Pedro Acosta has identified a notable shift in performance characteristics for KTM during the opening phase of the MotoGP 2026 season, observing that the team appears to have sacrificed top speed in favor of improved cornering and overall handling.
After three rounds of the championship, early data suggests that KTM’s RC16 machine has undergone a transformation in its performance profile. While gains in cornering stability and braking efficiency have been evident, these improvements seem to have come at the expense of straight-line speed—historically one of KTM’s strongest competitive advantages.
The issue is particularly significant in the context of the current technical regulations. With manufacturers having agreed to an engine freeze ahead of the sweeping changes scheduled for 2027, teams were unable to develop their power units during the off-season. This restriction has forced engineers to focus on other performance areas, such as aerodynamics, electronics, air intake systems, and ride-height devices.
These elements, while not directly increasing engine output, play a crucial role in determining a bike’s top speed, particularly on long straights where aerodynamic drag and efficiency become decisive factors.
Performance data from the opening races provides insight into the shifting competitive landscape. At the Thai Grand Prix in Buriram, KTM’s fastest rider, Enea Bastianini, recorded a top speed of 342.8 km/h. In comparison, Aprilia riders Jorge Martin and Marco Bezzecchi both reached 345.0 km/h.
Meanwhile, Ducati—long regarded as the benchmark in straight-line performance—clocked 341.7 km/h with reigning champion Marc Marquez. Although Ducati’s figure in Thailand was slightly lower than Aprilia’s, subsequent races confirmed its continued strength.
In Brazil, Marquez pushed Ducati to 348.3 km/h, topping the speed charts. Aprilia remained competitive, with Bezzecchi reaching 346.1 km/h. KTM, however, lagged behind, with Acosta managing a best of 342.8 km/h.
The trend continued at the Circuit of the Americas in Austin, where Aprilia once again set the benchmark. Bezzecchi recorded a top speed of 353.9 km/h, while Ducati, represented by Fabio Di Giannantonio, reached 352.7 km/h. Acosta’s KTM, by contrast, topped out at 349.2 km/h—closer to its rivals but still trailing.
Although these figures were recorded in different sessions and are influenced by factors such as slipstreaming and track conditions, the overall pattern indicates a consistent gap between KTM and its competitors in terms of maximum velocity.
Acosta acknowledged this trend, offering a candid assessment of KTM’s current strengths and weaknesses.
“At the moment, top speed is not our strongest point, like it was in the past,” he said. “The bike is working much better in the corners than last year, but it looks like one of our strongest points—the speed on the straights—is gone.”
The shift reflects a deliberate engineering trade-off. By prioritizing cornering performance, KTM appears to have improved the RC16’s behavior in technical sections of the track, where stability, braking, and acceleration out of corners are critical.
However, these gains may have introduced additional aerodynamic drag, reducing the bike’s efficiency on straights. This is a common challenge in motorsport engineering, where optimizing one aspect of performance often comes at the expense of another.
Brad Binder, Acosta’s teammate, confirmed that changes to the aerodynamic package were a key factor in the bike’s evolution.
“We made some changes in the aero package completely just to make the bike turn a bit better,” Binder said. “It turns better, stops better, corners better in general. The balance is better, but somehow we must have added drag for sure.”
Binder noted that while the loss of top speed is not dramatic, it has altered the team’s competitive approach.
“The top end is definitely a little bit more tricky than in previous seasons. It’s not terrible, but it’s definitely a bit down,” he said. “We were always used to making up time on the straights. Losing that makes things more difficult elsewhere, where you need to plan your overtakes more carefully.”
The impact of this shift was evident during the sprint race in Thailand, where Acosta engaged in a battle with Marquez. Despite strong performance in corners, Acosta struggled to maintain track position on the straights, with the Ducati rider repeatedly regaining the advantage.
On the long run to Turn 3, the KTM lacked the necessary speed to mount a decisive attack, highlighting the strategic implications of reduced straight-line performance.
The question remains whether KTM has genuinely lost top speed or whether its rivals have simply made greater gains in this area.
Maverick Vinales, who competes for the Tech3 KTM team, suggested that the answer may lie in a combination of both factors.
“I’m not sure,” Vinales said. “It felt easier to overtake on the straight last year. Maybe the others improved. I don’t know.”
He added that the team’s focus on improving cornering and braking was intentional, even if it came with trade-offs.
“We try to get more cornering and more stopping to be more precise. We know we lost some top speed compared to last year, but it’s always a balance,” he said.
This balance is central to modern MotoGP engineering, where marginal gains in different areas can determine overall performance. With engine development frozen, teams must extract performance through optimization rather than raw power increases.
Despite concerns about top speed, KTM’s overall competitiveness has not suffered significantly. The team has made a strong start to the 2026 season, with Acosta emerging as a leading contender.
He secured victory in the sprint race at Buriram and followed it up with podium finishes in both the Thai and United States Grands Prix. These results demonstrate that improvements in cornering and race consistency can offset disadvantages in straight-line speed.
In the constructors’ standings, KTM currently sits third, just four points behind Ducati. This position underscores the effectiveness of the team’s broader performance package, even if certain weaknesses remain.
From a strategic perspective, KTM’s approach may prove advantageous over the course of a full race distance. Improved tire management and stability can enhance consistency, particularly in longer races where degradation becomes a factor.
However, the loss of top speed could pose challenges on circuits with long straights, where overtaking opportunities are closely tied to maximum velocity.
As the season progresses, KTM will continue to refine its setup within the constraints of the current regulations. With no possibility of engine upgrades, any improvements must come from incremental changes in aerodynamics, electronics, and chassis setup.
The competitive landscape remains dynamic, with Ducati maintaining its position as a benchmark and Aprilia making significant strides in performance. The gap between manufacturers is influenced not only by technical factors but also by rider adaptation and race strategy.
For Acosta, the current situation represents both a challenge and an opportunity. His ability to adapt to the RC16’s evolving characteristics will be crucial in maintaining his strong form.
The broader question of whether KTM’s trade-off will pay off in the long term remains open. In a championship defined by fine margins, the balance between cornering performance and top speed will continue to shape the outcome of races.
As MotoGP moves toward its next regulatory era, the lessons learned in 2026 will likely influence future development strategies. For now, KTM’s experience highlights the complexities of optimizing performance in a tightly regulated and highly competitive environment.
