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2015 Honda Line Revealed

Information on new bikes is coming in fast!

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For the 2015 season Honda’s development engineers have chosen to make small changes that make a big difference, and the new CRF450R – out of the crate – is about as close as it’s possible to get to the feel of a Team HRC factory MX1 GP machine.

Honda’s flagship off-road model receives an Engine Mode Select Button giving a choice of three engine maps for different power delivery, plus more power from an HRC-spec cylinder head design and new exhaust. The chassis gets lighter second-generation Kayaba PSF2 units plus 260mm front disc.

In 2014 HRC’s engineers upgraded the CRF250R with the same aluminium beam frame and over-arching design philosophy of mass-centralisation as the CRF450R. The 2015 model expands on this direction of development with chassis and engine upgrades that tie it even closer to its larger capacity sibling, further enhancing its ability to cut lap times in the hands of both professional and amateur riders alike.

The MX2 machine receives 48mm Showa USD air forks, new rear mufflers and the same Engine Mode Select Button as the CRF450R – with a choice of three engine maps – plus 260mm front disc and detail updates.

CRF 450R – Honda’s flagship MX machine receives an Engine Mode Select Button giving choice of three engine maps for different power delivery, plus more power from an HRC-spec cylinder head design and new exhaust. The chassis gets lighter second-generation Kayaba PSF2 units plus 260mm front disc.

Since its introduction in 2002, the Honda CRF450R has combined usable power with total control, defining the word “balance” from a rider’s perspective, and allowing professional/amateur racers and hobby enthusiast alike to extract maximum performance both from themselves and their machine. It has proven itself a big hitting package at all levels, while its reliability, longevity and build quality have set the benchmark.

And it has constantly evolved; every single model year since its inception has delivered updates from Honda’s busy competition program around the world. In 2013 it featured a brand new mass-centralised frame built around KYB air suspension USD front forks, a major step change in development focused on assisting the rider to cut super-fast lap times and turn with less effort, on the ground and in the air.

The 2014 model featured an array of detail changes to both suspension and engine performance, driven by race experience. For the 2015 season Honda’s development engineers have chosen to make small changes that make a big difference, and their new CRF450R – out of the crate – is about as close as it’s possible to get to the feel of a Factory MX1 machine.

2. Model Overview

Power and torque from the 449cm3 single-cylinder engine have been altered considerably for improved delivery and feel for rear-wheel traction from low-rpm up, plus increased peak output thanks to a redesigned HRC-spec cylinder head, new exhaust pipe/mufflers and PGM-FI Dual Fuel settings. Other upgrades to the transmission, piston, and crankcases further improve long-term durability. New radiators boost engine cooling.

Working seamlessly with the change in engine character is the 3-way Engine Mode Select Button (EMSB), an off-road breakthrough from Honda that gives a choice of 3 riding modes for the rider to select from the right side of the handlebar. Mode 1 delivers the standard combination of ECU maps, Mode 2 serves up silky-smooth throttle control and Mode 3 returns aggressive, all-out response and power.

Having re-written the rules of front-end feel 2 years ago the 48MM KYB Pneumatic Spring Forks (PSF) units have now moved on to the next level (PSF2) and receive redesigned, lighter internals plus approximately 10% friction reduction. High and low-speed rebound damping adjustment joins the other adjusters on the fork tops; the rear shock’s adjusters have also been rationalised together.

Up front a redesigned 260mm disc replaces the previous 240mm item while the aluminium twin-beam frame, swingarm and Pro-Link rear suspension linkage remain unchanged. A new graphics package and aggressive Dunlop MX52 tyres round out the 2015 CRF450R’s upgrades and, like everything else, tie it even closer to HRC’s Factory racers.

3. Key Features

3.1 Engine

Increased power and torque off the very bottom with a smoothed, linear delivery through the middle plus increased peak output and extra rpm at the top end are the net results of the engineers’ development time. This gives the rider confidence to get on the gas early, pick up consistent drive on and through the turn with extra rpm up top to reduce gear changing. Peak power is up 1.2bhp to 53bhp @ 9,000rpm with maximum torque of 48Nm arriving at 7,000rpm.

The redesigned 4-valve Unicam cylinder head and exhaust are chiefly responsible. The head is built to the specifications raced by HRC throughout the 2014 season and features exhaust ports that exit to the right, rather than left.

This allows use of a shorter, optimised exhaust pipe that no longer travels around the frame, reducing length by 320mm. The twin exhaust mufflers also feature a larger internal diameter. PGM-FI Dual Fuel injection has been revised to match the engine’s increased efficiency.

Honda’s EMSB is a game changer for the average racer. The news here is that rather than setup during the week and hope for the best (or take a laptop to the track) the rider – depending on conditions – just has to stop with the engine at idle and press and hold the button for just under a second to select the next map in sequence.

A highly visible LED built into the lightweight button signals the map in use with a quick press and number of subsequent flashes. If a new map is selected the choice is also confirmed to the rider.

Mode 1 uses the standard combination of ignition and fuelling maps to present a balanced power and torque delivery. Mode 2 is designed for use in slippery, muddy conditions and is all about throttle control, giving easy-to-manage feel that hunts out every last shred of traction. Mode 3 hits all-out hard with aggressive and responsive power delivery to drive through deep, soft sand. Mode 2 and 3 can be further tailored via the existing HRC setting tool for mapping hardware and software.

