🏛️Official — FIM
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Per Article 2 of the MotoGP Technical Regulations: Engine type: 4-stroke internal combustion, naturally aspirated (no turbocharging or supercharging permitted).; Maximum displacement: 1000cc.; Maximum number of cylinders: 4.
— Article 2, Article 2.1.1, Article 4.1, Article 3.6
Why people argue about this
People often assume that the 157 kg limit applies only during qualifying laps, forgetting that it must be maintained throughout every race lap, including those in between corners where riders might slow down to avoid collisions or take a corner more carefully. This oversight leads to misunderstandings about when and how this weight restriction impacts their strategy and performance on track.
The minimum weight of the motorcycle at any time during the event (without fuel, with all other fluids) is 157 kg (Article 3.1). If a motorcycle is found below minimum weight after a race, the rider may be excluded from the results.
— Article 3.1
Why people argue about this
People often assume that the minimum weight rule only applies during qualifying laps, forgetting that it must be adhered to throughout every race lap. The confusion arises because they overlook the fact that the motorcycle's weight is a constant requirement, not just a condition for starting or ending a race session.
To control costs, each MotoGP rider is allocated a fixed number of engines per season (Article 5): Standard allocation (Factory/Satellite teams): 7 engines per rider per season.; Concession manufacturers: manufacturers designated as "Open" or "Concession" status may receive a higher engine alloca...
— Article 5
Why people argue about this
People often assume that the engine allocation system in MotoGP is solely about controlling costs, but they overlook the fact that it's also designed to balance performance among teams by limiting each rider to a set number of engines per season, ensuring fair competition across different manufacturers and budgets.
All MotoGP machines must use the standardised ECU (Electronic Control Unit) hardware supplied by the official electronics provider (currently Magneti Marelli/Prometeia). Teams supply their own software within permitted parameters.
— Article 6, Article 3.9
Why people argue about this
People often assume that using a different ECU hardware would give them an unfair advantage by allowing for more precise software tuning, but in reality, the official electronics provider ensures all teams' ECUs are standardized to maintain a level playing field despite differing software tweaks.
Michelin is the sole official tyre supplier for the MotoGP class (appointed by the Grand Prix Commission effective 2016). Tyre specifications, allocation quantities, and compound selections for each event are determined by Michelin in consultation with Race Direction.
— Article 7.1
Why people argue about this
People often assume that since Michelin is the sole supplier for MotoGP tyres, they must be allowed to use whatever compound they choose in every race, but actually, tyre specifications are set by Michelin with input from Race Direction, meaning riders can still face limitations based on what Michelin deems suitable for each track and condition.
All rider equipment must meet or exceed FIM homologation standards (Article 8): Helmet: Must carry a valid FIM homologation label. Acceptable standards include ECE 22.06 (most recent edition), SNELL M2020, or equivalent FIM-approved standard.; Suit: Full leather (or FIM-approved alternative) one-...
— Article 8
Why people argue about this
People often assume that just meeting FIM homologation standards means their custom-made gear is automatically legal across all races, but actually, each race series has its own set of regulations regarding what qualifies as "homologated," leading to a lot of confusion and disputes over whether certain pieces of equipment are compliant.
Minimum track width: 12 metres throughout the circuit layout, with wider minimums required at defined high-speed sections per the FIM Circuit Licence Regulations.; Track surface: Asphalt; must meet FIM grip and consistency standards. Concrete sections are permitted only where approved by the FIM....
Why people argue about this
People often assume that having a Level 2 Medical Centre is about just providing basic first aid stations rather than comprehensive medical facilities with surgical capability, anaesthesia, and intensive care units. They overlook how crucial these advanced medical resources are in saving lives during high-speed motorcycle races.
A Level 2 Medical Centre (as defined by FIM Medical Code) must be present and fully operational at all times during official sessions. This includes surgical capability, anaesthesia, and intensive care facilities.
Why people argue about this
People often assume that having a Level 2 Medical Centre is just about setting up a few tents with medical staff on site during races, but actually, it means fully operational facilities equipped with advanced surgical capabilities, anesthesia rooms, and intensive care units available at all times to handle the immediate and long-term needs of injured riders.
Asphalt run-off areas are preferred and required at high-speed corners per current FIM Grade A standards. Gravel traps may exist at circuits with historical or physical constraints but must meet minimum depth and dimension requirements.; Tecpro barriers (or equivalent FIM-approved energy-absorbin...
