virage du raccordement

157. That’s the number of times where a rider took the start of a sprint or a race in 2025 but didn’t cross the finish line. Who? Why? How? When? All questions we’re going to look into in this analysis of the 2025 MotoGP DNFs.

disclaimer

This study is only about the DNFs of the 2025 season, which means I’ve only considered the incidents that lead to a rider not crossing the finish line of a sprint / race, not the crashes and collisions where riders rejoined the race afterward.

I used the broadcasts of the races and data available on the MotoGP website to gather my information. While it was easy to see what happened when the incidents occurred towards the front of the race, we didn’t always get a replay and were only shown the « crash » graphic (sometimes with the turn written down, sometimes with the comms giving that info, sometimes not) when incidents (or even technical retirements) were happening around the back of the grid.

Also, there is inherently a part of subjectivity at times when I pick the category to assign to a DNF and for some of them, I could see how multiple categories could fit depending on one’s point of view.

All that to say, this article may not have been written with the most perfect set of data but I still believe it shares a fair amount of interesting tendencies.

the categories

definition

For this year, I decided to work with categories that were slightly different from the ones I used in my 2024 DNFs analysis. I don’t know yet if I’ve found the right formula but in any case, here is what we are working with for the 2025 season :

DNFs where the rider first crashed

• crash alone : rider was theoretically 100% at fault for the crash but he didn’t impede anyone’s race with that crash,
• crash caused by another rider : rider was not at fault for his DNF, someone else was,
• crash taking someone else out : rider was responsible for his crash and he caused issues to someone else as well,
• race incident : when there was a contact between riders but no blame to assign to someone in particular.

DNFs where the rider rejoined the pits without a crash

• mechanical issue : rider was not at fault but his bike was,
• chosen retirement : most often because of riders not feeling well enough to keep riding or because the situation was too special to classify it in one of the aforementioned categories (more details below).

chosen retirements

Here are the 8 cases that I qualified as « chosen retirements » considering the information I could find on them after the races :

• Lorenzo Savadori during the sprint in Termas : his shoulder was still in pain after the crash he suffered in qualifying [note : he did not race on Sunday],
• Joan Mir during the race in Losail : he retired his bike after a contact with Fabio Di Giannantonio but it was also said that he was still feeling sick [note : the day before, he did not take part in the sprint],
• Somkiat Chantra during the race in Jerez : arm pump pain [note : he had surgery for that the following week],
• Johann Zarco during the sprint in Motegi : kind of a weird one to classify as Johann got tangled in the mess of the first lap and then decided to retire to conserve his bike.

And finally, cases that all happened during the last race of the season in Valencia :

• Franco Morbidelli : I initially wasn’t sure what to do with his situation because of how weird the situation was, the « crash » on the grid was his fault but then he took the start of the race from the pits, did one lap before retiring his bike while his hand was in pain from the crash [note : he had to miss the Valencia test two days later],
• Jorge Martin and Maverick Viñales : both riders came back in Valencia after missing several race weekends for injuries rehabilitations and they both retired from the race in Valencia due to pain / to play if safe before the test,
• Aleix Espargaro : his bike was too damaged to finish the race after sustaining damage on the grid following the contact with Franco Morbidelli [note : Aleix had completed 93% of the race by the time he retired his bike to the pits].

the numbers

overall

Over 22 race weekends and a combined number of 953 starts on Saturdays and Sundays, riders did not cross the finish line on 157 occasions. That’s 16.5% of the time.

The repartition between sprints and races went as follows : 60 DNFs on Saturdays (38%) and 97 DNFs on Sunday (62%). It’s also an average of 2.7 DNFs per sprint and 4.4 DNFs per race.

If you want to know how those numbers compare to 2023 and 2024, I’ve written about that in the « starters & finishers » section of my 2025 season global analysis.

Repartition of DNFs per causes across sprints and races

In most cases, a rider is responsible for his own DNF. Crashes caused by another rider + mechanical issues / race incidents only make up for 30% of DNFs.

