Tyres, Brakes and Aero: Technical Analysis of the 2025 Spanish GP at Jerez

The Circuito de Jerez–Ángel Nieto is a track that tests every aspect of MotoGP machinery. Spread across 4.423 km (2.75 miles) of flowing asphalt, Jerez offers a tremendous test of machine balance and riding ability, with fast sweeping curves punctuated by heavy braking zones and tight hairpins motogp.com . During the 2025 Spanish Grand Prix weekend, teams and riders had to expertly manage tyre strategy, braking performance, and aerodynamics to extract the best from their bikes. In this technical analysis, we explore how these factors played out at Jerez – from the all-important tyre choices (and new tyre pressure regulations) to the demands the track’s braking sections placed on riders, and how aerodynamics influenced the racing.

Tyre Strategy and Pressure: Sprint vs. Grand Prix

Tyre selection at Jerez proved relatively straightforward yet crucial. The weekend’s weather featured warm spring temperatures and a dry track throughout, meaning tyre wear and pressure management were key considerations for both the short Sprint and the full Grand Prix. In Saturday’s 12-lap Sprint race, most riders opted for the soft-compound rear tyre to maximize grip and acceleration over the short distance. The soft rear offered the edge in the early laps – important for a sprint where there’s little time for tyre warm-up or conservation. This paid off with lightning-fast pace in the Sprint, but it would not have survived the rigors of a full race distance.

On Sunday, the calculus changed. For the 25-lap Grand Prix, every MotoGP rider switched to the medium rear tyre, prioritizing consistency and durability over outright early grip crash.net . Jerez’s abrasive track surface and the high ambient temperatures meant a soft rear would likely overheat and degrade well before race end. The medium compound provided a more stable performance across the 40-minute race, and indeed we saw relatively consistent lap times deep into the Grand Prix. Front tyre choices were also conservative – most riders ran medium fronts as well, seeking a balance between enough support in Jerez’s numerous braking zones and avoiding the risk of a hard front tyre not reaching optimal temperature. By all accounts, the medium-medium tyre combo was the universal choice for Sunday, indicating Michelin had identified a clear “best” race setup for the field.

One new factor teams had to account for is MotoGP’s strict tyre pressure regulations, introduced to prevent teams from running dangerously low pressures for performance gain. These rules bit one high-profile rider in Jerez: Aleix Espargaró, who was competing as an HRC wildcard, received a post-race time penalty for running below the minimum front tyre pressure limit crash.net . The 16-second penalty dropped him from P14 to P17 in the classification – a harsh reminder that teams must keep pressures within the mandated range or face sanctions. Aleix’s case illustrates how some riders might push the envelope on setup (a lower front pressure can increase grip and feel, especially in braking, but falls afoul of regulations if it dips under the threshold for too long).

The Marc Márquez camp also learned about tyre pressure the hard way, albeit indirectly. Marc’s early crash from third place was a mystery to him, but observers noted that his team may have optimized his tyre pressures for leading in clean air, expecting Marc to break away as he often does crash.net . When he instead found himself following other bikes in the race, the additional heat buildup in the front tire (due to reduced cooling air flow and the Ducati’s aerodynamic downforce) could have raised the pressure and altered the tire’s behavior. A slightly over-pressurized front can reduce the contact patch and grip, potentially contributing to a loss of the front end. Marc’s crew will no doubt analyze the data, but this underscores a key technical point: tyre pressure management is now as important as compound choice. Teams must anticipate not only race length but also whether a rider will be in traffic or in free air, and set pressures accordingly. The era of “free” performance by running ultralow pressures is over; precision and compliance are the name of the game.

In summary, tyre strategy at Jerez was about picking the right compound for race length and staying within the operational window. The soft rear enabled dazzling Sprint pace, but the medium proved its worth on Sunday by providing consistent grip for all 25 laps. And as Aleix Espargaró’s penalty showed, staying on the right side of the tyre pressure rule is now a critical part of race strategy – a technical battle fought behind the scenes that can decisively impact results.