Why people argue about this
People often assume that having a Level 2 Medical Centre is solely about providing basic medical care like bandages and painkillers, but they misunderstand its full scope which includes advanced surgical capabilities, intensive care units, and anesthesia – all crucial for saving lives in the event of severe crashes during MotoGP races.
All motorcycles must use the pit lane speed limiter (activated by a dedicated handlebar button) when in the pit lane. The maximum speed in the pit lane is determined per event by Race Direction; typically 60 km/h during sessions and race. The exact limit is published in Supplementary Regulations ...
Why people argue about this
People often assume that having a Level 2 Medical Centre in Pit Lane is only about basic first aid and minor injuries, but actually, they misunderstand the full scope of what it entails - surgical capability, anaesthesia, and intensive care facilities are critical for treating serious incidents on the track, which can happen at any time during an event.
A Level 2 Medical Centre (as defined by FIM Medical Code) must be present and fully operational at all times during official sessions. This includes surgical capability, anaesthesia, and intensive care facilities.
Why people argue about this
People often assume that having a Level 2 Medical Centre is just about having basic medical supplies on hand, when in reality it's meant to be fully equipped with advanced surgical capabilities, intensive care units, and anaesthesia services ready at all times during official sessions, which can lead to misunderstandings about what constitutes "fully operational.
A Level 2 Medical Centre (as defined by FIM Medical Code) must be present and fully operational at all times during official sessions. This includes surgical capability, anaesthesia, and intensive care facilities.
Why people argue about this
People often assume that having a Level 2 Medical Centre means it must be fully staffed with doctors and nurses at all times, which is why they argue; however, the official FIM Medical Code specifies that only surgical capability, anaesthesia, and intensive care facilities need to be present and operational during official sessions.
To compete in any FIM Grand Prix class, a rider must hold a valid FIM International Racing Licence issued by their national federation and endorsed by the FIM (Article 10.1 of the Regulations). Riders must also be registered with Dorna and hold a valid contract with a participating team.
— Article 10.1, Article 10.2, Article 11
Why people argue about this
People often assume that the Race Direction panel's authority in MotoGP events is a bit nebulous, thinking it merely involves three members making decisions. However, they misunderstand that these three members are actually the supreme decision-makers at each Grand Prix event, with their rulings considered final and binding under Article 1 of the official document.
A maximum of 2 riders per team may be entered in the MotoGP class at any one event.; Teams must be registered with both the FIM and Dorna and hold valid Team and Constructor registrations for the relevant season.; Factory teams are those directly operated or substantially supported by a registere...
Why people argue about this
People often assume that since the Race Direction panel is described as supreme at Grand Prix events, they have unlimited power over all aspects of a race. But actually, their authority is limited by the specific rules outlined in 4.2 Teams & Constructors, meaning they can only make decisions within those parameters set for team and constructor matters.
The Race Direction panel is the supreme authority at each Grand Prix event. It is composed of three members (Article 1.
— Article 1.3, Article 5.3
Why people argue about this
People often assume that the Race Direction panel's authority is absolute in every aspect of a MotoGP race, which leads them to misunderstand how much leeway they have in making decisions. In reality, while they are supreme at each event, their rulings can still be challenged or questioned by teams and constructors based on procedural fairness and due process within the rules framework.
The Race Direction panel is the supreme authority at each Grand Prix event. It is composed of three members (Article 1.3): The FIM Grand Prix Steward (FIM appointee); The Dorna MotoGP Safety Officer; The Dorna MotoGP Race Director
— Article 1.3
Why people argue about this
People often assume that Race Direction's authority is absolute in MotoGP races, thinking they can make decisions on the fly without oversight. However, the official statement clarifies that while they have supreme authority, their decisions are subject to review and appeal as per Article 1 of the FIM regulations, not that they operate entirely unchecked.
The FIM Technical Director oversees all technical scrutineering and compliance with the Technical Regulations. Decisions on technical matters may be appealed to the FIM Stewards within specified time limits.; FIM Stewards (a panel of three, separate from Race Direction) handle appeals against Rac...
Why people argue about this
People often assume that wild card entries are completely at Race Direction's discretion without any numerical limits, which leads to misunderstandings about how many such riders can be allowed in a season. In reality, there is indeed a limit on the number of wild card entries per season for standard constructors, as stated by the rule but not always explicitly highlighted or understood.
Wild card entries (riders not competing in the full World Championship) may be permitted at individual Grands Prix subject to approval by Race Direction and Dorna. Standard constructors are limited in the number of wild card entries per season; Co...