The internal architecture of the engine remains unchanged: bore and stroke is set at 96mm x 62.1mm with 36mm inlet valves and 31mm exhaust valves. Compression ratio is 12.5:1 but the 46mm throttle body employs a revised throttle return spring giving a much lighter – and less fatiguing – action.

Further internal upgrades are designed to improve durability. The left crankcase material is thicker around the crankshaft bearing and pivot point. To cope with the increase in power the piston now shares the CRF250R’s heat treatment process. Every gear except first is now manufactured from Nickel Chrome Molybdenum.

Developed by Honda in other areas of manufacture it is 10% stronger than the Steel Chrome Molybdenum (SCM) material it replaces­, with no weight penalty. An extra 20g has been added to the ACG flywheel and the 4.5% increase in inertia – from 7.75kg/cm2 to 8.1kg/cm2 – improves engine torque feeling.

With the revised exhaust routing the radiator core sizes have been reversed left and right, with the larger radiator on the left. Pitch area between the fins has been narrowed, from 3.75 to 3.5mm creating a denser structure with increased surface area for improved cooling efficiency.

3.2 Chassis

The sixth generation 9.35kg aluminium twin-beam frame was designed from the outset around the 48mm KYB PSF, working with the improved suspension performance (compared to steel springs) to deliver superb front tyre side-grip and turning ability.

Now in its second generation the KYB PSF2s build their advantage in directional stroke transitions from compression to rebound. Within each leg a revised ‘upright’ cartridge structure with 32mm piston saves critical unsprung weight, while on the compression damping side a new design uses internally charged pressure to eliminate the sealing material. This has reduced friction by 10%, creating front suspension with enhanced response and feel.

A forced lubrication structure distributes working fluid between the inner and outer sections during compression via a check valve, reducing the risk of air leakage while keeping the bearing lubricated. Stroke remains 310mm.

For improved usability the KYB PSF2 also features all adjusters integrated to re-designed Alumite fork caps, with high/low speed compression and high/low speed rebound damping separated on the left and right sides of each cap. Preload is adjusted via a Schrader air valve.

The CRF450R’s mass-centralised core and low centre of gravity reduce physical inertia with improved high-speed stability. Rake of 27.40°, with trail of 114mm and wheelbase of 1,492mm gives razor-sharp turn-in and increased feel for available traction; all-up kerb weight is 111kg. The aluminum swingarm provides massive rigidity for less deflection in ruts and improved corner-exit traction.

It operates a compact KYB rear shock; the benefit of mass centralization in this area is reduced pitching inertia along the bike’s centre line. Harder braking is possible with improved stability. Like the PSF2 it now features the adjusters – high/low speed compression and rebound damping – concentrated above the reservoir for easy access. Stroke is set at 133.5mm, with 315mm axle travel.

Focused packaging of equipment around the frame contributes to mass centralization; all of the electrical components – ECU, condenser, regulator and wiring harness – are lightweight and centrally located below the throttle body.

The 2015 CRF450R’s bodywork maintains Honda’s man maximum/machine minimum (MM) ethos that’s built around a rider’s needs, first and foremost. Efficient riding ergonomics are at the heart of the CRF450R shape.

In support of this the shrouds, side covers, seat and fuel tank offer a slim, smooth and continuous transition allowing the rider a great deal of freedom and flexibility of movement. New CRF decals and detailing mirror the factory racers’ look closely. Another detail change is the use of black radiator grills in a hard-to-clean area. A new simplified fuel hose design helps with cleaning and maintenance; fuel capacity is 6.3 litres.

A larger 260mm wave-pattern disc offers improved heat dissipation, power and feel from the two-piston brake caliper working it; a matching 240mm wave-pattern disc and single-piston caliper is at the rear. The new fork protectors and two-piece disc cover are finished in White, while the front and rear brakes guides are now Black.

Lightweight aluminium rims, with directly attached spoke pattern layout reduce unsprung weight; the front is a 21 x 1.6in, the rear a 19 x 2.15in. Both now wear top-specification Dunlop MX52F/MX52 tyres which offer superb grip over a variety of conditions, superior bump absorption from the sidewalls and recessed carcass design plus increased durability.

A variety of maintenance packs will be available for the 2015 year model.

4. Technical Specifications

ENGINE
Type Liquid-cooled 4-stroke single cylinder uni-cam
Displacement 449.7cc
Bore ´ Stroke 96.0mm   x 62.1mm
Compression Ratio 12.5 : 1
Max. Power Output 53.0bhp   @ 9,000rpm
Max. Torque 48.0Nm   @ 7,000rpm
FUEL   SYSTEM
Carburation Fuel   injection
Fuel Tank Capacity 6.3 litres
ELECTRICAL   SYSTEM
Ignition Full transistor
Starter Kick
DRIVETRAIN
Clutch Type Wet multiplate
Transmission Type Constant mesh
Final Drive Chain
FRAME
Type Aluminium twin tube
CHASSIS
Dimensions (L´W´H) 2,188mm x 827mm x 1,271mm
Wheelbase 1,492mm
Caster Angle 27 °40?
Trail 114mm
Seat Height 952mm
Ground Clearance 329mm
Kerb Weight 111kg
SUSPENSION
Type Front Kayaba 48mm inverted PFS2 (310mm   stroke)
Type Rear Kayaba monoshock using Honda Pro-Link system   (315 stroke, 133.5mm axle travel)
WHEELS
Type Front Aluminium spoke
Type Rear Aluminium spoke
Tyres Front 80/100-21 Dunlop MX52F
Tyres Rear 100/90-19 Dunlop MX52
BRAKES
Front 260mm hydraulic wave disc
Rear 240mm hydraulic wave disc

