When even FMF warns: The sound debate reaches a new level
Sunday, February 15, 2026 at 12:01PM
The debate surrounding new noise limits in motocross has reached a new level of escalation. Not because the topic is new – but because one of the most important voices in the industry is speaking out openly. The criticism comes from FMF Racing, one of the world's leading manufacturers of off-road silencer systems and also the namesake of the EMX125.
FMF is stating what has long been a reality in the paddock: The current developments surrounding noise limits threaten to hinder the sport more than they protect it.
Stricter rules announced in advance – the new FIM limits
The regulatory background is particularly sensitive. For 2025, the FIM had once again significantly lowered the noise limits. Instead of the previously permitted 114 dB Bikes were allowed in 2025 only a maximum of 111 dB (including a 2dB tolerance). Three decibels less sounds harmless on paper – but in practice it represents a massive technical compromise. Because every further reduction becomes exponentially more difficult, expensive, and involves more compromises.
This is precisely the point of current criticism: The bar is being lowered faster than meaningful technical solutions can emerge.
Not a protest – but a deliberate signal
To state it upfront, we too do not want to return to facilities beyond tolerable levels. Excessively loud motocross was never the solution. A decision with high symbolic significance falls within this context: Kay the Wolf According to FMF, it will be in the 2026 MXGP We deliberately chose to start with the FMF standard header. Not an exclusive factory solution, not an MXGP-only prototype – but a near-production component at the highest sporting level.
For FMF, this is not a step backwards, but a clear statement against an excessive spiral of development and costs.
Production bikes pushed to their limits – racing as collateral damage
Particularly alarming: Even production motorcycles are increasingly failing sound tests. Bikes arriving from dealers no longer reliably pass measurements. Manufacturers are reacting with closed airboxes, reduced airflow, and increasingly significant compromises in performance and characteristics.
What is forced in top-level sports trickles down – including costs, limitations and technical dead ends.
Technical tricks instead of real progress
In professional racing, a clear pattern is currently emerging: development is no longer primarily focused on performance, but on measured values.
- Closed airboxes from several manufacturers
- Akrapovič “EVO3” header, specifically for frequency control
- MXGP-specific FMF header, designed for sound tests, not lap times
The fact that FMF – a specialist in exhaust gas technology – is publicly expressing doubts is telling. The message is: At some point, what is technically feasible is achieved.
Akrapovič as a pioneer – visible in factory use
That this development is not a theory is demonstrated by the approach of AkrapovichThe Slovenian manufacturer recently addressed the issue of sound reduction. very offensive and visible This was investigated – including during factory use by KTM last season. The focus was clearly on resonance volume, modified exhaust routing, and additional chambers – but even here, not all sound tests after the race could be passed.
The invisible avalanche of costs
What's rarely mentioned in regulations hits teams hard. Development costs explode – and ultimately end up with private teams, national championships, and junior categories. The sporting benefit? Minimal.
FMF sums it up perfectly: If, despite the already reduced 111 dB limit, further tightening of regulations is being discussed and even top drivers are consciously opting for near-stock performance, something is getting out of hand.
Road protection, yes – but with discretion
Of course, the goal remains the same: to secure routes, protect residents, and maintain public acceptance. But the crucial question is: Are blanket limits the right approach – or are more realistic, technically feasible concepts needed? When production bikes fail, racing technology becomes a cost trap, and even industry giants issue public warnings, more than just the next downward adjustment of decibel levels is required.
When the specialist brakes, you should listen.
FMF thrives on racing, performance, and sound – yet warns against current trends. The fact that Kay de Wolf, a top MXGP rider, will consciously use the FMF standard header in 2026 lends additional weight to this warning.
Motocross needs to become quieter. But not at the cost of skyrocketing costs, technical rigidity, and diminishing accessibility. Perhaps being closer to production models isn't the problem – but rather the only realistic way to ensure that motocross remains rideable, affordable, and vibrant in the future.
