Last summer, Pierer Mobility’s CEO, Stefan Pierer, admitted that by 2027, MV Agusta – a brand owned by the group – might have its own project in MotoGP. For now, it’s still in the realm of possibilities, but what would need to happen to make it a reality?
First and foremost, Pierer Mobility would need to turn intentions into real interest and work toward that goal. It would be a significant investment and, at this time, with inflation, interest rates, and geopolitical instability, having two parallel projects of this magnitude within the same group might not be advisable. According to SPEEDWEEK.com, there’s a whole process a manufacturer must go through to be accepted and prove that they indeed have their own prototype. Technicians from Dorna and IRTA would then have to outline what could be defined as a new brand.
Moreover, members of the MSMA (Manufacturers’ Association) would need to approve a new registered trademark before the matter also goes through the scrutiny of the Grand Prix Commission.
The GasGas situation, which this year lent its name to Tech3, is different: it’s essentially a matter of image and branding since it doesn’t have its own motorcycle nor is it considered a manufacturer. Given that the motorcycle is the KTM RC16, there are no different concessions than those the Austrian manufacturer already holds.
To bring MV Agusta into MotoGP with its own project in the future, Pierer Mobility would have to prove it’s indeed a different motorcycle, developed in a program and homologation separate from KTM – despite all brands being part of the same group. There should also be no exchange of data and information, and this would need to be demonstrated to the MSMA and the Grand Prix Commission.
As per the current regulations, unlike Formula 1 where the same engine can be shared by different car manufacturers, in MotoGP the manufacturer needs to have a bike has to be different in all aspects to be considered as a separate project: from the frame to the engine, including aerodynamics. Naturally, there are exceptions and components used by more than one manufacturer, such as Brembo brakes or suspensions, where KTM uses “its” WP Suspension, while a good portion of the grid uses Öhlins.