautista?s tenure with the factory squad. Ducati officials described the decision as final, with team manager Serafino Foti earlier indicating in February 2025 that Bautista?s future would be decided after the first few races of the season based on performance and enjoyment.
Bautista revealed at Misano on June 12, 2025, that Ducati would not exercise the contract option for 2026, stating, ?I?m free for next year,? which confirmed the conclusion of his factory deal despite the original 2025?2026 contract framework that included mutual exit clauses.
Following the announcement, Bautista secured an agreement to continue racing in WorldSBK with the independent Barni Spark Racing Team, also running Ducati machinery, for the 2026 season. WorldSBK?s official rider bio and news outlets confirmed the move on August 26, 2025, describing it as the resolution of Bautista?s contract saga. Reports from Paddock GP on August 23, 2025, indicated that Bautista would replace Danilo Petrucci at Barni Ducati, with Petrucci moving to BMW, and would be joined by Yari Montella. Sources familiar with the negotiations said the deal was contingent on strong technical support from Ducati, which Barni is expected to receive following the restructuring of its team.
Throughout the 2024 and 2025 seasons, Bautista consistently expressed his desire to continue racing, emphasizing that he did not feel ready to retire. He stated that he wanted to keep competing as long as he remained physically and mentally capable and enjoyed the sport. In May 2025, Bautista said he was ?really enjoying? the season more than the previous year and that his goal was to continue racing if he could still deliver strong results. Indonesian and German media outlets reported that Bautista ruled out immediate retirement after Ducati?s decision not to renew his factory contract, expressing intent to find another competitive seat in WorldSBK.
While Bautista?s departure from the factory team was confirmed, speculation continues regarding Xavi Vierge?s future in WorldSBK. Media reports and paddock sources have linked Vierge to the Barni Spark Racing Team as a potential teammate for Bautista in 2026. However, no official confirmation has been made by Ducati, Barni, WorldSBK, or Vierge?s current team. Industry insiders suggest that Barni Ducati could expand or adjust its rider lineup to include Vierge, especially after Petrucci?s departure, but details on seat allocations, contract terms, and timelines remain unconfirmed.
Bautista?s farewell in 2025 is specifically to the factory Aruba.it Racing ? Ducati team and not to the WorldSBK championship itself, as his move to Barni Ducati ensures his continued participation in the series. Ducati?s official communications highlighted Bautista as a two-time WorldSBK champion and a significant contributor to the brand?s success, underscoring the importance of the decision to replace him at the factory level. Bautista himself reflected that if his career ended at this point, he would be proud of his achievements but reiterated his ongoing passion for racing and his good physical and mental condition.
The transition from factory rider to satellite team leader represents a new phase in Bautista?s career, extending his presence in WorldSBK rather than concluding it. Ducati?s confirmation of Lecuona?s arrival and Bautista?s move to Barni reflects broader reshuffling within the manufacturer?s WorldSBK program for 2026. Meanwhile, the potential inclusion of Vierge at Barni remains a topic of discussion among media and paddock observers, with official announcements pending.
As the 2025 season progresses, further developments regarding team lineups and rider contracts are expected. Ducati and its satellite teams continue to finalize their rosters ahead of the 2026 WorldSBK season, with Bautista poised to remain a prominent figure on Ducati machinery outside the factory setup.
Alvaro Bautista and Ducati will part ways at the end of the 2025 World Superbike season, officials confirmed, with Bautista?s contract option for 2026 not exercised. Ducati announced that Iker Lecuona will join the Aruba.it factory team in 2026, signaling the end of Bautista?s tenure despite the rider?s stated desire to continue racing.
Ducati confirmed that Iker Lecuona will join Niccolò Bulega in the factory Aruba.it Racing ? Ducati team for the 2026 World Superbike season, officially marking the end of Alvaro Bautista?s tenure with the factory squad. Ducati officials described the decision as final, with team manager Serafino Foti earlier indicating in February 2025 that Bautista?s future would be decided after the first few races of the season based on performance and enjoyment.
Bautista revealed at Misano on June 12, 2025, that Ducati would not exercise the contract option for 2026, stating, ?I?m free for next year,? which confirmed the conclusion of his factory deal despite the original 2025?2026 contract framework that included mutual exit clauses.