Honda CRF 250R – Honda’s MX2 machine receives 48mm Showa USD air forks, new rear mufflers and the same Engine Mode Select Button as the CRF450R – with choice of three engine maps – plus 260mm front disc and detail updates.

Skirmishing in a close fought arena of competition, Honda’s CRF250R has consistently proven itself a polished performer. Its blend of power – and the fluid way it produces it – and razor-sharp handling agility combine to create a potent MX2 tool.

In 2014 HRC’s engineers upgraded the CRF250R with the same aluminium beam frame and over-arching design philosophy of mass-centralisation as the CRF450R. The new 2015 CRF250R expands on this direction of development with chassis and engine upgrades that tie it even closer to its larger capacity sibling, enhancing further its ability to cut lap times in the hands of both professional and amateur riders alike.

2. Model Overview

The 2015 model year sees the CRF250R receive 48mm Showa air forks. As it essentially uses the CRF450R chassis developed in conjunction with the pneumatic spring forks (made by Kayaba), the 2015 CRF250R now has front suspension to fully exploit the increased performance potential on offer.

The Separate Front Function AIR (forks) with Triple Air Chamber (SFF-AIR-TAC) unit has been developed specifically for the unique demands of a 250cc competition machine. It’s much lighter than the steel sprung fork it replaces and separates the damping and compressions functions between the right and left fork legs. A new spring material for the Showa rear shock is both stronger and lighter.

And like the 2015 CRF450R, the CRF250R gets the Engine Mode Select Button (EMSB) that gives a choice of 3 riding modes for the rider to select from the right side of the handlebar. Mode 1 delivers the standard combination of ECU maps, Mode 2 serves up smoother throttle control and Mode 3 returns a more aggressive power delivery.

The twin rear mufflers feature bigger bore internals and combine with new PGM-FI settings to improve throttle response throughout the rev-range, with sharper low-to-mid rpm reaction. Finally it also features a 260mm front disc, new graphics package and Dunlop MX52F/MX52 tyres.

3. Key Features

3.1 Chassis

The SFF-AIR-TAC front suspension has been developed for the CRF250R by Showa to unlock the frame’s extra performance potential and shaves 1.3kg weight compared to the 14YM. The fully adjustable right fork leg controls both compression and rebound damping force while the left fork leg compresses air using a damper-less structure. This distribution achieves a controlled right/left balance, enhancing reaction over bumps and stability while hard on the front brake.

Three chambers are employed by the left fork leg to manage effective ‘spring’ rate. The Balance chamber operates from the off and at low speed; the Inner chamber is responsible for the mid-range stroke and the Outer Cylinder chamber is used as the forks near their bump stops.

Static sag and preload is changed by adjusting air pressure in the Inner and Balance chambers via a Schrader valve on the fork cap, and changing the oil volume in the Outer chamber.

There are no changes to the CRF250R’s sixth generation aluminium-twin beam frame, originally revealed on the 2013 CRF450R. The steering geometry of 27.23°, with 116.7mm trail and wheelbase of 1,489mm works directly with the new Showa fork’s performance and gives a superb connection to the front tyre with increased feel for available side-grip on the limit. In combination with the low centre of gravity, this means side-to-side transitions ­– in the air or on the ground – require reduced rider input. All-up kerb weight is down to 105.2kg.

A CRF250R-exclusive lower cradle houses the engine. Careful packaging of equipment around the frame contributes to mass centralization; the electrical components (ECU, condenser, regulator and wiring harness) save weight and are centrally located below the throttle body. Efficient, lightweight radiators – specific to the CRF250R – mount low.

The compact Showa shock also mounts low within the frame spars and uses a new spring material for 2015; it’s stronger and lighter by 220g with no change in spring rate. The aluminum swingarm features deep beam height in the front and centre sections, minimising rut deflection and improving rear tyre traction on corner exit.

Honda’s Pro-Link rear suspension linkage operates CRF250R-specific ratios and allows 31.7cm of travel. Fully adjustable, the rear shock features 17-position rebound adjustment; compression damping is separated into 13-position (low-speed) and 3.5 turns (high speed).

The 2015 CRF250R’s bodywork maintains Honda’s man maximum/machine minimum ethos that’s built around a rider’s needs, first and foremost. Efficient riding ergonomics are at the heart of the CRF250R shape. The radiator shrouds, side covers, lightweight seat and fuel tank offer a slim, smooth and continuous transition allowing the rider huge freedom and flexibility of movement.