Now, we can observe two categories with a pretty noticeable difference between sprints and races while the other 4 have similar / identical numbers in both cases. Is that normal despite the fact that races are twice the length of sprints with twice the amount of time to DNF? Let’s look at another chart to have some considerations.

Average % of the race completed before a DNF (per DNF category)

DNFs not involving another rider

In the case of DNFs not involving another rider, the length of the race does have an impact on the number of DNFs. The longer they ride the more amount of time riders have to crash on their own.

In the case of chosen retirements, since most of them are based on the length of time riders manage to push through their pain until they cannot do it anymore, it makes sense that 20-minutes sprints are easier to survive than 40-minutes races.

As for mechanical issues, their potential of appearance doesn’t seem to be correlated with the length of races (and they don’t necessarily happen a long time after the start).

DNFs involving another rider

If we focus on crashes involving multiple riders, we can see that those tend to happen early in the races (16% to 30% of the race completed on average). This is when riders are still riding in close proximity / in a grouped pack where contacts and incidents are much more likely to happen.

Essentially, if a rider manages to survive a third / half of a race, then he mostly only has himself to trust (and his bike) to make it to the finish line.

who

by type of rider

Type of Rider	Races Started (including Sprints)	DNFs	% of DNFs
regular	876	143	16.3%
wildcard + replacement	77	14	18.2%

The % end up fairly similar despite the fact that wildcards and replacement riders spend much less time on the bike while having different objectives than guys from the regular grid when they’re racing in MotoGP.

Weekend	Round	Race / Sprint	Rider	Type of rider	Factory	Category of DNF
Argentina	2	sprint	Lorenzo Savadori	replacement	Aprilia	chosen retirement
Qatar	4	race	Augusto Fernandez	replacement	Yamaha	crash alone
UK	7	race	Aleix Espargaro	wildcard	Honda	crash taking someone else out
Aragon	8	sprint	Augusto Fernandez	wildcard	Yamaha	mechanical issue
Netherlands	10	race	Lorenzo Savadori	replacement	Aprilia	crash alone
Germany	11	race	Lorenzo Savadori	replacement	Aprilia	crash alone
Czech Republic	12	sprint	Takaaki Nakagami	replacement	Honda	crash caused by another rider
Czech Republic	12	sprint	Augusto Fernandez	wildcard	Yamaha	crash taking someone else out
Catalonia	15	sprint	Lorenzo Savadori	wildcard	Aprilia	mechanical issue
Catalonia	15	race	Lorenzo Savadori	replacement	Aprilia	crash alone
Japan	17	race	Takaaki Nakagami	wildcard	Honda	crash alone
Malaysia	20	race	Pol Espargaro	replacement	KTM	crash alone
Portugal	21	sprint	Nicolo Bulega	replacement	Ducati	crash alone
Valencia	22	race	Aleix Espargaro	wildcard	Honda	chosen retirement

In 2024, 4 out of 9 wildcard/replacement riders DNFs were caused by a technical issue and the other half by a crash. It’s not a repartition that we can find again in 2025.

This season, only 2 out of 14 DNFs (14.2%) were mechanical. The repartition of the categories is similar to the one of the rest of the grid.

by factory

overall look

Number of DNFs per factory

Honda leads the way in terms of number of DNFs, which was to be expected considering the fact that Joan Mir had 19 of them, and Johann Zarco 12 (meaning that the two of them together had more DNFs than all the riders from Aprilia, KTM or Yamaha).

Now, Ducati has 6 riders on the regular grid compared to everyone else’s 4 and not every factory has used the same amount of wildcards and had the same amount of races started (due to injuries sometimes not replaced). To better compare all 5 factories, we need to compare the number of DNFs to the number of races started.

Factory	Number of Races Started (Sprints Includes)	Number of DNFs	% of Races DNFed
Honda	174	41	23,6%
KTM	168	28	16,7%
Yamaha	185	29	15,7%
Aprilia	165	25	15,2%
Ducati	261	34	13,0%

Honda easily, as expected, stays in the lead, having a DNF almost once every 4 starts (23.6% of the time). Behind them, KTM, Yamaha and Aprilia are quite close together with a DNF once every 6 starts (15.2% to 16.7% of the time). Ducati closes the list with a DNF roughly every 8 starts (13% of the time).

