Aprilia and KTM have struggled to understand why they were unable to fully unlock the performance potential of Michelin’s new MotoGP rear tyre throughout the 2024 season.

A major shift in the championship this year came with the introduction of Michelin’s grippier rear tyre, which contributed to riders smashing long-standing lap records at multiple tracks. While Ducati quickly adapted to the new rubber and gained an early advantage, its competitors were still grappling with the challenge as the season wrapped up in Barcelona earlier this month.

Aleix Espargaro frequently pressed Aprilia for answers regarding the RS-GP’s inability to adapt to the new tyres. However, the team remained perplexed throughout the year.

“I don’t understand. It’s the same question I’ve been asking my engineers, and they don’t have the answers,” Espargaro admitted in Barcelona. “We’ve analyzed countless parameters and worked incredibly hard to figure things out. Luckily, we had some data from the ’23 bike with Raul [Fernandez] using the new tyre at certain circuits.

“[But] there’s something we just can’t piece together. We lack traction and grip. Only Ducati is thriving with this tyre, while we’re struggling a lot.”

Ducati’s ability to make the most of the rear tyre was a key factor in its dominance this season, winning 19 of the 20 grands prix. The GP24 prototype was particularly adept, as Ducati engineers had tailored the bike’s design to suit the 2024-spec rubber. In comparison, older bikes like the GP23 lagged behind, underscoring Ducati’s strategic advantage.

While the new tyres reduced lap times at most circuits, they also introduced increased rear chatter—a vibration issue that affected all manufacturers at some point during the season, including Ducati. However, outgoing KTM rider Jack Miller believes that Ducati managed to overcome this problem and optimize mechanical grip.

When asked why KTM couldn’t replicate Ducati’s success with the rear tyre, Miller called it a “million-dollar question,” hinting that it might even be worth 40 million dollars.

“I wouldn’t say we haven’t worked it out,” Miller explained. “The others are on a very strong run right now, but we’ve been closing the gap and fighting with them more consistently in recent weeks.

“It seems like Ducati, with whatever tools they have—be it mass dampers or other systems—have not only eliminated vibrations but also tuned their bikes to fully exploit the rear tyres’ potential.”

Ducati’s presence on the grid, with eight bikes spread across its factory team and three satellite squads, gave it a clear advantage in understanding the new tyre. According to Miller, this wealth of data allowed Ducati to refine their approach from early pre-season testing in Malaysia.

“That’s a massive factor, no doubt,” he said. “The amount of data they gathered gave them a head start. With so many riders trying different setups to counter the initial vibration issues, they’ve figured out solutions much faster.

“The vibration is still affecting everyone to some degree, but it’s nowhere near what it was earlier in the season. Even so, it’s clear we [KTM] can’t yet tap into the tyre’s full performance, unlike Ducati.”

Despite KTM’s gradual improvement toward the end of the season, Ducati’s dominance highlighted the advantage of being able to adapt quickly to significant technical changes.