Braking Challenges: Jerez as a Test of Brakes and Riders

Jerez is notoriously tough on brakes. According to Brembo’s engineers, the circuit falls into the category of “most demanding tracks for braking systems” on the MotoGP calendar motograndprix.motorionline.com . With 11 braking zones per lap and riders on the brakes for roughly 30–33 seconds per lap in total motograndprix.motorionline.com , the braking systems are pushed to their limits. On Brembo’s difficulty scale, Jerez rates 4 out of 6 – indicating a high level of brake stress motograndprix.motorionline.com . For riders, this means managing brake temperatures and modulation is critical, especially as they battle fatigue in the later stages of the race.

The signature braking test at Jerez is Turn 6 – the Dani Pedrosa Corner (formerly Dry Sack). This is a prime overtaking spot and the hardest braking point on the track motograndprix.motorionline.com . MotoGP machines approach Turn 6 at about 295 km/h down the back straight, then slam the brakes to drop to around 65 km/h for the tight left-handed hairpin motograndprix.motorionline.com . Brembo data illustrates how extreme this is: riders spend 4.8 seconds braking into Turn 6, covering a distance of 212 meters while shedding over 230 km/h of speed motograndprix.motorionline.com . They apply a force of 6 kg on the brake lever, experience deceleration of about 1.5 g, and brake fluid pressure soars to nearly 13 bar in the system motograndprix.motorionline.com . These numbers highlight why Turn 6 often decides races – it’s physically demanding and any slight mistake (braking a meter too late or a tad too hard) can mean running wide or losing the front.

During the 2025 GP, we saw several instances underlining Jerez’s braking challenges. On the opening lap, Francesco Bagnaia and Marc Márquez collided in the braking zone of the stadium section (Turn 8) when both were at the limit of late braking crash.net . Moments earlier, Alex Márquez’s ambitious attempt to overtake three riders into Turn 6 on Lap 1 had him braking so deep that he nearly clipped his brother and had to back off reuters.com – a prime example of how easily one can overshoot when pushing the braking boundaries. Later in the race, Marc’s crash at Turn 7 (a medium-speed corner following a braking zone) could also hint at how the fine line of brake load and tire grip can catch out even the best riders.

Riders manage these braking demands through a combination of technique and equipment. Modern MotoGP bikes feature carbon brake discs and pads that operate best at very high temperatures. Jerez’s stop-go nature actually helps keep the brakes hot, but there is a risk of overheating if a rider is stuck behind another (losing cooling air) or if they need to drag the brakes while overtaking. Teams use ducting to control temperatures – larger brake scoops if it’s very hot, smaller ones if they need more heat. This weekend, with ambient temps warm but not scorching, brake temperature issues were manageable, and we didn’t hear reports of fading brakes. However, a few riders did complain of arm pump (e.g., Somkiat Chantra retiring due to it crash.net ), a clear indicator of how physically punishing repeated hard braking at Jerez can be on a rider’s arms.

In terms of hardware, Brembo noted an interesting historical footnote: it was 30 years ago at Jerez that a Spaniard (Alberto Puig in 1995) took a win using newly introduced Brembo monobloc calipers motograndprix.motorionline.com . In 2025, all teams run top-spec Brembo systems – the technology has advanced tremendously, with lighter calipers and carbon discs that can exceed 800°C. Yet, the core challenge remains: the rider must modulate brake pressure perfectly every lap. Jerez rewards precision and punishes the slightest lapse, as its many famous last-corner incidents over the years attest.

Aerodynamics and Acceleration: Finding Balance at a Flowing Track

The rise of advanced aerodynamics and ride-height devices in MotoGP has added another layer of complexity to bike setup, and Jerez provided a case study in how these factors play out on a tight, technical circuit. Unlike faster tracks (like Mugello or the Red Bull Ring) where outright top speed and stability are the primary concerns, Jerez demands a more balanced approach. The track’s mix of fast sweepers and slow corners means teams strive for aero packages that provide stability under braking and acceleration, without sacrificing too much agility in the twisty sections.

One clear example was at the race start: Marc Márquez’s holeshot device issue off the line showed how critical these systems have become. Ducati’s holeshot (which lowers the bike’s rear and front to reduce wheelies on launch) has been a weapon, but Marc “looked to struggle with his holeshot device” at Jerez’s start crash.net . The result was a slightly poorer launch, which contributed to him losing positions into Turn 1. It’s a reminder that these sophisticated devices – which are part mechanical, part electronic – must be perfectly tuned to each track’s grip level and gearing. A minor glitch or a mis-timed activation can cost dearly when the entire MotoGP grid is separated by mere tenths of a second off the line.