Here under are how the numbers compare to 2024.

% of Races DNFed per factory – 2024 vs 2025

The most noticeable difference is the increase for Yamaha (a 39% one, they essentially doubled their amount of riders/races started between 2024 and 2025 (80 starts -> 185 starts) but tripled their amount of DNFs (9 -> 29).

For the 4 other factories, the difference between 2024 and 2025 varies between 10% and 14%, which is not very significant, especially in comparison with Yamaha.

If we look into the details by team and categories, we get the following.

Repartition of DNFs per categories for each team & factory

If we translate this to % to see the repartition of DNFs causes for each factory, we get the following data :

Factory	Chosen Retirement	Crash Alone	Crash Caused by Another Rider	Crash Taking Someone Else Out	Mechanical Issue	Race Incident
Aprilia	8.0%	48.0%	16.0%	12.0%	16.0%	-%
Ducati	2.9%	61.8%	8.8%	11.8%	11.8%	2.9%
Honda	9.8%	46.3%	22.0%	7.3%	12.2%	2.4%
KTM	3.6%	60.7%	7.1%	3.6%	21.4%	3.6%
Yamaha	-%	72.4%	3.4%	3.4%	17.2%	3.4%
Averages	5.1%	57.3%	12.1%	7.6%	15.3%	2.5%

Repartition of the types of DNFs within each factory (chart)

Here are a couple of comments we can make :

• Yamahas’ DNFs were either caused by riders crashing on their own (72.4%) or by a mechanical issue (17.2%), rarely having interactions with other riders of the grid,
• Hondas were the opposite of Yamahas, having the lowest % of crashes alone (46.3%) and second-lowest % of mechanical issues (12.2%) but being taken out by other riders more than other factories (22%),
• The % of DNFs caused by mechanical issues is almost double between Ducati/Honda and KTM (focus on that below).

Factory	Races Started (Sprints Included)	DNFs	DNFs caused by a Mechanical Issue	% of MI by Races Started	% of DNFs caused by a MI
Ducati	261	34	4	1.5%	11.8%
Aprilia	165	25	4	2.4%	16.0%
Yamaha	185	29	5	2.7%	17.2%
Honda	174	41	5	2.9%	12.2%
KTM	168	28	6	3.6%	21.4%

Every factory had between 4 and 6 MI-caused DNF for 165 to 185 starts (except for Ducati and their 261 starts). While Ducatis were less prone to mechanical issues (only once every 65 starts) than the rest of the grid (between once every 41 starts for Aprilia to once every 28 starts for KTM), the numbers are still much closer between factories compared to what they were in 2025 (as detailed here).

The 4 mechanical issues that happened to Ducati only concerned 2 of their 6 riders : Pecco Bagnaia (Spielberg sprint and Sepang race) and Fabio Di Giannantonio (Chang sprint and Spielberg race).

It wasn’t much better over at Aprilia where Raul Fernandez suffered 3 of their 4 mechanical retirements, Lorenzo Savadori having the 4th. Yamaha had a similar situation with Jack Miller having to retire his bike on 3 occasions (Fabio Quartararo and Augusto Fernandez once each).

On the other hand, all 4 Honda riders and all 4 KTM riders got to have at least one MI each, no jealousy there.

by rider

Repartition of DNFs per categories for each rider

Now, I’m obviously not going to go into every detail of every rider but for 2025, there are two of them I want to focus on : Joan Mir and Pecco Bagnaia.

Joan Mir

In 2024, Joan Mir was the rider with the most DNFs (15 of them in 38 starts). In 2025, he retained that title again, with 4 more DNFs in 4 more starts (19 in total for 42 starts).

