Maximo Quiles was confirmed to move up to Moto2 with the CFMOTO Aspar Team for the 2027 season, officials announced July 16. According to MotoGP sources, Quiles will remain with the Aspar structure, transitioning from their Moto3 program as part of a long-term project between the rider and the team.
Quiles will complete his second full season in Moto3 in 2026 before moving up to Moto2 with the CFMOTO Aspar Team for the 2027 World Championship, according to an official announcement published by MotoGP on July 16, 2026. The Spanish rider will remain within the Aspar structure, transitioning from their Moto3 program to the team?s CFMOTO-branded Moto2 project as part of a long-term development plan, sources confirmed. Multiple motorsport outlets, including Motorcycle Sports and RiderTua, have independently verified the move, aligning with the official MotoGP communication.
At the time of the announcement, Quiles leads the 2026 Moto3 World Championship, entering the summer break as the points leader with a dominant record of 10 podiums from 11 starts, including six victories, according to MCNews.
Records show that across his Moto3 career to date, Quiles has secured nine wins and 19 podiums from only 29 appearances. MotoGP?s official report notes that his promotion follows two seasons in the lightweight class, a typical progression for riders demonstrating consistent front-running pace.
The CFMOTO Aspar Team management expressed confidence in Quiles? promotion, with MCNews quoting the team as saying, ?We?re delighted to be able to compete with Máximo Quiles in Moto2.? The announcement was framed by MotoGP as the continuation of a ?dream? between Quiles and the team, emphasizing strong mutual satisfaction with their collaboration. Coverage consistently identifies Quiles as a young Spanish star and protégé of eight-time World Champion Marc Márquez, with Motorcycle Sports highlighting his ?meteoric rise through the Grand Prix ranks.?
Quiles? contract for the 2027 Moto2 season is secured, according to Motorcycle Sports, confirming that he will compete in the intermediate class with the same team and manufacturer partner. CFMOTO remains the manufacturer backing the Aspar team?s Moto2 entry, sustaining the team?s strategy of developing riders internally. This continuity allows Quiles to minimize adaptation risks by entering a new category while retaining familiar management, technical staff, and organizational culture, sources said.
The move to Moto2 represents a standard next step in Quiles? career development, following two full seasons with Aspar in Moto3. The Italian edition of MotoGP?s official site reiterated that Quiles will join Moto2 ?next year? after his current campaign, underscoring the planned nature of the promotion. RiderTua noted that Quiles? future in Moto2 was confirmed well before the end of the 2026 Moto3 season, highlighting the early securing of his contract as he heads into the summer break.
Quiles hails from Murcia, Spain, as noted by MotorsportHR, and his rise has been characterized by multiple sources as rapid and merit-based. His 2026 Moto3 campaign, described by Motorcycle Sports as ?dominant,? has strengthened the sporting justification for his elevation to the intermediate class. The Moto2 World Championship serves as the primary stepping stone to the premier MotoGP class, and Quiles? progression fits the traditional pathway for emerging talents.
The official announcement on July 16, 2026, situates Quiles? promotion within the broader context of Aspar?s rider development program and CFMOTO?s continued manufacturer involvement. All major English-language sources, including MotoGP, MCNews, and Motorcycle Sports, agree that 2027 will mark Quiles? debut in Moto2. This move follows a carefully structured career path, reflecting the team?s commitment to nurturing talent internally and maintaining competitive continuity across classes.
Maximo Quiles was confirmed to move up to Moto2 with the CFMOTO Aspar Team for the 2027 season, officials announced July 16. According to MotoGP sources, Quiles will remain with the Aspar structure, transitioning from their Moto3 program as part of a long-term project between the rider and the team.
Quiles will complete his second full season in Moto3 in 2026 before moving up to Moto2 with the CFMOTO Aspar Team for the 2027 World Championship, according to an official announcement published by MotoGP on July 16, 2026. The Spanish rider will remain within the Aspar structure, transitioning from their Moto3 program to the team?s CFMOTO-branded Moto2 project as part of a long-term development plan, sources confirmed. Multiple motorsport outlets, including Motorcycle Sports and RiderTua, have independently verified the move, aligning with the official MotoGP communication.
At the time of the announcement, Quiles leads the 2026 Moto3 World Championship, entering the summer break as the points leader with a dominant record of 10 podiums from 11 starts, including six victories, according to MCNews.
Records show that across his Moto3 career to date, Quiles has secured nine wins and 19 podiums from only 29 appearances. MotoGP?s official report notes that his promotion follows two seasons in the lightweight class, a typical progression for riders demonstrating consistent front-running pace.