In common with the CRF450R, new Black CRF decals and detailing mirror the factory racer’s look. Another detail change is the use of black radiator grilles in a hard-to-clean area. A new simplified fuel hose design helps with cleaning and maintenance; fuel capacity is 6.3 litres.

A larger 260mm wave-pattern front disc improves heat dissipation, power and feel from the two-piston brake caliper working it; a matching 240mm wave-pattern disc and single-piston caliper is at the rear. The new fork protectors and two-piece disc cover are finished in White, while the front and rear brakes guides are now Black.

Lightweight aluminium rims reduce unsprung weight. Both now wear top-specification Dunlop MX52F/MX52 80/100-21 front and 100/90-19 rear tyres which offer superb grip over a variety of conditions, with block-within-a-block knobs for more progressive side-grip and cornering, superior bump absorption from the sidewalls and recessed carcass design plus increased durability.

3.2 Engine

In 2014, Honda’s 249cc MX power plant gained a redesigned cylinder head and inlet exhaust porting, with increased compression ratio of 13.5:1. At this point in development HRC’s engineers focused on the rider’s ability to easily adjust the engine to suit conditions and riding style, plus exhaust efficiency and throttle feel.

The four-valve Unicam unit (with bore and stroke of 76.8mm x 53.8mm, 30.5mm dia. titanium inlet/25mm dia. steel exhaust valves) has always impressed with its broad spread of useful power no matter the revs, plus sharp throttle response.

Adding Honda’s EMSB to the mix has increased its usability further. This is a bonus for the club racer in particular; rather than set up during the week and hope for matching condition at the weekend (or take a laptop to the track), the rider just has to stop with the engine at idle and press and hold the button for just under a second to select the next map in sequence.

A highly visible LED built into the lightweight button signals the map in use with a quick press and number of subsequent flashes. If a new map is selected the choice is also confirmed to the rider.

Mode 1 uses the standard combination of ignition and fuelling maps to present a balanced power and torque delivery. Mode 2 is designed for use in slippery, muddy conditions and is all about throttle control, giving easy-to-manage feel that hunts out every last shred of traction. Mode 3 hits all-out hard with aggressive and responsive top-end power to drive through deep, soft sand. Mode 2 and 3 can be further tailored via the existing HRC mapping hardware and software.

Improved throttle response throughout the rev-range with crisper top-end and sharper snap off the bottom and through the middle have been achieved through use of redesigned mufflers and internals; the right inner diameter grows from 22 to 23.8mm, the left from 23.4 to 26.6mm.

PGM-FI Dual Fuel Injection is fed by a CRF450R specification airbox married to a dedicated CRF250R air boot and features revised mapping to suit the free-breathing exhaust. It uses a lighter throttle return spring on the 46mm throttle body to reduce effort. In FIM form peak power of 37.5bhp arrives @ 11,000rpm, with peak torque of 26.5Nm delivered @ 8,500rpm.

A variety of maintenance packs will be available for the 2015 year model.

4. Technical Specifications

ENGINE
Type Liquid-cooled 4-stroke single cylinder uni-cam
Displacement 249cc
Bore x Stroke 76.8mm x 53.8mm
Compression Ratio 13.5 : 1
Max. Power Output 37.5bhp @ 11,000rpm
Max. Torque 26.5Nm @ 8,500rpm
Oil Capacity Engine oil 0.85 litres /   Transmission oil 0.75 litres
FUEL SYSTEM
Carburation Fuel injection
Fuel Tank Capacity 6.3 litres
ELECTRICAL SYSTEM
Ignition Full transistor
Starter Kick
DRIVETRAIN
Clutch Type Wet multiplate
Transmission Type Constant mesh
Final Drive Chain
FRAME
Type Aluminium twin tube
CHASSIS
Dimensions (LxWxH) 2,181mm x 827mm x 1,271mm
Wheelbase 1,489mm
Caster Angle 27 °23?
Trail 116.7mm
Seat Height 951mm
Ground Clearance 322mm
Kerb Weight 105.2kg
SUSPENSION
Type Front Showa 48mm inverted SFF-TAC air   fork (310mm stroke)
Type Rear Showa monoshock using Honda Pro-Link system   (317.6mm stroke, 133mm axle travel)
WHEELS
Type Front Aluminium spoke
Type Rear Aluminium spoke
Tyres Front 80/100-21 Dunlop MX52F
Tyres Rear 100/90-19 Dunlop MX52
BRAKES
Front 260mm hydraulic wave disc
Rear 240mm hydraulic wave disc

Image: Honda Press Release

Pro Motocross

The MX Vice SMX Review Show Episode #22 – Lars Lindstrom

HRC Boss talks about their amazing 2023 season

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In 2023, MX Vice is running a regular SMX Review show, where we talk all things AMA, frequently with a star guest or pundit. This time Ben & Brad are joined by Honda HRC USA Team Manager Lars Lindstrom, talking about the red team’s amazing 2023 season, his time as Chad Reed’s mechanic, and his riders’ plans for the Motocross of Nations!


Images: HRC Honda


Lars (crouching with his arm on the front fender) has enjoyed a great year with his team in 2023

Massive thanks to Lars for joining us and we wish you and your team all the best for the rest of the year!

This podcast was recorded prior to the Washougal National, so apologies for the delay and for the few sound issues.  None of these were caused by Lars or his systems. Enjoy the podcast!