— Article 5.3
Why people argue about this
People often assume that wild card entries are completely at Race Direction's discretion without any limits, which leads to misunderstandings about how many such entries can be made per season by standard constructors. The actual rule states there is a limit on the number of wild card entries per season for standard constructors, adding complexity and debate around implementation.
Wild card entries (riders not competing in the full World Championship) may be permitted at individual Grands Prix subject to approval by Race Direction and Dorna. Standard constructors are limited in the number of wild card entries per season; Co...
— Article 5.3
Why people argue about this
People often assume that wild card entries are unrestricted in MotoGP, thinking they can be used at will for any race without Race Direction's approval. However, the official limit on standard constructors' use of these wild cards per season actually creates a lot of confusion and debate among teams about how to strategically utilize them.
The standard MotoGP Grand Prix weekend format (introduced in its current form from 2023) comprises the following official sessions (Article 20 of the Sporting Regulations):
— Article 20, Section 6
Why people argue about this
People often assume that the starting procedure for both the Sprint Race and the main race in MotoGP is predetermined by a fixed list of riders, but actually, it's decided through a complex draw process where each rider can be assigned to either race based on their performance in qualifying or earlier rounds, leading to much debate over who gets which spot.
The starting procedure for both the Sprint Race and the main race is as follows (Article 21): Riders form up on the starting grid in qualifying order.; A one-minute board is shown; teams must clear the grid by the 30-second board.; Five red lights illuminate sequentially. When all five are lit, t...
— Article 21
Why people argue about this
People often assume that in MotoGP's Sprint Race and main race starting procedures, they're identical, which leads to misunderstandings. However, the official rule states there are slight differences—like a longer warm-up period before the Sprint Race starts compared to the main race—and this detail is frequently overlooked or misinterpreted, causing confusion among riders and fans alike.
Race Direction may declare conditions "Wet" before or during a race, permitting riders to use wet-weather tyres.; If conditions change during a race, Race Direction may deploy the Safety Car while riders pit to change tyres, or may suspend and restart the race.; In a declared wet race, riders are...
— Article 22.3
Why people argue about this
People often assume that the wet weather flags used in MotoGP only apply during actual rain showers, which leads them to ignore these signals even when conditions are just starting to get damp or misty. In reality, the rule covers a broader spectrum of wet track conditions where visibility and traction are compromised, not necessarily limited to heavy rainfall.
The following flag signals are in use at all FIM Grand Prix events (Article 16): Chequered flag: End of session or race.; Red flag: Session or race stopped immediately. All riders must slow down and return to the pit lane or designated stopping area.; Yellow flag (single): Danger ahead; no overta...
— Article 16, Article 16.6
Why people argue about this
People often assume that the flag signals in MotoGP are only for race strategy purposes, like indicating a possible pit stop or change of tires, but actually, these flags also serve as safety signals to alert riders and spectators about hazards on the track, such as debris or dangerous conditions, which can be crucial for everyone's safety.
Riders must keep at least one wheel within the track limits (defined by the white lines at the edge of the asphalt, or the kerb edge where applicable) when making or defending a pass. Track limit violations are monitored by Race Direction using timing sensors and video review.
— Section 7
Why people argue about this
People often assume that keeping one wheel within track limits is strictly about safety, when in reality it's more about maintaining fair racing conditions - ensuring all riders have equal visibility and space for their passes, which can be tricky to enforce without video review due to the fast speeds involved.
Riders must keep at least one wheel within the track limits (defined by the white lines at the edge of the asphalt, or the kerb edge where applicable) when making or defending a pass. Track limit violations are monitored by Race Direction using timing sensors and video review.
— Section 7
Why people argue about this
People often assume that staying within track limits is strictly about avoiding penalties; they misunderstand that it's crucial for maintaining safety and fair racing conditions, ensuring other riders don't lose control due to sudden changes in traction caused by crossing into the grass or dirt areas outside the white lines.
Points are awarded to the top 15 classified finishers:
Why people argue about this
People often assume that only the top 15 riders in each race get points, thinking it means they must finish within the top 15 to earn anything. However, what the rule actually states is that the top 15 classified finishers receive points, which can mean those just outside the top 15 who were still able to complete the race and be counted as "classified" also get rewarded with points.
