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.
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.
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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.
The top non rookie motogp crasher was...Pol tied with Alex Marquez. Honda. No surprises. Moto2 dominating the table of note is Antonelli 22 with Canet and Dixon tied on 20 each. Also no surprises. A very hot and hard season. Not a season to be a rookie. No sign of Acosta in the top crasher table...
Yeah, have to admit I have never disliked Aprilia--that's the best praise I can summon. Seems both their riders don't have that cutthroat approach to racing, too much going on in their heads to focus externally 100%. As an underfunded underdog I have rarely rooted against them. But then, my dislike is usually directed at riders, not manufacturers. HRC being at the top of that list.
But fortunately we can go on talking motorracing here. I just don't see Maverick succeeding over a full season on any bike. He'll probably win a few races, but when his morning coffee is slightly cold he will struggle again that day. Compare that to the adaptability of MM93 or FQ20. I like Aprilia very much, hope to see Oliveira doing well and get the factory ride in 2025...and maybe Raul will start to live up to his promise...
Objectively it would appear that international sporting events are a priority for Qatar and they certainly have the money to attract a return on the investment that hosting such events can bring. Interesting to see if this continues or if we're seeing the peak.
The Nazis were so keen on motorcycle racing they had Nazi propaganda minister Joseph Goebbels attend the 1935 FIM annual convention in Berlin, accompanied by Korpsfhrer Adolf Hhnlein, leader of the Nazi motor corps. Nowadays Hhnlein would be called a sponsorship liaison officer.
During the 1980s, 1990s and early 2000s much of the MotoGP grid was financed by the profits of the tobacco industry: Marlboro, Rothmans, Lucky Strike, Camel, Fortuna, Cabin, Parisienne and the rest. Riders, team bosses and many others grew fat on this money, which was far from clean. During the 20th century tobacco killed around one hundred million people, more than the total casualties of the First and Second World Wars.
The VR46 Racing Team is a motorcycle racing team owned by Valentino Rossi and based in Tavullia (Marche, Italy). The team enters Grand Prix motorcycle racing in the MotoGP category with Ducati motorcycles chassis, under the name Pertamina Enduro VR46 Racing Team. The team manager is the former road racer Pablo Nieto.
The team was founded in 2014 by the nine time world champion Valentino Rossi and entered the Moto3 World Championship as Sky Racing Team VR46, with the goal of promoting young Italian talent in response to the massive influx of Spanish riders in Grand Prix racing since the turn of the century. In the team's first year they choose Romano Fenati and Francesco Bagnaia as riders with Rossi's former Cagiva teammate Vittoriano Guareschi as team manager.[1] It was an up and down season for Fenati, as he scored four podiums in the first six races and ultimately recorded four wins during the season. However, inconsistent results ultimately left him in 5th position in the championship with 176 points. Bagnaia finished top 10 five times during the first seven races with a 4th-place finish at Le Mans as his best result, where he also set the fastest lap of the race. Bagnaia missed the races at Assen and Sachsenring due to injury. After scoring 42 points in the first 7 races of the campaign, Bagnaia slumped badly during the second part of the season, only finishing in the points twice of the last nine races, clearly affected by his injury. He finished the season in 16th position with 50 points.
In 2021, Luca Marini made his MotoGP debut, as VR46 and Esponsorama Racing came to an agreement where Esponsorama would organize the racing operations for an entry under the Italian flag and the Sky VR46 name and livery.[4][5][9] ff782bc1db
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