Following the announcement, Bautista secured an agreement to continue racing in WorldSBK with the independent Barni Spark Racing Team, also running Ducati machinery, for the 2026 season. WorldSBK?s official rider bio and news outlets confirmed the move on August 26, 2025, describing it as the resolution of Bautista?s contract saga. Reports from Paddock GP on August 23, 2025, indicated that Bautista would replace Danilo Petrucci at Barni Ducati, with Petrucci moving to BMW, and would be joined by Yari Montella. Sources familiar with the negotiations said the deal was contingent on strong technical support from Ducati, which Barni is expected to receive following the restructuring of its team.
Throughout the 2024 and 2025 seasons, Bautista consistently expressed his desire to continue racing, emphasizing that he did not feel ready to retire. He stated that he wanted to keep competing as long as he remained physically and mentally capable and enjoyed the sport. In May 2025, Bautista said he was ?really enjoying? the season more than the previous year and that his goal was to continue racing if he could still deliver strong results. Indonesian and German media outlets reported that Bautista ruled out immediate retirement after Ducati?s decision not to renew his factory contract, expressing intent to find another competitive seat in WorldSBK.
While Bautista?s departure from the factory team was confirmed, speculation continues regarding Xavi Vierge?s future in WorldSBK. Media reports and paddock sources have linked Vierge to the Barni Spark Racing Team as a potential teammate for Bautista in 2026. However, no official confirmation has been made by Ducati, Barni, WorldSBK, or Vierge?s current team. Industry insiders suggest that Barni Ducati could expand or adjust its rider lineup to include Vierge, especially after Petrucci?s departure, but details on seat allocations, contract terms, and timelines remain unconfirmed.
Bautista?s farewell in 2025 is specifically to the factory Aruba.it Racing ? Ducati team and not to the WorldSBK championship itself, as his move to Barni Ducati ensures his continued participation in the series. Ducati?s official communications highlighted Bautista as a two-time WorldSBK champion and a significant contributor to the brand?s success, underscoring the importance of the decision to replace him at the factory level. Bautista himself reflected that if his career ended at this point, he would be proud of his achievements but reiterated his ongoing passion for racing and his good physical and mental condition.
The transition from factory rider to satellite team leader represents a new phase in Bautista?s career, extending his presence in WorldSBK rather than concluding it. Ducati?s confirmation of Lecuona?s arrival and Bautista?s move to Barni reflects broader reshuffling within the manufacturer?s WorldSBK program for 2026. Meanwhile, the potential inclusion of Vierge at Barni remains a topic of discussion among media and paddock observers, with official announcements pending.
As the 2025 season progresses, further developments regarding team lineups and rider contracts are expected. Ducati and its satellite teams continue to finalize their rosters ahead of the 2026 WorldSBK season, with Bautista poised to remain a prominent figure on Ducati machinery outside the factory setup.
BMW filed a patent for a next-generation superbike swingarm in August 2026, revealing a redesigned rear suspension component intended for future high-performance models. According to the patent documents, the swingarm features a more enclosed shape and is manufactured using a rheocasting process that produces a lightweight, aerodynamically efficient structure.
The patent, published in late August 2026 and reported by specialist motorcycle media, reveals a swingarm design closely matching the unit seen on BMW?s Concept RR and prototype superbikes tested at the Nürburgring, indicating its intended use for future high-performance models, according to patent documents reviewed by this publication. The design is described as ?much more enclosed? than the open-section swingarms used on current BMW superbikes such as the S 1000 RR and M 1000 RR, suggesting a focus on aerodynamic efficiency and structural stiffness.
BMW?s documents state that rheocasting enables wall thicknesses under 3.5 millimeters while maintaining the rigidity and strength required for superbike applications.
The patent centers on a new manufacturing method and structural layout rather than geometry alone, implying BMW is seeking protection for a production-feasible lightweight technology. The swingarm is specified as being produced through a rheocasting process, where molten metal is electromagnetically ?kneaded? until reaching a semi-solid state with a texture likened to cold ice cream, according to the patent. This semi-solid alloy is then pressed into a die or mold, allowing precise formation of complex internal ribbing and thin-wall sections that conventional casting methods cannot easily achieve.
Structurally, the patented swingarm consists of two main castings?the left and right sides?that form the primary structure when welded together. Each casting includes strategically placed strengthening ribs on its inner surfaces, which are later covered by internal panels to create a closed, rib-reinforced shell. After welding the halves, additional panels are attached inside to stiffen the structure further. The external form is more enclosed than existing BMW swingarms, with fewer exposed webs and open cavities, which may contribute to smoother airflow and protection against debris. According to the patent, this architecture targets high bending stiffness with controlled torsional properties by using internal ribbing and thin walls rather than thicker material sections.