Sprint Race championship points (introduced for the 2023 season) are awarded to the top 9 classified Sprint finishers:
— Article 99.4
Why people argue about this
People often assume that all MotoGP classes get Sprint Race points, thinking it's a universal feature across the board. But the official verdict clearly states that these championship points are only awarded in the MotoGP class for the 2023 season, which leads to confusion about whether other classes benefit from this new system too.
Constructors' Championship points are awarded based on the best-placed finishing motorcycle of each constructor in each race. Only the highest-scoring rider from each constructor counts toward the Constructors' Championship per event.
— Article 99.2
Why people argue about this
People often assume that a team can earn points for their Constructors' Championship if any of their riders finish in the top two, but actually, only the highest-placed motorcycle from each constructor counts towards the championship per race, and it's just one rider who scores those points.
Teams' Championship points are the sum of points scored by both riders of each team in Sunday's main race only (Sprint Race points are excluded). The same 15-position points scale applies, and both riders' points are added together for each team per round (Article 99.3).
— Article 99.3
Why people argue about this
People often think that points from both riders in a team are added together regardless of their finishing positions, which leads to misunderstandings about how the championship is calculated since it actually sums up only the top two finishes per race and not every rider's results.
If a race is stopped by red flag and is not restarted (Article 22.3): If fewer than 5 laps are completed: no championship points are awarded.; If 5 or more laps but less than 50% of the scheduled race distance is completed: 50% of standard points are awarded (rounded to the nearest whole number)....
— Article 22.3
Why people argue about this
People often assume that if a race is stopped by red flag and doesn't restart, they'll still get full points for finishing it as scheduled, but actually, Article 22 of the FIM rules stipulates reduced points for races cut short in this manner, leading to much debate among teams about fairness.
In the event of a tie in championship points at the end of the season, the tie is broken by counting the greater number of victories. If still tied, by the greater number of second places, and so on through each finishing position (Article 99.5).
— Article 99.5
Why people argue about this
People often assume that in a tie-break scenario, they only need one victory over their opponents to break it, forgetting about all other positions like second place or third. The confusion arises because the rule specifies counting "each finishing position," meaning every win, second, third, and so on, must be considered until there's a clear difference.
The Long Lap Penalty was introduced into MotoGP in 2018 (effective Article 29.1). It is the standard penalty for most in-race infractions.
— Article 29.1
Why people argue about this
People often assume that the Long Lap Penalty in MotoGP is only for overtaking intentionally, forgetting that it can also apply if a rider commits an infringement of track rules or safety protocols during their race lap, which they might not realize could trigger this penalty.
A Ride-Through Penalty requires the rider to enter the pit lane, pass through it at the mandatory speed limit without stopping, and rejoin the race. This typically costs approximately 20–25 seconds.
— Article 29.2
Why people argue about this
People often think that a Ride-Through Penalty is just like a regular penalty where you're immediately disqualified from the race, but actually, it's about giving riders another chance if they can't serve their penalty during the race itself due to circumstances like mechanical issues or crashes, allowing them to potentially complete the remaining laps.
, the race ends before service is possible, or the infraction occurs in the final laps). The time penalty is determined by Race Direction based on the nature of the infraction and corresponds to the approximate time cost of the unserved penalty (Article 29.3).
— Article 29.3
Why people argue about this
People often think that a time penalty under 7.3 only applies if you're caught in a lap-by-lap review after the race is over, but actually, it can be applied during the race itself if serving a Ride-Through or Long Lap Penalty isn't feasible then. They miss the part where the rule states "cannot be served during the race," which means it could happen before the race ends as well.
Grid penalties (positions lost at the race start) are applied for the following (Article 29.4): Use of an additional engine beyond the season allocation: 3-place grid penalty per additional engine used.; Impeding another rider during qualifying (blocking): typically a 3-place grid penalty.; Chang...
— Article 29.4
Why people argue about this
People often assume that grid penalties in MotoGP are only for mechanical issues, forgetting that they can also be handed out for riding under the influence of substances or other on-track infractions. The confusion arises because these penalties aren't just reserved for equipment failures; they're a catch-all measure to maintain fair racing conditions.
Riders may be disqualified from race results (Article 29.5) for: Motorcycle found below minimum weight (157 kg) in post-race scrutineering.; Use of prohibited technical components or fuel not complying with regulations.; Failure to obey the black flag during the race.
— Article 29.5
Why people argue about this
People often assume that if a rider is disqualified during a MotoGP race, they can simply continue racing until the end of the lap where disqualification was announced. But in reality, the official verdict clearly states that the rider must stop immediately and return to the pit lane upon receiving the black flag display on their dashboard, regardless of how far into the lap they are.