Round	Weekend	Sprint / Race	Position when the DNF happened	Category of DNF
1	Thailand	race	7	crash alone
3	USA	sprint	7	crash alone
3	USA	race	11	crash alone
4	Qatar	race	–	chosen retirement
5	Spain	race	7	crash alone
6	France	race	15	crash caused by another rider
8	Aragon	sprint	10	crash caused by another rider
10	Netherlands	sprint	13	crash alone
10	Netherlands	race	9	crash caused by another rider
11	Germany	race	9	crash caused by another rider
12	Czech Republic	race	6	crash caused by another rider
14	Hungary	race	16	crash alone
16	San Marino	race	12	crash taking someone else out
18	Indonesia	race	8	crash alone
19	Australia	race	12	crash alone
20	Malaysia	sprint	4	crash alone
21	Portugal	sprint	–	mechanical issue
21	Portugal	race	–	mechanical issue
22	Valencia	sprint	14	crash taking someone else out

Repartition of Joan Mir’s 2025 DNFs

Joan Mir is the rider who crashed on his own the most, 9 times only taking himself out and 2 times having a collateral victim (Johann Zarco in the Misano race, Luca Marini in the Valencia sprint). With those 11 crashes, he’s a couple of steps ahead of Fabio Quartararo and Johann Zarco (8 DNF-inducing crashes, never taking anyone with them).

On the other hand, Joan Mir has also been the most unlucky rider in 2025, being taken out by someone else on 5 occasions :

• Pecco Bagnaia in the Le Mans race,
• Jack Miller in the Aragon sprint,
• Fermin Aldeguer (more accurately : his bike while Fermin was already on the ground) in the Assen race,
• Ai Ogura in the Sachsenring race,
• Alex Marquez in the Brno race.

His two mechanical issues place him in that first half of the grid in that regard. He had more than the riders who had none or just the one but there was also worse than him (Raul Fernandez and Jack Miller with 3 each) and his Honda teammates were also touched at some point.

Pecco Bagnaia

Pecco’s struggles to finish races, especially at the end of the season with the 5 Sunday DNFs in a row were a major topic of discussion in 2025 so I had to isolate his data.

Round	Weekend	Sprint / Race	Position when the DNF happened	Category of DNF
6	France	sprint	4	crash alone
7	UK	race	12	crash alone
13	Austria	sprint	–	mechanical issue
16	San Marino	race	7	crash alone
18	Indonesia	race	16	crash alone
19	Australia	race	12	crash alone
20	Malaysia	race	–	mechanical issue
21	Portugal	race	4	crash alone
22	Valencia	race	16	crash caused by another rider

Repartition of Pecco Bagnaia’s 2025 DNFs

67% of the time, Pecco Bagnaia was responsible for his DNF as he crashed on his own. With the exception of Phillip Island, all of these crashes occured before the midway point of races.

when

at which point of the race

notes

The % of the race completed has been calculated using the number of full laps completed (compared to the total amount of laps). Therefore, it’s quite close to reality when a rider crashed at the beginning of a lap and a little too low when a rider crashed in sector 4, for example.

results

Overall

Only considering riders who had a DNF, let’s see how much of the race they managed to complete before having to retire.

Keeping in mind what I said in the notes of this section (the exact % are under evaluated) and noting that lap 1 incidents have been considered at 2% of completion.

% of the race completed before each DNF happened

On average, by the time 38% of the race was completed, half of the DNFs had already occured*. This is coherent with what we saw earlier in this article, with most of the DNFs involving another rider happening before that point.

By the time we reached the halfway point of races, almost two thirds of DNFs had already taken place. This number is really close to what happened last season (37.3% of DNFs taking place in the second half of the race in 2024 versus 36.3% in 2025).

Just like in 2024, we can also see the biggest drop at the start of the chart with all the lap 1 DNFs. We observed 21 of them in 2025, which represents 13.4% of all DNFs (again, similar number to the 15% of 2024).

*To be more correct, this number (and the following) are about the moments that caused a DNF to happen moreso than the DNFs themselves, e.g. : if a rider crashed on his own on lap 4 but only retired his bike on lap 7, the lap counted here is lap 4.

A rider retiring his bike on his own at a later point than the original crash / incident is something that happened on 14 occasions in 2025. On 5 of those occasions, the rider retired his bike the following lap (essentially he was able to pick his bike up and ride it to the pits on his own instead of having marshals taking care of it). In 5 more occasions, the rider retired in the following 4 laps.