Aerodynamically, Ducati’s advantage in horsepower and aero downforce was evident on Jerez’s back straight. We saw in the Sprint and the Grand Prix how a Ducati in the slipstream could reel in a Yamaha or other bike with apparent ease. When Marc hunted down Quartararo in the Sprint, he gained a significant speed delta by tucking in and letting the Ducati’s wings and power do their work crash.net . Similarly on Sunday, Alex Márquez’s overtaking of Fabio on Lap 11 was facilitated by the Ducati’s ability to stay stable and planted while braking from high speed – a benefit of aerodynamic downforce that pushes the bike into the tarmac and reduces wheel lift. Fabio later commented that the Ducati’s pace “proved far too superior” on the straight when Alex overtook him reuters.com . That is as much an aero/engine compliment as it is rider skill.

However, aero can be a double-edged sword at a track like Jerez. Large front wings and downforce can hinder quick direction changes and increase tire stress in long corners. Yamaha’s relatively simpler aero may have actually helped Quartararo in the flowing Curva Sito Pons (Turn 5) and fast right kinks, allowing him to carry corner speed. Meanwhile, KTM’s improvements in 2025 – including a revised aero package – seem to have paid off in Jerez’s sector 4 (the fast rights of Turns 11 and 12). Maverick Viñales commented that he could “make the bike sing” through the high-speed bits the-race.com , an indication that KTM’s RC16, known to struggle in high-speed turns in the past, is becoming more planted with its current aero setup. For KTM and others, finding that balance where the bike gains downforce (for stability and acceleration) but remains manageable in quick transitions is an ongoing development dance.

One cannot talk about aero without noting the impact on tire pressure and cooling – a theme we touched on. Running closely behind another bike in Jerez’s many medium-speed corners meant less clean air reaching radiators and front tires. Marc Márquez hypothesized that being behind two bikes for the first time all weekend might have altered his bike’s behavior unexpectedly autosport.com . Aero devices, while providing downforce, also disturb airflow around the motorcycle. If a rider isn’t accustomed to following others, the change in aerodynamic flow (and consequently, the change in downforce and cooling) can affect grip. It’s a subtle technical nuance: the bikes are optimized for riding alone in qualifying or in front – when suddenly used in a pack, the aero can cause the front tire to run hotter or the front end to feel lighter due to turbulent air. Teams gather data on this in testing, but racing often teaches new lessons in real time.

Lastly, Jerez’s layout forced teams to compromise on gear ratios and power delivery mappings. There are two short straights at Jerez (the main straight and back straight), but much of the lap is spent in second or third gear corners. Smooth power delivery is essential to avoid overwhelming the rear tire as the bikes accelerate out of slow turns like Turn 2 or the final hairpin (Turn 13). Ducati’s Desmosedici has class-leading torque, which can be a blessing and a curse – too abrupt, and you spin up the tire. Riders like Alex Márquez and Pecco Bagnaia seemed to manage it well, hooking up out of corners without excessive wheelspin, indicating refined electronics (traction control) and precise throttle control. Meanwhile, the Yamaha of Quartararo, which lacks punch, actually conserved its tire nicely because Fabio could use full throttle earlier without as much wheelspin, playing to the M1’s traditional strength in edge grip.

In conclusion, aerodynamics and bike setup at Jerez were about achieving harmony: enough downforce to benefit braking and acceleration, but not so much that the bike becomes a handful in the tight esses and hairpins. The 2025 Spanish GP showed that Ducati’s aero-power package is still the class benchmark on the straights, yet Yamaha’s agility and KTM’s improving aero can keep them in play on a track where finesse matters. Engineers will take the lessons of Jerez forward – perhaps experimenting with smaller winglets or ride-height device tuning for similar tight circuits – to ensure their machines are versatile for all conditions. Jerez proved once again that MotoGP is as much an engineering battleground as it is a rider’s contest, with tyres, brakes, and aero all part of the complex equation that decides victory.