The CFMOTO Aspar Team management expressed confidence in Quiles? promotion, with MCNews quoting the team as saying, ?We?re delighted to be able to compete with Máximo Quiles in Moto2.? The announcement was framed by MotoGP as the continuation of a ?dream? between Quiles and the team, emphasizing strong mutual satisfaction with their collaboration. Coverage consistently identifies Quiles as a young Spanish star and protégé of eight-time World Champion Marc Márquez, with Motorcycle Sports highlighting his ?meteoric rise through the Grand Prix ranks.?
Quiles? contract for the 2027 Moto2 season is secured, according to Motorcycle Sports, confirming that he will compete in the intermediate class with the same team and manufacturer partner. CFMOTO remains the manufacturer backing the Aspar team?s Moto2 entry, sustaining the team?s strategy of developing riders internally. This continuity allows Quiles to minimize adaptation risks by entering a new category while retaining familiar management, technical staff, and organizational culture, sources said.
The move to Moto2 represents a standard next step in Quiles? career development, following two full seasons with Aspar in Moto3. The Italian edition of MotoGP?s official site reiterated that Quiles will join Moto2 ?next year? after his current campaign, underscoring the planned nature of the promotion. RiderTua noted that Quiles? future in Moto2 was confirmed well before the end of the 2026 Moto3 season, highlighting the early securing of his contract as he heads into the summer break.
Quiles hails from Murcia, Spain, as noted by MotorsportHR, and his rise has been characterized by multiple sources as rapid and merit-based. His 2026 Moto3 campaign, described by Motorcycle Sports as ?dominant,? has strengthened the sporting justification for his elevation to the intermediate class. The Moto2 World Championship serves as the primary stepping stone to the premier MotoGP class, and Quiles? progression fits the traditional pathway for emerging talents.
The official announcement on July 16, 2026, situates Quiles? promotion within the broader context of Aspar?s rider development program and CFMOTO?s continued manufacturer involvement. All major English-language sources, including MotoGP, MCNews, and Motorcycle Sports, agree that 2027 will mark Quiles? debut in Moto2. This move follows a carefully structured career path, reflecting the team?s commitment to nurturing talent internally and maintaining competitive continuity across classes.
KTM motorsport director Pit Beirer admitted in a Crash.net interview that losing Pedro Acosta to Ducati from 2027 was ?hard to swallow? for the Austrian team. Beirer said KTM had built its long-term MotoGP project around Acosta but acknowledged that the team?s current performance had not convinced the rider to commit beyond his existing contract through 2026.
The Austrian manufacturer had viewed Acosta as a cornerstone rider for its future success, making his decision to join Ducati from 2027 a major setback for KTM?s strategic plans, according to the motorsport director?s comments in the Crash.net interview.
Beirer said KTM?s long-term MotoGP project had been built around Acosta since his early career in the Red Bull Rookies Cup, through Moto3 and Moto2, and then into MotoGP with the Tech3 and factory KTM teams.
Acosta signed a multi-year contract with KTM that included his promotion to the factory MotoGP team for the 2025 season, following his rookie campaign with the Tech3 GASGAS team in 2024. As of early 2025 and 2026 reports, Acosta remained under contract through the end of 2026, with his options beyond that period still open amid uncertainty linked to the new technical regulations coming into effect in 2027. Beirer told GPOne and Speedweek in January 2026 that no final decision had been made and that KTM was awaiting the rider?s assessment of the 2026 bike before any extension talks could conclude.
Despite KTM?s efforts, Beirer acknowledged that the team had not yet demonstrated sufficient on-track progress to fully convince Acosta to commit beyond his current contract. He said the rider had gained confidence from the previous season?s developments but was still anticipating further improvements in the bike?s competitiveness. Beirer emphasized that tangible proof of KTM?s ability to compete for wins and championships was necessary to secure Acosta?s long-term loyalty, rather than relying on past support or contractual obligations.
In earlier remarks, Beirer had expressed confidence in retaining Acosta, citing the existing contract and KTM?s long-term investment in the rider since his Rookies Cup days. He described rumors of Acosta?s potential departure as a ?compliment? to KTM?s talent development and reiterated that the team had a ?very good offer on the table? to keep him. However, as Ducati?s interest intensified and the 2027 regulatory changes approached, Beirer?s tone shifted toward a more sober recognition of the challenges in persuading Acosta to stay.
