The United States Grand Prix was widely seen as a major test for Aprilia - and with good reason. The Noale manufacturer arrived on the back of four consecutive grand prix wins in MotoGP, but to continue that streak it would have to beat Ducati's Marc Marquez at one of his favourite tracks.

In the end, the result could hardly have been better for Aprilia. Jorge Martin won Saturday’s sprint, while Marco Bezzecchi bounced back from a crash the previous day to win Sunday’s main race ahead of his team-mate.

Ducati, by contrast, failed to reach the podium, with Marquez - still not fully recovered from injury - finishing fifth behind Fabio Di Giannantonio.

After three flyaway rounds, the conclusion is clear: Aprilia is the team to beat. But as MotoGP returns to Europe for the Spanish Grand Prix on 24–26 April at Circuito de Jerez - Angel Nieto, the spotlight shifts to whether the Italian marque can deliver another statement result.

This is not simply about the oft-repeated idea that the MotoGP season truly begins in Europe, but rather Aprilia’s historical struggles at Jerez - a circuit that has been firmly Ducati territory in recent years.

Aleix Espargaró, Aprilia Racing

Across the last five seasons, Aprilia has managed just a single podium at the Andalusian venue. That came in 2022, when Aleix Espargaro finished third during a campaign in which he also won in Argentina and stood on the podium in Portimao, ultimately fighting for the title deep into the season.

Beyond that, Espargaro was Aprilia’s top finisher at Jerez in 2021 (sixth) and 2023 (fifth in the grand prix). In 2024, Miguel Oliveira was eighth in both the sprint and the main race with Trackhouse, while last year eighth place again marked Aprilia’s ceiling - courtesy of Bezzecchi on Saturday and Ai Ogura on Sunday.

That record stands in stark contrast to Ducati’s dominance at the circuit. The Borgo Panigale marque has won every Sunday race at Jerez since 2021, starting with a one-two finish led by Jack Miller ahead of Francesco Bagnaia.

Bagnaia followed up with victory in 2022, narrowly beating Fabio Quartararo - a reminder that Jerez has traditionally suited Yamaha’s strengths in cornering.

In 2023, Brad Binder gave KTM a brief breakthrough by winning the sprint, but Ducati struck back on Sunday with Bagnaia defeating Binder and Miller.

The 2024 edition marked a new level of Ducati dominance. While Martin won the sprint, Sunday saw Ducati lock out the entire top five: Bagnaia ahead of Marquez, with Bezzecchi, Alex Marquez and Enea Bastianini completing the clean sweep.

If that was impressive, 2025 raised the bar even further - at least in the sprint - as Ducati filled the top six positions. Marc Marquez led home brother Alex Marquez, Bagnaia, Franco Morbidelli, Fermin Aldeguer and Di Giannantonio.

Podio: ganador Francesco Bagnaia, Ducati Team, segundo Marc Márquez, Gresini Racing, tercero Marco Bezzecchi, VR46 Racing Team

Sunday’s race, however, proved more unpredictable. Marc Marquez crashed and finished 12th, while Alex Marquez claimed his maiden MotoGP victory ahead of Quartararo, with Bagnaia third.

All of this suggests Ducati should be stronger at Jerez than at circuits like Goiania and Austin, particularly across its full roster of Desmosedici riders and with Marc Marquez as its reference point.

However, there is also an expectation that Aprilia can take a step forward compared to its previous performances at the track.

Ducati itself is anticipating a closer fight. Team manager Davide Tardozzi said in Brazil: “I think Aprilia will continue to be competitive in Austin, but I’m sure Ducati will be closer. They will also be very strong in Jerez, but we can be closer.

“We know the problem and we are looking for a way to solve it.”

Jerez, then, could offer the clearest indication yet of who truly holds the upper hand in MotoGP.

Alex Marquez still involved in Ducati’s MotoGP development despite KTM move

Has Ducati stagnated or have its MotoGP rivals caught up?

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The concessions system that was implemented in MotoGP for the first time in 2014 consisted of a series of measures aimed at separating manufacturers into different categories, based on their performance and results, with the aim of helping those that have the most difficulty in making progress.

After the success of the original system, which at that time helped Ducati reach the level of the Japanese constructors, MotoGP’s sporting management decided in 2024 to bring back concessions but this time to help Japanese brands Honda and Yamaha, as well as KTM and Aprilia, recover the lost ground to Ducati.

Now, with the arrival of a new MotoGP era in 2027 featuring sweeping changes in technical regulations, the question is: will the concessions continue?

The system will not end at the end of the year, but will be maintained into 2027 with nuances.

According to the new technical regulations for next year, all the manufacturers that have competed this year will begin the 2027 season in the concessions group B; a tier in which no manufacturer is currently present, as Ducati is in A, Aprilia, KTM and Honda are in C, and Yamaha is in D.

Midway through the 2027 season, the first 'checkpoint' will arrive, based exclusively on the results of the first races of the season.

Depending on the results of those first races of the season, the manufacturers will be reassigned to the group that corresponds to them according to their results.

Augusto Fernández, piloto de pruebas de Yamaha

Another interesting nuance introduced by the new regulation in this regard is that “manufacturers that have not competed in 2026 will begin the 2027 season in range D. Their classifications will also be reviewed at the mid-season checkpoint of 2027, based on the first half of the season”. This leaves the door open to the arrival of new manufacturer, although no new brands have signed up for the new regulations.

The counter is reset in Valencia

Although the regulation speaks of ‘checkpoints’ at mid-season and end of the season, two per year, the change of regulations in 2027 means the counter is reset immediately after this year's Valencia Grand Prix on 29 November.

In this way, the first 2027 pre-season test, which will be held either on Monday or Tuesday after the Valencia round, will already be governed by the new concessions ranges, with all manufacturers placed in group B.

Which MotoGP riders will be allowed to test the 2027 bikes before end of the season

This is a test in which the teams will be able to count on the riders contracted for the next season, although they will not be able to make comments or wear the colors of their new factory until 1 January.

Crucially, the counter reset means no manufacturer will be able to organise further tests with anyone who is not their designated test rider. This is important as Yamaha was able to field its own factory and Pramac race riders in a private test at Jerez after the end of the 2025 season.

Curretn MotoGP concession tiers:

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