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Unfortunately, we cannot tell you exactly how much each rider earns in salary, bonuses, and endorsement deals, but hopefully the information provided here will help you understand how well your favorite rider is doing. And hopefully it will also continue to fuel the dreams of all those aspiring racers out there, because there still are pots of gold at the end of some of those racing rainbows.

Hand built. These bikes are all one-of-a-kind prototypes, using the latest technology available in the motorcycle industry, says Julian Thomas of Ducati. And every bike is hand-built, says Yamaha's Bob Starr. "Each engine is individually made," Starr says. Also, the engines are sealed under lock and key during the entire race season so teams are not allowed to open them up to make any changes. "Therein lies a lot of the cost," says Starr. "Engines have to be designed to give peak performance and to be reliable" through as many races as possible.Rare parts. The very limited quantity of parts produced for MotoGP bikes also affects the cost. "When you produce a CBR100RR, you produce thousands" of parts such as shocks and brakes, so the price of a single piece goes down by a lot, says Livio Suppo, Team Principal for Repsol Honda Team. Although factories use parts from third-party companies, such as Ohlins for their suspension, for MotoGP bikes, few bike-specific pieces are produced and they are fine-tuned and custom adjusted for each rider. Regular consumers can spend about $3,000-$15,000 to upgrade their front forks using Ohlins parts or other brands. The cost of front forks for Yamaha's MotoGP bikes, however, are in the ballpark of $100,000, according to Starr. The engines are the most expensive part on these bikes. On Honda's MotoGP machine, the engines cost around $220,000.Expensive materials. To keep the bikes light yet strong, a lot of exotic, expensive materials such as titanium, magnesium and carbon fiber are used, from the engine to chassis to the fairings. Carbon fiber costs about $10 a pound, whereas steel, at less than $1 a pound, and plastics, which are priced at cents to the pound, are much cheaper. "Production fairing is ABS (plastic)," says Livio, whereas MotoGP motorcycles use carbon fiber. The race machines also use carbon fiber-composite brake rotors as opposed to cast iron, which can often be found on street motorcycles.Technology. On racing engines, pneumatic valves are used vs. spring valves, typically, for production motorcycles, says Livio. Also, the front-running MotoGP bikes have seamless transmissions, which allow super-slick clutchless shifting. The motorcycles also have from 30 to 40 sensors that gather data, such as suspension travel, brake and exhaust temperature and steering angle, says Ducati's Thomas. When the bikes come in after a race or practice session, the information is downloaded and analyzed.Wear and tear. Because MotoGP bikes use race specific components that are also put under extreme conditions during racing, many of these parts may last only a few hours. For example, road tires on normal street bikes are made with different compounds that can last for thousands of miles. Race tires are made with stickier, softer compounds to provide the grip needed to keep the bikes from sliding off the track in the corners. These tires, which can withstand higher temperatures, have a drastically shorter life span.

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Still, apart from these specialized parts, "a bike is a bike," says Livio. "There's a lot of things we can learn and there's a lot of exchange of information between production and racing and racing and production."

For example, fuel consumption in MotoGP is a key issue because factory teams are limited to 20 liters to finish the race. "Production technology of Honda is very good in fuel consumption and has been very useful for racing, also," Livio says. Meanwhile, the pinnacle of motorcycle electronics is in MotoGP, and "this is good to understand and learn more for electronics for the future of road bikes," he says.

Like many other series, all MotoGP teams are still going to have costs this year, but without the racing and consequent sponsorship money to balance the books. Like many, MotoGP faces a difficult time weathering the storm.

Psychology has always been a massive part of motorcycle racing, because the risks are huge and the sport is basically two hundred miles an hour cage-fighting. Five-time MotoGP king Mick Doohan once said that racing is 90% psychology.

That is an interesting statement. It is also one which requires some explanation of Dorna's business model, as Ezpeleta is talking here specifically about Dorna losing money on European races, rather than the circuit or promoter running the event.

How does Dorna make money? The Spanish company has three streams of income: TV broadcasting rights; sponsorship; and sanctioning fees, the amounts which circuits pay Dorna for the right to host a race. Those three revenue streams are roughly equal, each contributing roughly a third of Dorna's overall income.