Ducati?s pursuit of Acosta was widely reported in the paddock, with sources confirming the Italian manufacturer?s strong interest in signing the Spanish rider as a factory team member from 2027. Reports suggested Acosta was viewed as a potential successor to Francesco Bagnaia, who had struggled in recent seasons. Beirer acknowledged this external interest as validation of Acosta?s high standing but also as a factor KTM had to contend with by delivering a convincing technical roadmap for the 2026 and 2027 seasons.
KTM?s motorsport director said the team ?never planned? a MotoGP future without Acosta, highlighting the scale of the loss represented by his departure. Nonetheless, Beirer stressed that ?life goes on? and that KTM was prepared to open ?another door? by developing other talents or making alternative signings. He assured that KTM would not find itself without top riders even if Acosta left, pointing to the team?s depth of talent and ongoing efforts to remain competitive.
Beirer linked the risk of losing Acosta directly to KTM?s current competitive level and development speed, accepting responsibility for the team?s inability to fully convince the rider to extend his contract. He framed the situation as part of racing realities, noting that a rider of Acosta?s caliber naturally evaluates all options based on performance outlooks. KTM?s focus remained on delivering a strong 2026 bike to provide the evidence Acosta needed to stay, with the team putting ?a huge effort? into the development program.
The 2027 technical regulation changes have become a pivotal factor in contract negotiations, as manufacturers seek to position themselves advantageously for the new era. Beirer recognized that Acosta and other top riders closely analyze which teams are best placed to succeed under the new rules. This context helped explain Acosta?s decision to join Ducati, whose established MotoGP dominance and perceived future strength aligned with the rider?s ambitions.
KTM?s internal strategy now involves adjusting its rider lineup and continuing to build competitive machinery without relying solely on a single franchise rider. Beirer?s remarks to Crash.net and other outlets reflect an acceptance that the team must respond to Acosta?s departure by accelerating technical progress and nurturing alternative prospects to sustain its presence at the front of the MotoGP grid.
KTM motorsport director Pit Beirer admitted in a Crash.net interview that losing Pedro Acosta to Ducati from 2027 was ?hard to swallow? for the Austrian team. Beirer said KTM had built its long-term MotoGP project around Acosta but acknowledged that the team?s current performance had not convinced the rider to commit beyond his existing contract through 2026.
The Austrian manufacturer had viewed Acosta as a cornerstone rider for its future success, making his decision to join Ducati from 2027 a major setback for KTM?s strategic plans, according to the motorsport director?s comments in the Crash.net interview.
Beirer said KTM?s long-term MotoGP project had been built around Acosta since his early career in the Red Bull Rookies Cup, through Moto3 and Moto2, and then into MotoGP with the Tech3 and factory KTM teams.
Acosta signed a multi-year contract with KTM that included his promotion to the factory MotoGP team for the 2025 season, following his rookie campaign with the Tech3 GASGAS team in 2024. As of early 2025 and 2026 reports, Acosta remained under contract through the end of 2026, with his options beyond that period still open amid uncertainty linked to the new technical regulations coming into effect in 2027. Beirer told GPOne and Speedweek in January 2026 that no final decision had been made and that KTM was awaiting the rider?s assessment of the 2026 bike before any extension talks could conclude.
Despite KTM?s efforts, Beirer acknowledged that the team had not yet demonstrated sufficient on-track progress to fully convince Acosta to commit beyond his current contract. He said the rider had gained confidence from the previous season?s developments but was still anticipating further improvements in the bike?s competitiveness. Beirer emphasized that tangible proof of KTM?s ability to compete for wins and championships was necessary to secure Acosta?s long-term loyalty, rather than relying on past support or contractual obligations.
In earlier remarks, Beirer had expressed confidence in retaining Acosta, citing the existing contract and KTM?s long-term investment in the rider since his Rookies Cup days. He described rumors of Acosta?s potential departure as a ?compliment? to KTM?s talent development and reiterated that the team had a ?very good offer on the table? to keep him. However, as Ducati?s interest intensified and the 2027 regulatory changes approached, Beirer?s tone shifted toward a more sober recognition of the challenges in persuading Acosta to stay.
Ducati?s pursuit of Acosta was widely reported in the paddock, with sources confirming the Italian manufacturer?s strong interest in signing the Spanish rider as a factory team member from 2027. Reports suggested Acosta was viewed as a potential successor to Francesco Bagnaia, who had struggled in recent seasons. Beirer acknowledged this external interest as validation of Acosta?s high standing but also as a factor KTM had to contend with by delivering a convincing technical roadmap for the 2026 and 2027 seasons.