Finally, 4 riders sticking out :

• Fermin Aldeguer in the Jerez race : crashed alone on lap 6 but retired on lap 19,
• Miguel Oliveira in the Assen race : had a contact with Ai Ogura on lap 1 but retired on lap 9,
• Raul Fernandez in the Balaton Park race : crashed alone on lap 4 but retired on lap 13,
• Fabio Di Giannantonio in the Barcelona race : crashed alone on lap 2 (trying to avoid Marco Bezzecchi) and retired on lap 13.

First Lap

Repartition of the DNFs (or incidents leading to a later-DNF) by lap

Unsurprisingly, just like in 2024, most DNFs found their cause on the first lap of sprints and races, when everyone is over eager to get a good start and the field is still at its strongest form of a pack.

These incidents happened over the course of 16 races and 11 tracks :

Circuit	Sprint / Race	Number of lap 1 DNFs
Termas	Sprint	1
Termas	Race	1
Le Mans	Race	1
Silversone	Race	1
Mugello	Sprint	3
Mugello	Race	1
Assen	Sprint	1
Assen	Race	2
Balaton Park	Sprint	3
Balaton Park	Race	1
Misano	Race	1
Motegi	Sprint	2
Mandalika	Sprint	1
Mandalika	Race	2
Portimao	Race	1
Valencia	Race	1

On 4 occasions, the crashes happened on turn 1 :

• Marco Bezzecchi in the Termas race (had a contact with Fabio Quartararo but was the one initially going wide after locking his front tyre),
• Brad Binder and Johann Zarco in the Mugello sprint (initially caused by Fabio Di Giannantonio running into Brad Binder then running into Johann Zarco),
• Fabio Quartararo in the Balaton Park sprint (fault of his own, was actually penalized for hitting Enea Bastianini in the maneuver),
• Jorge Martin and Marco Bezzecchi in the Motegi sprint (Jorge Martin lost control of his bike, crashed and then took his teammate with him).

Last Lap

In 2025, we only had two cases of a rider nearly making it to the finish line but crashing in the very last lap, both times due to their own fault :

• Jack Miller in the Motegi sprint,
• Fabio Quartararo in the Mandalika sprint.

from which position

notes

In some cases, the position from which a rider crashed was fairly evident (especially when he was riding alone / with enough of a gap to other riders).

In case of collisions, it was sometimes hard to decide who was ahead of who and when riders where crashing from the back of the grid, I didn’t necessarily have the information (but I’ve made the best guesses using their position at the end of the last lap they completed).

For crashes happening on lap 1 (especially in the very first turns), I used the grid position of riders.

For mechanical and chosen retirements, considering the fact that it wasn’t always easy to pinpoint when the bikes started causing issues to their riders, I decided to not register the DNF position.

results

overall

DNFs per position per factory

Surprisingly enough, we never had a DNF from P3, all factories had a DNF from P2 at least (except for Honda : P4 at best or worst, depending how you want to see this) and all P1 DNFs came from the Marquez brothers (Marc twice, Alex once).

PER FACTORY

• Aprilia (average position : 13.0)

DNFs per position – Aprilia riders

This chart can be divided into two parts :

• on the left : the DNFs of Marco Bezzecchi, which happened when he was running between P7 and P10 (except that one time in P2, during the Sachsenring race),
• on the right : everybody else with most crashes / incidents taking place between P13 and P19 (except for the P10 of Jorge Martin in Motegi and the one of Ai Ogura in the Sachsenring race).

• Ducati (average position : 8.4)

DNFs per position – Ducati riders

Ducati DNFs were spread all over the board, with 17 of them happening between P1 and P7 and then 12 from P10 and P18. The Marquez brothers were the ones always in the front of the field, Marc crashing from either P1 (COTA race, Misano sprint) or P6 (Mandalika race) and Alex never crashing from lower than P7.

Both VR46 riders went through the whole spectrum with Franco Morbidelli and Fabio Di Giannantonio both having DNFs in P2 and P18 (plus the ones in between).

