As the man at the head of Yamaha’s racing programme, Paolo Pavesio is navigating a challenging 2026 season. Whilst engineers in the racing department of the japanese brand are developing a new bike to comply with the upcoming MotoGP regulations, the YMR boss must contend with a present that is proving more frustrating than anticipated.
You have been at the head of Yamaha Motor Racing since the end of 2024. How would you sum up your first few months in this important role?
It is obviously a demanding role, but also an extremely interesting one. I see what we’re doing as a genuine transformation project. It’s centred on MotoGP, but it also has a wider impact on the company. The most visible change concerns the bike, but we’re also transforming the way we work. It was clear from the outset that this couldn’t be achieved overnight. The faster we move forward, the better, but the key is to build solid foundations. We must therefore accept a temporarily difficult period in order to build a stronger foundation and return, on a sustainable basis, to the level we want to be at. Of course, the sooner we achieve this, the better. And the more effective we are in our work, the more we can accelerate this process.
Did you expect to encounter so many difficulties when launching the V4 project?
We had identified a certain level of risk. We’d actually explained this during the team presentation at the start of the season. After two very challenging seasons, in 2023 and 2024, our previous bike had regained a good level of pure speed. What we were lacking was the ability to capitalise on that performance over the course of an entire race. This was down to several technical factors that we have often explained: the bike’s set-up, its interaction with the tyres, the level of grip and rear tyre wear. We knew that our future would inevitably involve a V4 engine, particularly from 2027 onwards with the new regulations and the reduction in aerodynamics. We were therefore aware that, in terms of immediate performance, we might have to take a step back before making progress. The current situation was one of the possible scenarios. To be perfectly honest, we thought we’d be better in certain areas. In others, we’re moving in the direction we’d planned. The problem is that, when you’re racing every weekend, the result of the moment becomes the only thing that’s visible. Even if the plan is clear and you understand what you’re building, only the race result counts in everyone’s eyes. It’s obviously difficult to manage.
How do you manage your riders’ frustration?
I wish I had a magic formula and could simply apply it! More seriously, it’s not easy, especially for them. The drivers are probably the ones for whom this situation is the most difficult, because they want to be competitive every weekend. We want that too, but we’re also working with a medium- and long-term vision. A driver, on the other hand, is naturally focused on the current season and on what happens on race day. So we try to maintain open communication and be transparent when something falls short of our expectations or targets. But frustration is never a very healthy emotion. Whether you’re an engineer, a manager or a driver, you have to learn to manage it, because it gets you nowhere. You can be angry and channel that anger into action. Pure frustration, on the other hand, tends to drag you down and create tension between people. I have no problem with frank, even heated, confrontations, provided they enable us to move forward on a better footing afterwards. Our technical partners are deeply committed to the project. We’re fortunate to work with partners such as TotalEnergies and Akrapovič. They share our challenges, but they’re also part of the solution. The products they supply us with have a direct impact on performance. With technical partners of this calibre, the challenges therefore also become a motivation to do better.
How do Yamaha’s engineers work with those at TotalEnergies on engine development?
The connection is very strong, particularly with the team responsible for engine development. Fuel and oil are an integral part of this development. Every component must work in harmony with the others. Cooperation and communication are therefore ongoing and very active.
How is the 2027 project progressing?
We got our first glimpse of the project during the Brno test. The analysis is quite complex, because we have to manage two major changes simultaneously. Engine capacity is being reduced and the bike is being developed in line with the new regulations, but the tyres are also changing. We therefore need to be able to distinguish between what is down to the new tyres and what is down to the bike itself. The lap times weren’t official, and everyone was trying to observe the others in a rather makeshift way. The initial impressions are nevertheless positive. According to Toprak, the bike seems to be heading in an interesting direction. I’ve also heard similar comments from other MotoGP riders. As for us, the bike used at Brno was still a hybrid setup. It featured an early prototype of the 2027 engine, without ride height adjustment systems and with reduced aerodynamics, but its base remained that of the current bike. That is, in fact, one of the reasons why we chose to switch to the V4. We could never have achieved such integration with the old architecture. Overall, the bike’s behaviour on corner entry and its natural ability to turn have improved. The engine also contributes to this quality. So it was a positive step. At Spielberg in September, we’re planning a further development, closer to a genuine 2027 machine.
Why did you decide to supply the bikes for the future Moto3 class?
Because we found the project interesting and believed we could bring something positive to the competition. It can also help us reach younger enthusiasts. From a sporting perspective, our aim is obviously to eventually support a team and help our own riders develop. But from an industrial perspective, we have all but abandoned the idea of imposing a strong brand presence on the bikes. Above all, I want to supply a machine that will cost significantly less than current Moto3 bikes. The aim is to increase the number of riders and make entry into the competition more affordable.
Will this project extend beyond the World Championship alone?
Yes. Moto3 represents the pinnacle, but we also have an agreement for Junior Moto3. We are already working on creating similar categories using a single-make bike derived from this Junior Moto3 specification, particularly in Latin America, North America and Asia. In Europe, this may take the form of national championships. In other regions, there are already more regional competitions. If we manage to set up a series in North America, one in South America, one in Asia, as well as a presence in the junior championship in Spain and possibly in other European championships, we will be able to build a pool of between one hundred and one hundred and fifty young riders. They would ride a bike very similar to that used in the World Championship. The chassis would be identical and the engine would meet the Moto3 specification. We could then make it easier to award wildcards or facilitate moves from one competition to another. This would help to develop the sport and, in the longer term, foster a generation of non-European riders capable of joining the World Championship. This is important for the future.