When Race Direction decides to disqualify a rider during a race, the rider's number is displayed on the black flag board at the start/finish line and on the rider's dashboard display. The rider must stop racing immediately and return to the pit lane.
— Article 16.6
Why people argue about this
People often assume that seeing their number displayed on both the black flag board and their dashboard means they're disqualified immediately, leading them to panic and potentially make unsafe moves in an attempt to avoid disqualification. In reality, it's just a visual confirmation of the decision made by Race Direction, not an immediate penalty.
Results-affecting penalties issued by Race Direction during an event that fall within the scope of appeal may be contested before the FIM Stewards within 30 minutes of the publication of official results (Article 35). A financial deposit is required to file an appeal.
— Article 35
Why people argue about this
People often assume that filing an appeal under Rule 7.7 is as simple as sending in a form with their deposit, but actually, it requires a detailed submission of evidence and arguments within those 30 minutes to be considered valid by the FIM Stewards, which can lead to misunderstandings about the complexity involved in contesting penalties issued during an event.
Per Article 8 of the Regulations, the following equipment is mandatory for all on-track activity (practice, qualifying, and race): Helmet: Full-face, FIM-homologated helmet meeting ECE 22.06 (current edition) or equivalent FIM-approved standard. Open-face or jet helmets are prohibited. The helmet...
— Article 8
Why people argue about this
People often assume that just because safety gear is mandatory in MotoGP doesn't mean riders have to wear it during practice sessions, which they mistakenly believe are optional. The confusion arises because Article 8 specifically covers all on-track activity including qualifying and race laps, but not necessarily every single practice session detail.
A minimum of two medical vehicles (fully equipped for trauma intervention) must follow the pack at the race start and be available throughout the race. At least one must be a motorcycle.; A FIM-standard Level 2 Medical Centre must be operational at all times during official sessions. Level 2 requ...
— Article 3
Why people argue about this
People often assume that a red flag is only deployed for accidents involving riders on track, forgetting that it can also be used when medical access is inadequate and could lead to serious injury or death. This oversight leads to misunderstandings about when race officials should deploy the red flag under "8.2 Medical Intervention Procedures.
Race Direction may stop any session or race by deploying the red flag when conditions are deemed dangerous (Article 22). Situations warranting a red flag include: serious accident with rider on track and insufficient medical access, significant de...
— Article 22
Why people argue about this
People often assume that deploying a red flag in MotoGP is solely due to rider safety concerns, forgetting that it can also be used for spectator safety if conditions become hazardous for fans watching live. The confusion arises because spectators are considered just as important as riders when deciding whether to deploy the red flag.
The FIM Circuit Safety Commission performs an annual inspection of all Grade A circuits prior to the award or renewal of a circuit licence. Safety improvements recommended by the Commission are binding conditions of the licence.
Why people argue about this
People often assume that only Grade A circuits are inspected annually for safety improvements, overlooking the fact that all licensed circuits must adhere to these recommendations regardless of their grade level, leading to misunderstandings about which circuits face this annual scrutiny and what exactly is expected from them.
Safety Car (SC): Deployed during a race to neutralise the field while a hazard is dealt with. All riders must queue behind the Safety Car and are prohibited from overtaking. Pit stops for tyre changes are permitted while the Safety Car is deployed. The Safety Car returns to the pit lane when Race...
Why people argue about this
People often assume that only Grade A circuits need safety inspections, forgetting about other categories like Grade B and C, leading to misunderstandings about which tracks are subject to these improvements.
The FIM Circuit Safety Commission performs an annual inspection of all Grade A circuits prior to the award or renewal of a circuit licence. Safety improvements recommended by the Commission are binding conditions of the licence.
Why people argue about this
People often assume that the FIM's annual safety inspections are optional improvements rather than mandatory requirements for maintaining a MotoGP circuit license, leading to misunderstandings about their enforceability and necessity.
The FIM Circuit Safety Commission performs an annual inspection of all Grade A circuits prior to the award or renewal of a circuit licence. Safety improvements recommended by the Commission are binding conditions of the licence.
Why people argue about this
People often assume that circuit owners can ignore safety improvements recommended by the FIM Circuit Safety Commission if they don't want to spend money on them, but in reality, these recommendations are binding conditions of the circuit license, meaning circuits must comply regardless of their willingness to invest.