Fermin Aldeguer did pretty decent for a rookie (crashing between P4 and P12) while Pecco Bagnaia was also a bit everywhere (from twice in P4 to twice in P16).

• Honda (average position : 11.8)

DNFs per position – Honda riders

With Honda, we can observe a couple of different trends :

• Joan Mir and Johann Zarco both being all over the place (P4 + every single position between P6 and P16 for the factory rider, between P5 and P17 for the LCR rider),
• Luca Marini only having two crash-induced DNFs in 2025 (the P9 in the Sepang sprint and the P13 in the Valencia sprint),
• All wildcard / replacements riders crashing from the back of the grid, between P15 and P21.

• KTM (average position : 9.4)

DNFs per position – KTM riders

With KTM, we also get various profile that are in accordance with those riders’ final results throughout the season : Pedro Acosta in the front (DNFs from P2 and P8), Brad Binder in the middle of the field (from P5 to P15) and Enea Bastianini all over the place (from P4 to P18).

Maverick Viñales got a limited amount of riding due to his injuries and he only had two DNFs caused by a crash : from P4 in the Mugello race (hit by Franco Morbidelli) and from P17 in the Misano race (crashed alone).

• Yamaha (average position : 11.6)

DNFs per position – Yamaha riders

Kind of like with KTM, the DNFs from Yamaha were aligned with the riders’ performances throughout the season, with Fabio Quartararo on the left side of that chart, Jack Miller and Miguel Oliveira as high as P6 and P7 and as low as P18 while Alex Rins only crashed from P15 and Augusto Fernandez only crashed from the very back of the grid (P19 and P21).

• Comparison between 2024 and 2025

Factory	Average DNF position in 2024	Average DNF position in 2025	Evolution
Aprilia	10.7	13.0	+2.3
Ducati	6.7	8.4	+1.7
Honda	16.4	11.8	-4.6
KTM	8.9	9.4	+0.5
Yamaha	12.8	11.6	-1.2

The biggest difference we can notice is with Honda, and it aligns with their overall improvement in results. They managed better results because they were running in better positions during the races, which is also naturally where they were when incidents happened.

FROM THE LEAD

As I’ve mentioned earlier, a DNF from the lead (each time with a crash alone) happened on 3 occasions in 2025 (that’s half of 2024’s number of 7). Those were :

• Marc Marquez during the race in COTA, on lap 9 of 19 (he rejoined the race with a very damaged bike and eventually had to retire on lap 13),
• Alex Marquez during the sprint in Barcelona, on lap 9 of 12,
• Marc Marquez during the sprint in Misano, on lap 6 of 13.

FROM A Podium Position

Since we didn’t have any P3 DNF, this section will only focus on the DNFs from P2 that made 6 riders lose a chance at a podium. Just like the previous DNFs (from the lead), all DNFs from P2 were caused by a rider crashing on his own.

Circuit	Round	Sprint / Race	Rider	% of the Race Completed
Jerez	5	Sprint	Fabio Quartararo	8%
Le Mans	6	Race	Fabio Quartararo	12%
Sachsenring	11	Sprint	Franco Morbidelli	13%
Sachsenring	11	Race	Fabio Di Giannantonio	57%
Sachsenring	11	Race	Marco Bezzecchi	67%
Mandalika	18	Sprint	Pedro Acosta	46%

In 2024, 77% of P2/P3 crashes happened in the second half of races (10 out of 13). In 2025, we observe the opposite with 66% (4 out of 6) of these DNFs happening in the first half of races, including 3 in the first 4 laps.

It’s interesting to note that half of those P2 DNFs happened in Sachsenring, one in the wet sprint and two in the race that kept seeing riders crash (with only 10 finishers at the end).

where

by circuit

Number of DNFs per sprint & race every race weekend

In 2025, the race weekend that observed the most amount of DNFs was the weekend in Barcelona, with 6 DNFs in the sprint and then 7 on Sunday. The second one is Mandalika (5 and 5) while Misano closes the podium (3 and 7).

