Official: The Moto3 revolution gets underway, with Yamaha set to deliver a complete package in 2028

SPEEDWEEK.com has long been reporting on the impending revolution in the Grand Prix paddock – which is now official. One year after the start of the new MotoGP era, featuring only 850cc prototypes, the lower tier is being restructured. A joint press conference with MotoGP management, represented by Sporting Director Carlos Ezpeleta and Yamaha Racing Director Paolo Pavesio, marked the official launch of the new Moto3.

Instead of the delicate and expensive prototypes fitted with 250cc four-stroke single-cylinder engines, young riders will now be able to prove themselves on significantly larger, more powerful, but – first and foremost – considerably cheaper spec bikes designed for higher-level competition.

As SPEEDWEEK.com has reported on several occasions since September 2025, Yamaha has been awarded the contract for this . The Japanese manufacturer will modify the R7’s 689 cc in-line twin-cylinder production engine for this class and build a lightweight chassis designed specifically for racing. The cost of the rolling chassis (bike without an engine) must be halved compared to current levels, according to the specifications in the tender for the new standard-spec class, and may not exceed 50,000 euros per bike from 2028 onwards. Yamaha will even undercut this requirement by several thousand euros.

Due to the long-standing rivalry between KTM and Honda for Moto3 supremacy, costs have spiralled out of control. Currently, a rolling chassis costs 100,000 euros. The leasing fees for the six engines per rider per year are largely paid for by MotoGP.

In order to restructure the system with a view to successfully and affordably promoting young talent, the decision was made to introduce a standardised motorcycle.

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Carlos Ezpeleta at the press conference held in Assen: “We have agreed on a new six-year era for Moto3. This also applies to the Junior World Championship, which will follow suit in 2029. The new motorbikes should also be much better suited to today’s riders – including in terms of ergonomics. However, cost structure is also crucial; it should make it possible to put the new Moto3 on a much broader footing – whilst at the same time ensuring that, at the level of the GP rider field, it matches at least the performance of today’s Moto3.”

Ezpeleta on the specifications: “We are still at an early stage, but we are currently assuming a weight of 120 kilos with a power output of at least 95 PS. Below the GP rider field, it could be slightly less.”

This set the scene for Yamaha’s sporting director Pavesio, who emphasised the actual mission: “We are delighted to be part of this project and believe that we are in a position to help steer Moto3 towards its true purpose – to foster a broad base for young racing talent, including at national level. Our motorcycle is designed in such a way that we can manufacture it in series at a Yamaha factory, enabling us to offer it to a number of national championships whilst still remaining below the agreed cost limit.”

At the same time, Paolo Pavesio emphasised the sporting approach: “Even though the powertrain is based on a production engine, this is a pure racing motorbike developed by Yamaha Racing engineers. And even the engine itself has been optimised and made lighter through numerous measures. Adjustability, as is standard on a GP bike, will also be provided. We are planning an initial track test in September or October this year.”

Information was also provided on the business model. Whilst the Moto3 chassis of the future will be purchased by the teams, the power units will be supplied to the MotoGP group via a leasing model. This is intended to guarantee not only standardisation but also technical reliability and, consequently, operational safety.