The FIM has adopted a formal Concussion Protocol (updated 2022) aligned with international motorsport and sports medicine standards. Any rider suspected of sustaining a concussion in a crash must b...
Why people argue about this
People often assume that if a rider is suspected of having a concussion after crashing, they must immediately quit their race. However, the actual protocol states that riders should be medically evaluated by team doctors before deciding to continue racing, not that they have to stop instantly. This can lead to confusion about when and how to implement medical evaluations post-crash.
The FIM has adopted a formal Concussion Protocol (updated 2022) aligned with international motorsport and sports medicine standards. Any rider suspected of sustaining a concussion in a crash must b...
Why people argue about this
People often assume that if a rider is suspected of having a concussion after crashing, they must immediately withdraw from the race without further assessment. However, the actual protocol states that riders are required to undergo medical evaluation and can only return to competition once deemed fit by medical professionals, aligning with FIM's Concussion Protocol.
Technical specifications for the MotoGP class are defined in the MotoGP Technical Regulations, which form a schedule to the FIM MWGP Regulations. The following specifications apply to the MotoGP premier class for the 2025 season.
— Article 2, Article 2.1.1, Article 4.1, Article 3.6, Article 3.1, Article 5, Article 6, Article 3.9, Article 7.1, Article 8
Why people argue about this
People often assume that all technical specifications for MotoGP bikes are set in stone and unchangeable, but actually, they're subject to periodic review and can be updated each year as per the FIM MWGP Regulations, including the most recent edition for 2025.
All circuits hosting a FIM Grand Prix must hold a valid FIM Grade A Circuit Licence (the highest grade), issued under the FIM Circuit Licence Regulations. Grade A is required for all Grand Prix events involving prototype machinery.
Why people argue about this
People often assume that only prototypes need a Grade A license for Grand Prix events, which leads them to overlook other machinery types needing the same stringent requirements. The confusion arises because they interpret "prototype machinery" too narrowly, failing to see how this rule applies to all high-performance bikes competing in FIM sanctioned races.
The Race Direction panel is the supreme authority at each Grand Prix event.
— Article 10.1, Article 10.2, Article 11, Article 1.3, Article 5.3
Why people argue about this
People often assume that the Race Direction panel's authority is limited by other officials at a Grand Prix event, thinking it’s just one of many committees. But in reality, they argue over how much direct control this trio has over race outcomes and decisions, misunderstanding its status as the supreme authority outlined in Article 1.
The starting procedure for both the Sprint Race and the main race is as follows (Article 21):
— Article 20, Article 21, Article 22.3, Article 16, Article 16.6, Section 6, Section 7
Why people argue about this
People often assume that the starting procedure for both the Sprint Race and main race in MotoGP is identical, forgetting that there are distinct differences as outlined in Article 21 of Section 5: Rules of Play. They overlook the specific sequence and timing details for each race type, leading to misunderstandings about when riders should line up and start their engines during practice sessions.
Championship points are awarded to both riders and constructors following each race. The points system is defined in Article 99 of the FIM MWGP Sporting Regulations.
— Article 99, Article 99.4, Article 99.2, Article 99.3, Article 22.3, Article 99.5
Why people argue about this
People often assume that only the top two riders in a race earn points for their constructors, which leads to arguments about why other positions don't get points too. Actually, the rule states that both riders and the constructor receive points based on finishing position, not just the podium finishers. This oversight can cause confusion because it seems unfair at first glance.
Penalties are defined in Article 29 and related articles of the FIM MWGP Sporting Regulations. Race Direction is the primary authority for imposing in-race penalties.
— Article 29, Article 29.1, Article 29.2, Article 29.3, Article 29.4, Article 29.5, Article 16.6, Article 35
Why people argue about this
People often assume that race direction can only impose penalties in-race for obvious infractions like illegal substances, but they overlook the fact that other violations are covered under Article 29 and related articles, which gives race direction broader discretion to penalize various on-track issues or behavior outside of just substance abuse.
Safety is the paramount concern of the FIM and Dorna. The FIM Safety Commission and the MotoGP Safety Officer work in conjunction with Race Direction, circuit operators, and the riders' safety representatives to continuously develop and enforce safety standards.
— Article 8, Article 3, Article 22
Why people argue about this
People often argue that the safety standards in MotoGP are too lax, misunderstanding that the FIM Safety Commission and MotoGP Safety Officer work tirelessly to develop and enforce these standards continuously, aiming for optimal safety without compromising performance or fairness on track. They overlook how this ongoing effort balances risk management with racing integrity.