The timing of the patent aligns with BMW?s ongoing homologation cycles for World Superbike-spec M 1000 RR updates, although the patent itself does not specify a particular model designation. Spy photography referenced in the report shows prototypes at the Nürburgring equipped with swingarms visually identical to the patented design, linking the patent directly to BMW?s next-generation superbike test program. Earlier patents from BMW have explored active aerodynamic elements mounted on the swingarm, including winglets, indicating that the rear suspension assembly remains a key area for aerodynamic and mechanical innovation on future superbikes.
BMW?s history of swingarm development also includes patents for flexible carbon-fiber swingarms integrated into the main chassis, eliminating a conventional pivot and relying on carbon layup for controlled flex. Those earlier patents describe swingarms formed from carbon-fiber laminate that extend from the frame as a single structural unit, exploiting carbon?s directional rigidity and flexibility to absorb bumps while maintaining lateral stiffness. However, the newly published rheocast swingarm patent retains a conventional metal construction and traditional layout, emphasizing manufacturability and cost-effective production, according to analysis in specialist outlets.
The patent highlights the potential for significant weight reduction through thin wall sections enabled by rheocasting, combined with internal strengthening ribs that allow BMW to tune local stiffness and load paths without adding excessive material. The more enclosed external design also supports aerodynamic cleanliness around the rear wheel and chain run, beneficial at superbike speeds where drag reduction is critical. While the patent text frames the design in engineering terms rather than explicit performance claims, specialist coverage interprets the technology as aimed at enhancing handling precision and stability while keeping unsprung mass low for racing and high-performance road use.
BMW?s broader context includes a history of swingarm-related patents across different platforms, such as a drive-unit swingarm for e-bikes integrating motor, gears, and belt drive into a single suspension module. That e-bike patent, developed by BMW Research and Technology, eventually entered production on the Heisenberg XF1 with ?Concept by BMW i? branding. Enthusiast and owners? forums reflect expectations that such advanced technologies, once mature and cost-effective, could extend into mainstream and racing motorcycles. The newly published rheocast superbike swingarm patent fits into this trajectory as a near-term, production-oriented advancement that leverages advanced casting rather than exotic composites to bring BMW?s next-generation superbike chassis closer to market, according to patent records and industry analysis.
BMW filed a patent for a next-generation superbike swingarm in August 2026, revealing a redesigned rear suspension component intended for future high-performance models. According to the patent documents, the swingarm features a more enclosed shape and is manufactured using a rheocasting process that produces a lightweight, aerodynamically efficient structure.
The patent, published in late August 2026 and reported by specialist motorcycle media, reveals a swingarm design closely matching the unit seen on BMW?s Concept RR and prototype superbikes tested at the Nürburgring, indicating its intended use for future high-performance models, according to patent documents reviewed by this publication. The design is described as ?much more enclosed? than the open-section swingarms used on current BMW superbikes such as the S 1000 RR and M 1000 RR, suggesting a focus on aerodynamic efficiency and structural stiffness.
BMW?s documents state that rheocasting enables wall thicknesses under 3.5 millimeters while maintaining the rigidity and strength required for superbike applications.
The patent centers on a new manufacturing method and structural layout rather than geometry alone, implying BMW is seeking protection for a production-feasible lightweight technology. The swingarm is specified as being produced through a rheocasting process, where molten metal is electromagnetically ?kneaded? until reaching a semi-solid state with a texture likened to cold ice cream, according to the patent. This semi-solid alloy is then pressed into a die or mold, allowing precise formation of complex internal ribbing and thin-wall sections that conventional casting methods cannot easily achieve.
Structurally, the patented swingarm consists of two main castings?the left and right sides?that form the primary structure when welded together. Each casting includes strategically placed strengthening ribs on its inner surfaces, which are later covered by internal panels to create a closed, rib-reinforced shell. After welding the halves, additional panels are attached inside to stiffen the structure further. The external form is more enclosed than existing BMW swingarms, with fewer exposed webs and open cavities, which may contribute to smoother airflow and protection against debris. According to the patent, this architecture targets high bending stiffness with controlled torsional properties by using internal ribbing and thin walls rather than thicker material sections.
The timing of the patent aligns with BMW?s ongoing homologation cycles for World Superbike-spec M 1000 RR updates, although the patent itself does not specify a particular model designation. Spy photography referenced in the report shows prototypes at the Nürburgring equipped with swingarms visually identical to the patented design, linking the patent directly to BMW?s next-generation superbike test program. Earlier patents from BMW have explored active aerodynamic elements mounted on the swingarm, including winglets, indicating that the rear suspension assembly remains a key area for aerodynamic and mechanical innovation on future superbikes.
