Editing Grand Prix motorcycle racing (section)

===MotoGP class===
[[File:MotoGP logo (2024; Alt).svg|thumb|class=skin-invert|Shortened 2025 MotoGP logo]]
[[File:Valentino Rossi (2013 - Le Mans - MotoGP).jpg|thumb|[[Valentino Rossi]], riding a [[Yamaha YZR-M1]], at [[Bugatti Circuit|Le Mans]]]]
[[File:Marc Márquez (14119013328).jpg|thumb|[[Marc Márquez]], riding a [[Honda RC213V]], at [[Mugello Circuit|Mugello]]]]
[[File:Andrea DOVIZIOSO - Ducati Team - MotoGP 2014 - Le Mans (14217890902).jpg|thumb|[[Andrea Dovizioso]], riding a [[Ducati Desmosedici]], at [[Bugatti Circuit|Le Mans]]]]
[[File:MotoGP - Sachsenring 2016 (28756225425).jpg|thumb|[[Álvaro Bautista]], riding an [[Aprilia RS-GP]], at [[Sachsenring]]]]
[[File:Brad Binder 2020 European GP (cropped).jpg|thumb|[[Brad Binder]], riding a [[KTM RC16]], at [[Circuit Ricardo Tormo|Valencia]]]]
At the beginning of the new MotoGP era in 2002, 500cc two-stroke or 990cc four-stroke bikes were specified to race. The enormous power advantage of the twice as large displacement four-stroke engine over the half the size two-stroke meant that by the following season, no two-stroke bikes were racing. In 2007, the maximum engine capacity was reduced to 800cc without reducing the existing weight restriction.
 
MotoGP-class motorcycles are not restricted to any specific engine configuration. However, the number of cylinders employed in the engine determines the motorcycle's permitted minimum weight; the weight of the extra cylinders acts as a form of [[Handicapping|handicap]]. This is necessary because, for a given capacity, an engine with more cylinders is capable of producing more power. If comparable bore to stroke ratios are employed, an engine with more cylinders will have a greater piston area and a shorter stroke. The increased piston area permits an increase in the total valve area, allowing more air and fuel to be drawn into the engine, and the shorter stroke permits higher revs at the same piston speed, allowing the engine to pump still more air and fuel with the potential to produce more power, but with more fuel consumption too. In 2004 motorcycles were entered with three-, four-and five-cylinder configurations. A six-cylinder engine was proposed by Blata, but it did not reach the MotoGP grids. Presently four-cylinder engines appear to offer the best compromise between weight, power, and fuel consumption as all competitors in the 2009 series used this solution in either 'V' or in-line configuration.

In 2002, the FIM became concerned about the advances in design and engineering that resulted in higher speeds around the [[race track]]; regulation changes related to weight, amount of available fuel and engine capacity were introduced. The amended rules reduced engine capacity to 800cc from 990cc and restricted the amount of available fuel for race distance from {{convert|26|L}} in year 2004 to {{convert|21|L}} in year 2007 and onwards. In addition, the minimum weight of four-cylinder bikes used by all participating teams was increased by {{convert|3|kg|abbr=on}}.

The highest speed for a MotoGP motorcycle in 125cc category is {{convert|249.76|km/h|abbr=on}} by Valentino Rossi in 1996 for Aprilia and the top speed in the history of MotoGP is {{convert|366.1|km/h||abbr=on}}, set by [[Brad Binder]] during the 'Sprint' race of [[2023 Italian motorcycle Grand Prix|2023 Italian Grand Prix]] with a [[KTM RC16]].

On 11 December 2009, the Grand Prix Commission announced that the MotoGP class would switch to the 1,000cc motor limit starting in the 2012 season. Maximum displacement was limited to 1,000cc, maximum cylinders were limited to four, and maximum bore was capped at {{convert|81|mm|abbr=in}}.<ref name="1000again">{{cite web |url=http://www.motorcycle-usa.com/1/5275/Motorcycle-Article/MotoGP-Goes-Back-to-1,000&nbsp;cc-in-2012.aspx |archive-url=https://web.archive.org/web/20141231113434/http://www.motorcycle-usa.com/1/5275/Motorcycle-Article/MotoGP-Goes-Back-to-1%2C000%C2%A0cc-in-2012.aspx |url-status=dead |archive-date=2014-12-31 |title=MotoGP Goes Back to 1,000cc in 2012 |publisher=Motorcycle-usa.com |access-date=2014-05-27 }}</ref> Carmelo Ezpeleta, the CEO of [[Dorna Sports]], indicated that the projected changes were received by the teams favorably.<ref>{{cite web |url=http://moto-racing.speedtv.com/article/motogp-rossi-quickest-as-sepang-test-concludes//P3/ |title=MOTOGP: Rossi Quickest As Sepang Test Concludes |archive-url=https://web.archive.org/web/20100731152118/http://moto-racing.speedtv.com/article/motogp-rossi-quickest-as-sepang-test-concludes/P3 |archive-date=2010-07-31 |url-status=dead |website=[[SPEEDtv.com]] |year=2010 }}</ref>

From 2012, teams not entered by one of the major manufacturers could seek "claiming rule team" (CRT) status. Claiming rule team were intended to allow independent teams to be competitive at a lower cost and increase the number of entries in MotoGP. Claiming rule teams benefitted from less restrictive rules on the number of engines that could be used in a season, and with larger fuel allowances during the races. Under the claiming rule, CRTs agree to allow up to four of their engines per season to be claimed, after a race, by one of the major manufacturer teams at a cost of €20,000 each including transmission, or €15,000 each for the engine alone.<ref>{{cite web|url=http://www.motogp.com/en/news/2011/Cecchinelli+on+2012+CRTs|title=Corrado Cecchinelli talks CRT regulations|date=2011-05-03|work=MotoGP.com|access-date=2011-12-17|archive-url=https://web.archive.org/web/20130627114515/http://www.motogp.com/en/news/2011/Cecchinelli+on+2012+CRTs|archive-date=2013-06-27|url-status=dead}}</ref> From the 2014 season, the CRT class was dropped in favour of an "Open Class" specification - allowing teams using the control ECU hardware and software certain benefits to increase their competitiveness.<ref>{{cite web |url=http://motomatters.com/news/2013/10/17/motogp_rules_update_crt_name_dropped_rep.html |title=MotoGP Rules Update: 'CRT' Name Dropped, Replaced With 'Open' |archive-url=https://web.archive.org/web/20141217064715/http://motomatters.com/news/2013/10/17/motogp_rules_update_crt_name_dropped_rep.html |archive-date=2014-12-17 |url-status=live |website=Motomatters |date=17 October 2013 |access-date=2014-12-17 }}</ref>

From 2023, front ride height – or holeshot – devices were banned. These devices have been common place in MotoGP since the back-end of 2018, when Ducati first introduced a system that could lower the rear of its bike to help with acceleration off the line for race starts.<ref>{{Cite web |title=MotoGP bans front ride height devices from 2023 |url=https://au.motorsport.com/motogp/news/front-ride-height-devices-banned-2023/9220123/ |access-date=2022-10-20 |website=au.motorsport.com |date=22 March 2022 |language=en}}</ref>
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