When Carmelo Ezpeleta says that European races lose money, we have to assume that he means that the hosting fee does not cover the costs that Dorna incurs to stage the race. Hosting fees vary per race, Dorna signing separate contracts with the promoter of each event. In most cases, that is the circuit itself, but for events such as Le Mans or the Sachsenring, the contract is with a promoter, who has a separate deal with the circuit to organize a race.

The factories have a say as well. It is in the interest of the manufacturers for MotoGP to be racing in important markets. Having races in India, Argentina, Indonesia, Malaysia is an important part of their marketing, and those are regions where both the factories and Dorna would like to expand. But that also means ensuring there is a race in Germany, the UK, France, some of Europe's major motorcycle markets. "With Ducati and Aprilia, we have two Italian factories who supply 12 of the 22 riders on the grid," Ezpeleta pointed out to Speedweek, when asked about Mugello.

And there are races which help sell the spectacle of MotoGP. Phillip Island is in a remote part of Australia, and is relatively sparsely attended. But the Australian GP always produces spectacular racing against a spectacular backdrop, and that helps sell the product to TV broadcasters. The same is true of Mugello.

It is important to point out here that Carmelo Ezpeleta is only speaking from the perspective of Dorna when he says there are races in Europe that do not make money for them. Whether a particular race is profitable for Dorna is not directly correlated to whether it makes money for the circuit hosting it, or the promoter organizing it.

Circuits make money through ticket sales and VIP packages. (Not from sponsorship though: the money for the event title sponsorship and signage all goes to Dorna.) Some circuits, such as Assen, Le Mans, or the Red Bull Ring, bring in massive crowds. Those races are profitable, and can survive without subsidy.

What's more, MotoGP is caught in something of an in-between stage. Large enough to attract interest from around the world, but not enough of a marketing juggernaut to gain the sponsorship needed to stage a lot more races. Teams are already at the limit of what the can endure without making mistakes, but MotoGP doesn't generate enough revenue to pay for the staff needed to rotate crews through the season, as other series do. The money is stretched rather thin.

Great article David, thank you. I've posted before that I would like to read more reporting of racing economics--rider salary, event break-even, the cost of a gp machine, what Suzuki's P&L looked like--and you have done this. Satisfying reading. But...

HERE is where it gets more interesting, this weird step between 300SS and Supersport, the Middleweight Twins Class. I ran a (cheap/reliable but shoddy) SV650 in it. Yamaha, after the "track only" sales of R6, apparently made a big splash with a Parallel Twin "R7"? 689cc. A bit more power/bit poorer handling alongside the Aprilia 660. Back behind are some Suzuki and Kawasaki 650's, an older and more standard bike breed. In Britain, the Kawi got a big boost by one builder throwing money at the build and getting it right, leading for a time. Apparently this Class is another big "Lightweight-ish" one. And bikes are being bought/built in it. Gone are 68hp stock, now it is 100hp. Handling has improved a bit. The Aprilia, with suspenders, seems the first proper Sportbike with chassis and handling looking like the business to me. Maybe this R7? Thoughts on THIS as a good fit for a solid entry/big lighterweight Class for us?

Contraversy, or not? Moto2 is really good. More chassis preferred perhaps, but not a big deal that it is nearly a Spec class given its merits - cheap and easy entry, and the 765cc Triple engine is wonderful. Good racing. Yeah?

Thinking a little more...this article is about the economics of gp racing. Economics driven by tickets sold, sponsors acquired, and TV/streaming deals made. If the tech of our favorite racing series is eliminating some of the greatest spectator tracks on the planet (and by that measure I would count Laguna Seca as one of the best, and Mugello, and...well, a lot more), maybe at some point Dorna is going to run out of good (spectator!) tracks. As we know, the bikes are too fast, making many tracks popular with fans obsolete.

PI is an incredible spectator track which, as David notes, doesn't attract many fans. The racing is fantastic. But I don't think a racing series can survive on great TV viewership and no live fans. Or at least I don't want that. What's the solution?

Rory Skinner may be in a better situation for 2023, Rory will be more likely to get the cross of Saint Andrew flag flying above the podium somewhere. R.S. has a two year deal in Moto2 so should be able to get on with his racing without too much pressure. ff782bc1db