BMW?s history of swingarm development also includes patents for flexible carbon-fiber swingarms integrated into the main chassis, eliminating a conventional pivot and relying on carbon layup for controlled flex. Those earlier patents describe swingarms formed from carbon-fiber laminate that extend from the frame as a single structural unit, exploiting carbon?s directional rigidity and flexibility to absorb bumps while maintaining lateral stiffness. However, the newly published rheocast swingarm patent retains a conventional metal construction and traditional layout, emphasizing manufacturability and cost-effective production, according to analysis in specialist outlets.
The patent highlights the potential for significant weight reduction through thin wall sections enabled by rheocasting, combined with internal strengthening ribs that allow BMW to tune local stiffness and load paths without adding excessive material. The more enclosed external design also supports aerodynamic cleanliness around the rear wheel and chain run, beneficial at superbike speeds where drag reduction is critical. While the patent text frames the design in engineering terms rather than explicit performance claims, specialist coverage interprets the technology as aimed at enhancing handling precision and stability while keeping unsprung mass low for racing and high-performance road use.
BMW?s broader context includes a history of swingarm-related patents across different platforms, such as a drive-unit swingarm for e-bikes integrating motor, gears, and belt drive into a single suspension module. That e-bike patent, developed by BMW Research and Technology, eventually entered production on the Heisenberg XF1 with ?Concept by BMW i? branding. Enthusiast and owners? forums reflect expectations that such advanced technologies, once mature and cost-effective, could extend into mainstream and racing motorcycles. The newly published rheocast superbike swingarm patent fits into this trajectory as a near-term, production-oriented advancement that leverages advanced casting rather than exotic composites to bring BMW?s next-generation superbike chassis closer to market, according to patent records and industry analysis.
Alex Rins, the Yamaha MotoGP rider, is reportedly close to signing a deal to race for GoEleven Ducati in the Superbike World Championship next year, sources said Monday. The move follows Rins losing his Monster Yamaha MotoGP seat for the 2027 season, prompting him to seek opportunities in WorldSBK amid Ducati?s current championship dominance.
Sources close to the negotiations said Monday that both Alex Rins and GoEleven Ducati appear cautiously optimistic about reaching an agreement for the 2027 Superbike World Championship season. While no official announcement has been made, the talks are reportedly at an advanced stage, with Rins poised to join the independent Ducati satellite team rather than the factory Aruba.it Racing squad.
According to journalist Riccardo Guglielmetti, the week leading up to Aug. 24, 2026, is shaping up to be decisive in finalizing the deal.
Rins lost his Monster Yamaha MotoGP seat for the 2027 season after Yamaha confirmed an all-new factory line-up featuring Jorge Martin and Ai Ogura, according to Crash.net reports from July 9, 2026. Following the announcement, Rins acknowledged his exit from MotoGP and expressed intent to pursue opportunities in WorldSBK, stating he was ?trying to find something in WorldSBK.? The departure of Rins and other riders marks a significant reshuffle in Yamaha?s premier-class roster for the upcoming season.
The GoEleven team, which runs Ducati Panigale-based machinery, offers Rins a competitive platform amid Ducati?s current dominance in WorldSBK. Ducati riders Nicolo Bulega and Iker Lecuona lead the championship standings, underscoring the manufacturer?s strength in the series. Bulega recently re-signed with the Aruba.it factory team, while Lecuona has been confirmed as a factory Ducati signing for 2027, effectively closing top-tier Ducati seats and positioning GoEleven as the most likely destination for Rins.
According to records and reports, Yamaha?s 2026 WorldSBK roster is already finalized, with factory riders Andrea Locatelli and Xavi Vierge confirmed alongside satellite riders Remy Gardner, Stefano Manzi, Bahattin Sofuoglu, and Mattia Rato. This leaves no available Yamaha WorldSBK seats for Rins, making a Ducati-aligned team like GoEleven his most viable option to transition into Superbikes. Motorsportweek and WorldSBK.com coverage also indicate that other factory seats across BMW and Honda have largely been filled for 2026, further narrowing alternatives for displaced MotoGP riders.
Ducati?s strategy of recruiting former MotoGP riders to WorldSBK is exemplified by prior interest in Jack Miller, who was reportedly considered for a factory WorldSBK seat before extending his contract with Pramac Yamaha. Similarly, Ducati?s factory seat vacated by Alvaro Bautista has attracted contenders such as Franco Morbidelli and Manu Gonzalez, while Rins? potential move to GoEleven highlights the manufacturer?s broader approach to integrating ex-MotoGP talent into its WorldSBK program.