KTM?s motorsport director said the team ?never planned? a MotoGP future without Acosta, highlighting the scale of the loss represented by his departure. Nonetheless, Beirer stressed that ?life goes on? and that KTM was prepared to open ?another door? by developing other talents or making alternative signings. He assured that KTM would not find itself without top riders even if Acosta left, pointing to the team?s depth of talent and ongoing efforts to remain competitive.
Beirer linked the risk of losing Acosta directly to KTM?s current competitive level and development speed, accepting responsibility for the team?s inability to fully convince the rider to extend his contract. He framed the situation as part of racing realities, noting that a rider of Acosta?s caliber naturally evaluates all options based on performance outlooks. KTM?s focus remained on delivering a strong 2026 bike to provide the evidence Acosta needed to stay, with the team putting ?a huge effort? into the development program.
The 2027 technical regulation changes have become a pivotal factor in contract negotiations, as manufacturers seek to position themselves advantageously for the new era. Beirer recognized that Acosta and other top riders closely analyze which teams are best placed to succeed under the new rules. This context helped explain Acosta?s decision to join Ducati, whose established MotoGP dominance and perceived future strength aligned with the rider?s ambitions.
KTM?s internal strategy now involves adjusting its rider lineup and continuing to build competitive machinery without relying solely on a single franchise rider. Beirer?s remarks to Crash.net and other outlets reflect an acceptance that the team must respond to Acosta?s departure by accelerating technical progress and nurturing alternative prospects to sustain its presence at the front of the MotoGP grid.
Ducati dominated the 2023 World Superbike Championship with 17 wins in 21 races, officials said, highlighting a significant performance gap on the track. According to team managers and rival manufacturers, the series? homologation rules, which limit modifications after a bike?s production model is approved, have made it difficult to regulate against Ducati?s advantage.
World Superbike Championship regulations have struggled to contain Ducati?s dominance, officials and team managers said, largely due to the series? homologation rules that limit modifications after a production bike is approved. Sources confirmed that the rules heavily favor manufacturers like Ducati, which can develop a highly competitive road bike platform before rivals are able to respond with changes. Leon Camier, HRC team manager, said the current framework ?favors Ducati?s dominance? and pointed specifically to the production-bike entry price cap adjustments that allowed Ducati?s Panigale V4 2023 model to qualify for WorldSBK competition.
Records show the manufacturer won 17 of 21 races during the 2023 season, a level of success that rival teams and officials described as a ?dominance problem? for the championship rather than an isolated occurrence.
Ducati?s on-track performance has intensified calls for regulatory intervention. Reporting from early 2025 noted that Ducati?s Panigale V4s were ?too fast? in the opening round, prompting discussions about technical limits. Officials said the performance gap was large enough to activate balancing mechanisms, rather than being based on speculation alone.
The main regulatory tool to balance performance has become the fuel-flow system. The 2025 WorldSBK technical framework replaced engine-speed limits with maximum fuel flow as the primary criterion, setting an initial cap at 47 kilograms per hour with a 2% tolerance. This system is reviewed every two events using a performance algorithm that adjusts limits in response to race results. After the Cremona round in 2025, both Ducati and BMW reportedly received further fuel-flow reductions. Sources indicated that in extreme cases, fuel flow could be lowered to 45 kilograms per hour, demonstrating the system?s potential reach in curbing dominance.
In addition to technical adjustments, the championship altered its scoring method in 2025 to prevent strategic manipulation. According to Paddock GP, the manufacturer standings now count only the best rider from each manufacturer rather than the top two, a change aimed at blocking tactics such as deliberately slowing a second rider to influence concessions or penalties. This rule change reflects ongoing efforts by regulators to more accurately measure manufacturer performance and prevent teams from gaming the system.
Ducati?s advantage is also linked to developments in aerodynamics and integrated bike packages. A 2026 regulatory discussion highlighted tighter controls on aerodynamic structures and compliance with MotoGP-style wing attachment standards, according to FIM reports. Officials noted that modern superbike performance increasingly depends on a combination of aero, chassis, and electronics, rather than engine output alone. This presents a regulatory challenge in slowing Ducati without removing core competitive features, as the performance gap emerges from the entire bike concept.
Team leaders and officials have emphasized that the rules themselves shape the competitive landscape. Guim Roda, a figure involved in WorldSBK, said current regulations leave Kawasaki and Yamaha with ?hands tied? because they cannot extract significant performance gains after homologation. Camier described the imbalance as structural rather than accidental, a product of rules that lock in Ducati?s advantage. While race control has the technical capacity to intervene through electronics and throttle limitations, sources noted these measures can be blunt and risk constraining development for the entire field.