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Live Results – AMA Pro Motocross Round 6 – Southwick

Practice Times & Race Results from The Wick

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The action is underway at Southwick for round six of the AMA Pro Motocross series. Will Jett Lawrence dominate again, and how will Hunter fare after his issues at RedBud?

Featured Image: HRC Honda

This page will have all of the results from The Wick. The results are posted in an easy-to-view fashion, with the latest results at the very top of the page. If you do not immediately see the most recent results, hit the refresh button in the top-right corner and then the issue should be rectified.

450 Updated Championship Classification

450 Overall Results

450 Moto Two

250 Updated Championship Classification

250 Overall Results

They said the sand might suit him! Tom Vialle takes his first overall win in the USA, and the 250 wildness continues through the pack as the red plate changes hands for the first time in either class this summer!

250 Moto 2

450 Moto 1

250 Moto 1

450 Consolation Race

Just for British fans, SC Sporthomes Husqvarna rider Charlie Putnam finished 19th in the Consolation Race after not making the cut in Qualifying.

250 Combined Qualifying Times


450 Combined Qualifying Times



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British Championship

Michelin MX Nationals – Race Report, Rnd 2 – Monster Mountain

Full report from packed event in South Wales

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Last weekend the new Monster Mountain facility staged its first event, round two of the Michelin MX Nationals powered by Milwaukee, and what an action-packed weekend it was! With almost 300 hundred riders keen to get on the new track and a tremendous crowd for the MX Nationals, both enjoyed the two days of fast and hot motocross action.

Words: Dick Law for Michelin MX Nationals | Featured Image: Michelin MX Nationals

If you haven’t seen the images and videos on social media, Monster Mountain is a USA- styled track set on top of a Welsh mountain. With months and months of hard, back-breaking work that involved moving hundreds of tons of earth with machines the size of a small house, the Monster Mountain track was born, and the scale of the project was mind-blowing. Once you have climbed up the mountain’s side to the peak, you enter a landscape that could be easily mistaken for Pala or even the moon.

The Leatt Pro MX1s were mainly about three riders, the Crendon Fastrack Honda pairing of Conrad Mewse and Josh Gilbert and Cab Screens Crescent Yamaha rider Harri Kullas. The winner would come from one of these riders, who have dominated the home racing scene all year.

Kullas got the holeshot at the start of the first combined MX1 and MX2 pro race but was quickly passed a quarter of the way around the opening lap by Mewse and then his teammate Gilbert, who had gated third, slipped by Kullas before the end of the lap. While this happened, John Adamson (ASA United GasGas) got cross threaded in one of the deep ruts and dropped from fourth to tenth.

Adamson’s teammate Ivo Monticelli, who was making a comeback from an injury he suffered at round one of the Revo series, took full advantage of his teammate Adamson’s problems and took over his fourth place as Jason Meara (JM 10 Moto-cycle Racing Honda), Tom Grimshaw (Chambers Racing), Charlie Putnam (SC Sporthomes Husqvarna), Jamie Carpenter (Cab Screens Crescent Yamaha), and Dan Thornhill (Chambers Racing) all moved up a place at Adamson’s expense.

The leading four riders of Mewse, Gilbert, Kullas, and Monticelli stayed in the same running order to the end of the race as Meara and Grimshaw fought over fifth place. The two riders changed position many times till, on lap eight, Meara suffered a mechanical failure, leaving Grimshaw to make fifth all his own.

Adamson was on a charge after his crash and fought back to sixth at the end of the race, while Putnam came off his machine, relegating himself back to thirtieth place.

The immense new track, with its long start straights and big jumps, and even an adverse camber turn, was always going to disadvantage the smaller Apico MX2 machines over the power of the Leatt MX1 machines, with Glen McCormick (Chambers Racing) being the first of the MX2s around turn one, followed by Jamie Wainwright (WPH/SBE/Redline KTM) and Carlton Husband (Phoenix EvenStrokes Kawasaki) as race favourite Charlie Cole (Blades Bikes Kawasaki) suffering a mechanical problem that saw him at the back of the pack with a lot of work to do.

Wainwright had passed McCormick to lead the MX2s by the end of the first lap as Husband slipped back three places. But, as the race continued, Husband upped his pace and repassed six other riders on his way to tenth in the race, but first MX2 home.

McCormick put on a last-lap charge and snatched a place from the hands of Wainwright as the pair finished eleventh and thirteenth on the track but second and third in the MX2s, as for the unlucky Cole. He regrouped and fought his way back from thirtieth to finish fifteenth in the race but fourth MX2 and the last person on the lead lap.

Kullas once again got the holeshot at the start of race two, and once again, Gilbert found a way past him by the end of the lap. Behind them, it was Grimshaw, Meara, Monticelli, Mewse and Carpenter.

Grimshaw took his time in the opening laps and slipped back to sixth. Mewse slid past Monticelli on the second lap to take over third place, with Meara relegated to fifth.