2025 never saw a race where all riders crossed the finish line, although we came close on 4 occasions with only one DNF in the Sachsenring sprint, the Losail sprint, the Termas race and the Silverstone sprint.

Only one circuit appeared in the top 5 of 2024 and the top 5 of 2025 : Mandalika (P4 last season with 11 DNFs in total). Of the bottom 5, we find two circuits / race weekends in common between 2024 and 2025 : Spielberg (6 DNFs in 2024, 4 in 2025) and Losail (2 DNFs in 2024, 5 in 2025).

The most murderous sprint was the one in Barcelona (6) followed by the ones in Mandalika and Motegi (5 each). Races wise, the most damage happened in Sachsenring (8 DNFs for that 10-bikes finish) but Barcelona, Misano and Valencia are close behind (7 each).

We know that on average sprints were less prone to (high) DNFs than races (2.7 against 4.4 averages) but on two occasions we had more DNFs on Saturday compared to Sunday : Motegi (5 and then 3) and Termas (3 and then 1).

by specific corner

Notes

Whenever I could (whenever the information was available), I also logged in the corner where DNFs were occuring. Overall, the information is mostly missing for incidents that happened at the back of the grid (no replay and no turn displaying on the little graphic).

This means that the numbers I’m giving are minimums and they might be a bit higher in reality.

If I put aside the mechanical issues and the chosen retirements, I have corners data in 79% of cases. The circuits where I’m missing the most information are Misano and Motegi.

Comparison with 2024

Last year, I identified 4 corners on the calendar where I knew for sure that at least 3 DNFs had been caused. Let’s see what happened in those corners in 2025.

Circuit	Corner n°	Number of identified DNFs in 2024	Number of identified DNFs in 2025
Jerez	5	8	0
Jerez	8	4	0
Le Mans	8	3	0
Barcelona	10	4	4

Only turn 10 in Barcelona remained dangerous to riders with the Franco Morbidelli and Jorge Martin incident in the sprint, Alex Marquez crashing from the lead in the sprint and Johann Zarco also crashing alone in the race.

Regarding Jerez, it’s important to mention that most of those corner 5 DNFs occurred during the sprint (6 out of 8) due to the wet patches present there (and obviously absent in 2025).

2025 Data

Again, I will only list the corners where I have identified at least 3 incidents / crashes leading to a DNF. Here, it would be interesting to have the data of crashes where riders rejoined afterward but I don’t have it in my possession.

• Turn 6 in Jerez

Jerez is once again guilty but in 2025 it wasn’t with corner 5 or 8 but corner 6. The Dani Pedrosa corner witnessed 4 riders crashing on their own : Fabio Quartararo and Jack Miller during the sprint, Joan Mir and Fermin Aldeguer in the race.

• Turn 14 in Le Mans

In the very eventful and very wet race in France, it was the very last part of the circuit and the virage du raccordement that was fatal to 3 different riders on 3 different laps : Fabio Quartararo, Jack Miller and Miguel Oliveira. Someone could think the Yamahas had a target on their back there.

• Turn 15 in Mugello

Another one where the very end of a lap caused issues to 3 different riders : Pedro Acosta in the sprint, Enea Bastianini and Johann Zarco in the race. For both Pedro and Enea, the crash (on their own) happened on lap 1.

• Turn 1 in Sachsenring

Of the 8 DNFs that eventually happened on Sunday in Germany (again, not even counting crashes where riders rejoined), 6 found their origin at the very first corner of the Sachsenring.

On lap 22, Ai Ogura crashed and took Joan Mir with him. The rest of them were alone crashes : Fabio Di Giannantonio, Johann Zarco, Marco Bezzecchi and Lorenzo Savadori.

All those incidents took place between lap 18 and lap 22 (of 30), with 2 on lap 18 and 3 on lap 22.

• Turn 10 in Barcelona

Our only repeat from 2024, already detailed in the section above.

• Turn 6 in Phillip Island

Finally, it was Siberia being difficult to 3 riders in 2025 : Fermin Aldeguer on Saturday and then, Jack Miller and Pecco Bagnaia on Sunday.