Albert Arenas surprises: “Moto2 and Supersport bikes are very similar”

Albert Arenas’ move from the Grand Prix paddock to the Supersport World Championship could hardly have gone better. After a few mixed years on Moto2 prototypes, the 2020 Moto3 World Champion switched to a production-based Supersport bike last winter. The Spaniard shows hardly any signs of struggling to adapt.

Arenas went into the summer break with a comfortable lead of 82 points over ZX-Moto rider Valentin Debise and is therefore well on course for the world title. Should he win the title, he would be following in the footsteps of Sandro Cortese: the German became Moto3 World Champion in 2012 and also secured the Supersport World Championship crown in 2018.

Moto2: Significantly higher costs, but hardly any extra performance

But just how big is the difference between the prototypes in the Moto2 World Championship and the production-based motorbikes in the Supersport category? According to Arenas, it is significantly smaller than outsiders might assume.

“Of course, you can call them production-based or prototypes, but at the end of the day they’re motorbikes – and they’re really powerful,” explained Arenas. For him, the fundamental design of the motorbike is less important. “At the end of the day, it’s all about the speed you can achieve and the feeling you get whilst riding.”

Albert Arenas' GP-Karriere ging im November 2025 zu Ende

Foto: Gold & Goose

The Spaniard even made a surprising observation during his switch. “At the end of the day, the motorbikes are very similar. You’d be surprised if you could try both,” assured the World Championship leader.

Stiff Moto2 frames: where the difference is noticeable

Arenas feels the most noticeable difference in fast corners. That’s where the design of a thoroughbred racing prototype makes itself felt. “The difference is greatest in fast corners because the motorbike isn’t as rigid and stable as a Moto2 bike. But apart from that, they’re really very, very similar.”

In the 29-year-old’s view, with a few design changes, the concepts could be brought even closer together. “If you were to alter the fuel tank and the riding position slightly, it would be even more similar,” said Arenas. Some rival models in the Supersport World Championship already feature more modern solutions for the fuel tank, swingarm and other components.

Triumph also demonstrates that the boundaries between Grand Prix prototypes and Supersport machines can sometimes appear blurred. In the Supersport World Championship, the British manufacturer is fielding the Street Triple 765 RS, which is based on the same engine platform as the standardised engine used in the Moto2 World Championship.

Albert Arenas

Foto: Gold & Goose

For Arenas, the technical classification is of secondary importance anyway. What matters most to him is how his current machine performs on the racetrack. “The motorbike works incredibly well and is a real pleasure to ride,” enthused the Spaniard about the Yamaha R9.

There are differences, amongst other things, in engine power. “I think the power is more regulated here. We have lower revs,” explained Arenas. This in no way detracts from his enjoyment of riding: “It’s fun. I just concentrate on riding and enjoy the races, the battles and the competition.”

The fact that Arenas has mastered the switch from a prototype to a production-based motorbike so seamlessly is also evident from the World Championship standings. With an 82-point lead, the former Moto3 World Champion heads into the decisive part of the season as the clear favourite for the title.