While Grimshaw and Carpenter fought over sixth place, the running order of Gilbert from Kullas, Mewse, Monticelli, and Meara stayed the same till the very last lap when Mewse used the backmarkers to snatch second place from Kullas, and with it second overall for the meeting. (MX Vice was witness to the incident that cost Kullas second place, where two MX2 riders fell in a rut that Harri had already committed to, leaving the Yamaha man to haul his bike out of the massively deep inside rut as Conrad tiptoed around the outside of them, probably laughing his head off!).

On the Apico MX2 side of race two, Cole had gated tenth but had Wainwright in his wheel tracks and McCormick two places further back as they battled for the MX2 lead amongst the bigger MX1 machines.

Wainwright & Cole battle for MX2 supremacy in race two. Cole won the event, but Wainwright leads the series!

After changing the lead with Wainwright several times, Cole established himself eighth on the track but first of the MX2s. Wainwright finished in tenth place for the second MX2, with McCormick third. Unfortunately, Husband didn’t get the start he wanted and didn’t seem to get going as he finished sixth MX2, behind Joe Brooks and Charlie Heyman (Tru7 Honda).           

With three race wins and a second place, Ben Edwards won the RFX expert MX1s from race one winner and wildcard rider Josh Waterman. Jayden Ashwell (AJP Geartec Husqvarna) was third, with Jay McCrum missing a podium position.

Ashley Greedy (Darjen Contractors Gas Gas) won his first three races in the RFX MX2s, but while in the lead of his fourth and final race of the weekend, he was passed by Jimmy Margetson (AJP Geartec Husqvarna) on his way to second overall, with Mathew Bayliss (Darjen Contractors Gas Gas).

Ash Greedy had a great weekend on home territory.

Wildcard rider Scott Elderfield won three out of his four races on his way to the Motoverde amateur MX1 overall, with race four winner Sean Wainwright (Fasteddy Racing Honda) second. Josh Greedy (Darjen Contractors Kawasaki) tied in third with Luke Mellows (Forty-Four Honda).

Wildcard riders took three out of the top four places in the Motoverde amateur MX2 class as Ben Clarke, with two wins and two third places, took the overall from race two winner Raife Broadley (723 Race Bikes Gas Gas) while the winner of the last race Wal Beaney was third, just five points behind the winner.

Tallon Aspden (LA Groundwork KTM), with three wins and a second place, won the Worx clubman MX1s from Darren Manning-Coe, who was second in all four of his races as Daniel Chapman, the winner of the last race of the weekend was third as Drew Lane just missed out on the podium by two points.

Sam Ongley (Fantic) won all four Spiral GFX clubman MX2 races from Matt Tolly and Charlie West.

In the youth Fly Futures MXY2s, Billy Askew (GTCi Revo Kawasaki) won all four races and remains unbeaten this year. Behind him, Domonic Newbury (426 Motorsport KTM) and Mackenzie Marshall (DK Offroad KTM) were separated by just three points as they finished the weekend in second and third overall.

Billy Askew (441) already has his nose in front of Domonic Newbury (404), Mackenzie Marshall (555) and Jak Taylor (22, WM Tatchell Husqvarna).

Reece Jones (SJP Moto Husqvarna) was third in his first race of the weekend, but from then on won the other three for first overall in the Fly MXY125s. Jake Walker (Mr T Racing KTM), who didn’t finish out of the top four all weekend, was second, with a race-three low score pushing Tyla Hooley (Fantic) down to third.

Josh Vail (SJP Moto Husqvarna), with two race wins, a second and a third place, took the overall win in the Syntol Big Wheel 85s with Jamie Keith (MBR X&P KTM), who didn’t finish out of the top three all weekend, second and Charlie Richmond third.

Josh Vail took the overall win in the Syntol Supermini Big Wheel class

With a couple of wins and two-second places, Joel Winstanley-Dawson (Techsource Racing KTM) won the Syntol small wheel 85s from race one winner Lucas Lee (Husqvarna) and Ollie Truman.

Top ten results

Leatt Pro MX1:

1 Josh Gilbert (Crendon Fastrack Honda) 22 + 25 = 47

2 Conrad Mewse (Crendon Fastrack Honda) 25 + 22 = 47

3 Harri Kullas (Cab Screens Crescent Yamaha) 20 + 20 = 40

4 Ivo Monticelli (ASA United Gas Gas) 18 + 18 = 36

5 Tom Grimshaw (Chambers Racing) 16 + 15 = 31

6 James Carpenter (Cab Screens Crescent Yamaha) 14 + 14 = 28

7 John Adamson (ASA United Gas Gas) 15 + 13 = 28

8 Dan Thornhill (Chambers Racing) 13 + 10 = 23

9 Callum Green (Tru7 Honda Academy Honda) 10 + 11 = 21

10 Stuart Edmonds (S Biggs Commercials Honda) 12 + 9 = 21

Apico Pro MX2:

1 Charlie Cole (Blades Bikes Kawasaki) 18 + 25 = 43

2 Jamie Wainwright (WPH/SBE/Redline KTM) 20 + 22 = 42

3 Glen McCormick (Chambers Racing) 22 + 20 = 42

4 Carlton Husband (Phoenix EvenStrokes Kawasaki) 25 + 15 = 40

5 Charlie Hayman (Tru7 Honda Academy Honda) 16 + 16 = 32

6 Joe Brooks (GRT Impact KTM) 13 + 18 = 31

7 Calum Mitchell (Lexa MX Husqvarna) 15 + 14 = 29

8 Bailey Johnston (Verde Shiloh KTM) 11 + 13 = 24

9 Ben Franklin (Chambers Husqvarna) 12 + 12 = 24

10 Lewis Hall (Fantic) 14 + 10 = 24

RFX Expert MX1:

1 Ben Edwards (KTM) 22 + 25 + 25 + 25 = 97

2 Josh Waterman (KTM) 25 + 22 + 22 + 20 = 89

3 Jayden Ashwell (AJP Geartec Husqvarna) 18 + 20 + 20 + 16 = 74

4 Jay McCrum (Honda) 15 + 15 + 15 + 18 = 63

5 Richard Bird (Allmoto Megabikes Yamaha) 16 + 16 + 16 + 14 = 62

6 Corrie Southwood (Langmead Kawasaki) 5 + 14 + 12 = 22 = 53

7 Ryan Thomson (Drysdale MC Gas Gas) 14 + 13 + 13 + 7 = 47

8 Josh Canton (Concept CCF KTM) 13 + 9 + 11 + 13 = 46

9 Josh Peters (Jim Aim KTM) 20 + 0 + 18 + 0 = 38

10 Aaron Patstone (Gas Gas) 9 + 8 + 10 + 10 = 37

RFX Expert MX2:

1 Ashley Greedy (Darjen Contractors Gas Gas) 25 + 25 + 25 + 22 = 97

2 Jimmy Margetson (Husqvarna) 15 + 20 + 15 + 25 = 75

3 Mathew Bayliss (Darjen Contractors Gas Gas) 20 + 22 + 14 + 13 = 69

4 Uldis Freibergs (Lexa MX Husqvarna) 16 + 15 + 16 + 20 = 67

5 Kieran Banks (Yamaha) 18 + 13 + 18 + 18 = 67

6 Henry Siddiqui (Husqvarna) 13 + 14 + 20 + 16 = 63

7 Josh Colman (Holeshot MX KTM) 22 + 16 + 22 + 0 = 60

8 Aaron Ongley (723 Racebikes Gas Gas) 10 + 12 + 9 + 14 = 45

9 Niall Cregan (CCM Motorcycles Husqvarna) 5 + 9 + 11 + 15 = 40

10 Callum Murfitt (Southside MMX KTM) 7 + 11 + 10 + 12 = 40

Motoverde amateur MX1:

1 Scott Elderfield (Kawasaki) 25 + 25 + 25 + 22 = 97

2 Sean Wainwright (Fasteddy Racing Honda) 20 + 18 + 20 + 25 = 83

3 Josh Greedy (Darjen Contractors Kawasaki) 22 + 20 + 18 + 20 = 80

4 Luke Mellows (Forty Four Honda) 18 + 22 + 22 + 18 = 80

5 Jamie Dixon (P&S Yamaha) 14 + 16 + 12 + 16 = 58

6 Joshua McCorkell (McCorkell Racing Husqvarna) 16 + 13 + 11 + 14 = 54

7 Ryan Osborn (Evotech KTM) 11 + 14 + 15 + 13 = 53

8 Callum Gordon (MX Revive Gas Gas) 12 + 15 + 13 + 10 = 50

9 Brad Thornhill (LMC Plant KTM) 9 + 12 + 14 + 12 = 47

10 Jacob Bowden (VMX Motocross Club KTM) 10 + 11 + 10 + 15 = 46

Motoverde amateur MX2:

1 Ben Clark (Gas Gas) 25 + 20 + 25 + 20 = 90

2 Raife Broadley (723 Race Bikes Gas Gas) 18 + 25 + 22 + 22 = 87

3 Wal Beaney (KTM) 22 + 18 + 20 + 25 = 85

4 Jayden Murphy (KTM) 16 + 22 + 16 + 18 = 72

5 Shaun Springer (Gas Gas) 20 + 16 + 18 + 16 = 70

6 Charlie Palmer (Apex Gas Gas) 14 + 15 + 13 + 15 = 57

7 Dan Brough (Rutzz Yamaha) 12 + 12 + 7 + 14 = 45

8 Alex Buchanan (Mace Tech Tuning KTM) 11 + 14 + 12 + 8 = 45

9 Jonathan Rodrick-Evans (KTM) 7 + 7 + 14 + 12 = 40

10 Leon Ongley (Fantic) 15 + 8 + 6 + 11 = 40

Worx Sports Insurance Clubman MX1:

1 Tallon Aspden (LA Groundwork KTM) 25 + 25 + 25 + 20 = 95

2 Darren Manning-Coe (Fabrican KTM) 22 + 22 + 22 + 22 = 88

3 Daniel Chapman (KTM) 15 + 18 + 18 + 25 = 76

4 Drew Lane (Lanes Construction Gas Gas) 20 + 20 + 16 + 18 = 74

5 Kalem Hicks (British Army MX Team Husqvarna) 16 + 16 + 15 + 15 = 62

6 Billy Saunders (WMS Commercials Honda) 18 + 0 + 20 + 16 = 54

7 Ryan Davis (KTM) 10 + 12 + 14 + 12 = 48

8 Ashley Senior (Honda) 11 + 14 + 9 + 13 = 47

9 Josh Young (KTM) 14 + 10 + 11 + 11 = 46

10 Josh Bailey (Chris Bailey Landscaping KTM) 6 + 7 + 10 + 14 = 37

Spiral Clubman MX2:

1 Sam Ongley (Fantic) 25 + 25 + 25 + 25 = 100

2 Matt Tolley (426 Motorsport KTM) 20 + 22 + 22 + 16 = 80

3 Charlie West (Tim Feeney KTM) 11 + 16 + 16 + 22 = 65

4 Bradley Johnstone (Moto Connection Kawasaki) 16 + 15 + 20 + 9 = 60

5 Chris Corthorn (Kawasaki) 10 + 20 + 9 + 20 = 59

6 George Boyce (Design Scaffolding KTM) 12 + 13 + 13 + 18 = 56

7 Matthew Pocock (MGP Steel Erection KTM) 0 + 18 + 18 + 15 = 51

8 Richy Roberts (Rutzz Racing Yamaha) 9 + 6 + 15 + 14 = 44

9 Max Flint (Planet Moto KTM) 14 + 9 + 15 + 14 = 44

10 Jordan Ambler (City Wide KTM) 18 + 12 + 0 + 11 = 44

Fly Racing MXY125:

1 Billy Askew (GTCi Revo Kawasaki) 25 + 25 + 25 + 25 = 100

2 Domonic Newbury (426 Motorsport KTM) 20 + 15 + 20 + 20 = 75

3 Mckenzie Marshall (DK Offroad KTM) 22 + 10 + 22 + 18 = 72

4 George Hopkins (HJA Motorcycles Gas Gas) 18 + 14 + 16 + 14 = 62

5 Jak Taylor (Lexa MX Husqvarna) 9 + 20 + 10 + 22 = 61

6 Fin Wilson (Husqvarna) 16 + 16 + 14 + 15 = 61

7 Bayliss Utting (Trell Contractors Honda) 14 + 22 + 18 + 4 = 58

8 Liam Bennett (Apico GMR Husqvarna) 4 + 18 + 15 + 16 = 53

9 Kayde Rayns (Scott Motorsport Yamaha) 15 + 13 + 12 + 12 = 52

10 Kyron Carron (LC Construction KTM) 12 + 8 + 11 + 13 = 44

Fly Racing MXY125:

1 Reece Jones (SJP Moto KTM) 20 + 25 + 25 + 25 = 95

2 Jake Walker (Mr T Racing KTM) 18 + 20 + 22 + 22 = 82

3 Tyla Hooley (Fantic) 22 + 22 + 10 + 20 = 74

4 Freddie Gardiner (Matt Gardiner MX KTM) 25 + 11 + 12 + 18 = 66

5 Wesley McGavin (KTM) 13 + 18 + 18 + 16 = 65

6 Harrison Greenough (Simpson KTM) 14 + 16 + 16 + 12 = 58

7 Chester Hyde (Matt Pope MC Gas Gas) 15 + 15 + 13 + 13 = 56

8 Shane Jones (KTM) 16 + 14 + 14 + 10 = 54

9 Ollie Bubb (3 Flo Yamaha) 11 + 13 + 15 + 14 = 53

10 Jack Meara (Honda) 0 + 12 + 20 + 15 = 47

Syntol Big Wheel 85:

1 Josh Vail (SJP Moto KTM) 25 + 22 + 20 + 25 = 92

2 Jamie Keith (MBR X&P KTM) 20 + 25 + 22 + 22 = 89

3 Charlie Richmond (KTM) 22 + 20 + 25 + 20 = 87

4 Lewis Spratt (KTM) 16 + 18 + 15 + 16 = 65

5 Alfie Geddes-Green (Matt Pope MC Gas Gas) 18 + 8 + 18 + 18 = 62

6 Harry Lee (GRT Impact KTM) 14 + 16 + 13 + 15 = 58

7 Blake Ward-Clarke (GRT Impact KTM) 13 + 14 + 16 + 14 = 57

8 Reegan Rogers (Husqvarna) 8 + 13 + 10 + 13 = 44

9 Finlay Pickering (Mr T’s Racing KTM) 12 + 5 + 14 + 11 = 42

10 Maison Jones (Paul Green Tyres KTM) 9 + 11 + 9 + 12 = 41

Syntol Small Wheel 85:

1 Joel Winstanley-Dawson (Techsource Racing KTM) 22 + 22 + 25 + 25 = 94

2 Lucas Lee (Husqvarna) 25 + 15 + 22 + 22 = 84

3 Ollie Truman (KTM) 16 + 20 + 18 + 18 = 72

4 Archie Butterfield (KTM) 18 + 16 + 20 + 16 = 70

5 Charlie Ward (KTM) 15 + 14 + 16 + 15 = 60

6 Author Moore (3 Flo Yamaha) 20 + 18 + 0 + 0 = 58

7 Tyler Cooper (KTM) 0 + 0 + 15 + 13 = 28

8 Chad Prince (SC Sporthomes Husqvarna) 0 + 13 + 0 + 14 = 27

9 Olly Waters (Matt Gardner MX KTM) 0 + 25 + 0 + 0 = 25



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