The tension between fairness and sporting merit remains central to the debate. Ducati has warned that rule changes erasing ?sporting merit? would undermine its participation in the championship, according to reports ahead of the 2027 regulatory shift. This stance underscores Ducati?s resistance to measures it views as punitive rather than competitive. Regulators, meanwhile, aim to maintain balance in a championship that thrives on technical diversity, a conflict complicated by Ducati?s success being both a result of superior engineering and the production-based racing rules.
WorldSBK?s homologation-based structure means that any attempt to regulate Ducati?s advantage must carefully distinguish between legitimate excellence and excessive dominance. Officials continue to monitor performance data and adjust balancing mechanisms in an effort to preserve competition while respecting the series? technical framework.
Ducati dominated the 2023 World Superbike Championship with 17 wins in 21 races, officials said, highlighting a significant performance gap on the track. According to team managers and rival manufacturers, the series? homologation rules, which limit modifications after a bike?s production model is approved, have made it difficult to regulate against Ducati?s advantage.
World Superbike Championship regulations have struggled to contain Ducati?s dominance, officials and team managers said, largely due to the series? homologation rules that limit modifications after a production bike is approved. Sources confirmed that the rules heavily favor manufacturers like Ducati, which can develop a highly competitive road bike platform before rivals are able to respond with changes. Leon Camier, HRC team manager, said the current framework ?favors Ducati?s dominance? and pointed specifically to the production-bike entry price cap adjustments that allowed Ducati?s Panigale V4 2023 model to qualify for WorldSBK competition.
Records show the manufacturer won 17 of 21 races during the 2023 season, a level of success that rival teams and officials described as a ?dominance problem? for the championship rather than an isolated occurrence.
Ducati?s on-track performance has intensified calls for regulatory intervention. Reporting from early 2025 noted that Ducati?s Panigale V4s were ?too fast? in the opening round, prompting discussions about technical limits. Officials said the performance gap was large enough to activate balancing mechanisms, rather than being based on speculation alone.
The main regulatory tool to balance performance has become the fuel-flow system. The 2025 WorldSBK technical framework replaced engine-speed limits with maximum fuel flow as the primary criterion, setting an initial cap at 47 kilograms per hour with a 2% tolerance. This system is reviewed every two events using a performance algorithm that adjusts limits in response to race results. After the Cremona round in 2025, both Ducati and BMW reportedly received further fuel-flow reductions. Sources indicated that in extreme cases, fuel flow could be lowered to 45 kilograms per hour, demonstrating the system?s potential reach in curbing dominance.
In addition to technical adjustments, the championship altered its scoring method in 2025 to prevent strategic manipulation. According to Paddock GP, the manufacturer standings now count only the best rider from each manufacturer rather than the top two, a change aimed at blocking tactics such as deliberately slowing a second rider to influence concessions or penalties. This rule change reflects ongoing efforts by regulators to more accurately measure manufacturer performance and prevent teams from gaming the system.
Ducati?s advantage is also linked to developments in aerodynamics and integrated bike packages. A 2026 regulatory discussion highlighted tighter controls on aerodynamic structures and compliance with MotoGP-style wing attachment standards, according to FIM reports. Officials noted that modern superbike performance increasingly depends on a combination of aero, chassis, and electronics, rather than engine output alone. This presents a regulatory challenge in slowing Ducati without removing core competitive features, as the performance gap emerges from the entire bike concept.
Team leaders and officials have emphasized that the rules themselves shape the competitive landscape. Guim Roda, a figure involved in WorldSBK, said current regulations leave Kawasaki and Yamaha with ?hands tied? because they cannot extract significant performance gains after homologation. Camier described the imbalance as structural rather than accidental, a product of rules that lock in Ducati?s advantage. While race control has the technical capacity to intervene through electronics and throttle limitations, sources noted these measures can be blunt and risk constraining development for the entire field.
The tension between fairness and sporting merit remains central to the debate. Ducati has warned that rule changes erasing ?sporting merit? would undermine its participation in the championship, according to reports ahead of the 2027 regulatory shift. This stance underscores Ducati?s resistance to measures it views as punitive rather than competitive. Regulators, meanwhile, aim to maintain balance in a championship that thrives on technical diversity, a conflict complicated by Ducati?s success being both a result of superior engineering and the production-based racing rules.
WorldSBK?s homologation-based structure means that any attempt to regulate Ducati?s advantage must carefully distinguish between legitimate excellence and excessive dominance. Officials continue to monitor performance data and adjust balancing mechanisms in an effort to preserve competition while respecting the series? technical framework.