The timeline of Rins? negotiations corresponds with a multi-season transition pattern between MotoGP and WorldSBK. Initial reports of Rins? MotoGP exit and WorldSBK ambitions surfaced in July 2026, with the latest developments in August marking a critical phase in contract discussions. Ducati?s factory team plans, including Bulega?s renewal and Lecuona?s signing, were announced in mid-2025, setting the framework for satellite teams like GoEleven to pursue riders such as Rins for the 2027 season.
As of late August 2026, no formal contract has been signed or publicly confirmed by Rins or GoEleven Ducati. Sources emphasize that while negotiations are progressing well, the situation remains unofficial until a team or manufacturer announcement is issued. The coming weeks are expected to clarify Rins? future and confirm whether he will join the WorldSBK grid with GoEleven Ducati in 2027.
Alex Rins, the Yamaha MotoGP rider, is reportedly close to signing a deal to race for GoEleven Ducati in the Superbike World Championship next year, sources said Monday. The move follows Rins losing his Monster Yamaha MotoGP seat for the 2027 season, prompting him to seek opportunities in WorldSBK amid Ducati?s current championship dominance.
Sources close to the negotiations said Monday that both Alex Rins and GoEleven Ducati appear cautiously optimistic about reaching an agreement for the 2027 Superbike World Championship season. While no official announcement has been made, the talks are reportedly at an advanced stage, with Rins poised to join the independent Ducati satellite team rather than the factory Aruba.it Racing squad.
According to journalist Riccardo Guglielmetti, the week leading up to Aug. 24, 2026, is shaping up to be decisive in finalizing the deal.
Rins lost his Monster Yamaha MotoGP seat for the 2027 season after Yamaha confirmed an all-new factory line-up featuring Jorge Martin and Ai Ogura, according to Crash.net reports from July 9, 2026. Following the announcement, Rins acknowledged his exit from MotoGP and expressed intent to pursue opportunities in WorldSBK, stating he was ?trying to find something in WorldSBK.? The departure of Rins and other riders marks a significant reshuffle in Yamaha?s premier-class roster for the upcoming season.
The GoEleven team, which runs Ducati Panigale-based machinery, offers Rins a competitive platform amid Ducati?s current dominance in WorldSBK. Ducati riders Nicolo Bulega and Iker Lecuona lead the championship standings, underscoring the manufacturer?s strength in the series. Bulega recently re-signed with the Aruba.it factory team, while Lecuona has been confirmed as a factory Ducati signing for 2027, effectively closing top-tier Ducati seats and positioning GoEleven as the most likely destination for Rins.
According to records and reports, Yamaha?s 2026 WorldSBK roster is already finalized, with factory riders Andrea Locatelli and Xavi Vierge confirmed alongside satellite riders Remy Gardner, Stefano Manzi, Bahattin Sofuoglu, and Mattia Rato. This leaves no available Yamaha WorldSBK seats for Rins, making a Ducati-aligned team like GoEleven his most viable option to transition into Superbikes. Motorsportweek and WorldSBK.com coverage also indicate that other factory seats across BMW and Honda have largely been filled for 2026, further narrowing alternatives for displaced MotoGP riders.
Ducati?s strategy of recruiting former MotoGP riders to WorldSBK is exemplified by prior interest in Jack Miller, who was reportedly considered for a factory WorldSBK seat before extending his contract with Pramac Yamaha. Similarly, Ducati?s factory seat vacated by Alvaro Bautista has attracted contenders such as Franco Morbidelli and Manu Gonzalez, while Rins? potential move to GoEleven highlights the manufacturer?s broader approach to integrating ex-MotoGP talent into its WorldSBK program.
The timeline of Rins? negotiations corresponds with a multi-season transition pattern between MotoGP and WorldSBK. Initial reports of Rins? MotoGP exit and WorldSBK ambitions surfaced in July 2026, with the latest developments in August marking a critical phase in contract discussions. Ducati?s factory team plans, including Bulega?s renewal and Lecuona?s signing, were announced in mid-2025, setting the framework for satellite teams like GoEleven to pursue riders such as Rins for the 2027 season.
As of late August 2026, no formal contract has been signed or publicly confirmed by Rins or GoEleven Ducati. Sources emphasize that while negotiations are progressing well, the situation remains unofficial until a team or manufacturer announcement is issued. The coming weeks are expected to clarify Rins? future and confirm whether he will join the WorldSBK grid with GoEleven Ducati in 2027.