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2013 Suzuki RMZ450 test

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Now, those cynical people out there will say that Suzuki’s last major championship success only came about because they splashed the cash and signed Ricky Carmichael and built on that with first Chad Reed and then Ryan Dungey. It stands to reason that you have a chance when the man they call the greatest of all time (G.O.A.T) comes on board, turns your programme around and makes it an attractive proposition.

Obviously Roger Decoster also played an integral role in Suzuki’s success in the States but now he’s moved on to KTM the Suzuki team over the pond may be finding it a little more difficult to fight for a title against him, KTM and the best of the rest. That’s not to say the bike isn’t up to the task of course, it’s just at that level of racing the whole programme has to have some serious structure and budget.

Here in Europe at the GP’s Suzuki’s programme is definitely one of the strongest. Both the MX1 and MX2 class benefit from a lot of effort from Japan and although that hasn’t yet been reflected in the MX2 class it certainly has in the MX1 class where Clement Desalle and Tanel Leok (and Steve Ramon before him) have definitely had the tools to get the job done. Unfortunately for them they’ve come up against an inspired world champion in Antonio Cairoli who himself only seems to be getting stronger and with KTM backing him up and refusing to loosen their grip on the World championship.

Of course that’s the best in the world we’re talking about so what about us mere mortals? What can Suzuki offer us? Well, a bike that’s more than good enough for any of us to win on at club level that’s for sure. As with most MX1 class bikes, it’s going to take someone like ‘The Goat’ wanting more from the power available, so the handling and feel is what we should all be looking at first and foremost and that’s where we’ll start with the feedback from our test rider for this one – Ty Kellett – who this time put down his video camera to get out on the track himself.

“The ergonomics of the bike are great; it is the best I have ridden. Admittedly I haven’t rode any other 2013 450 but first impressions count and this was a good one. It’s so easy to move around and put the bike where you want. The foot pegs seem low which make the rest of the bike feel light because the weight all feels at the bottom of the bike. I did hit the ground with my feet sometimes in the loamy stuff or going into deep ruts but to move up and down the bike they are in the right position.

They have made the bike feel thinner for 2013, by putting the radiator scoops closer to the frame. This has also made it easier to move around and give you more confidence to express your own riding style.

The steering lock is great, the bike turns really good. From a beginner to an expert, you can tell that it will be a great handling bike for both. The front end also feels a little bit low, but you soon forget about that because I think that’s part of the reason it turns so well and with so much torque from the rear wheel it helps to keep the front wheel down.

The handling of the bike is really good even though the suspension was a bit too stiff for me but it showed me what a very good handling bike this is. I felt with a little bit more time working the clickers on the suspension for me it would be mint. I don’t think it would need major revalving or anything like that, it’s a new bike so as the suspension bedded in through the day it definitely got better.

Over the jumps it didn’t feel as positive as it was in the corners but after a bit of time on the bike I felt more comfortable and could move it around more. Obviously it was part me getting used to it but I thought it would be easier to chuck around in the air because of the way it feels so good through the turns.

The stroke in both the forks and shock are progressively smooth and definite have a good positive feel working well with the chassis. Like I said, the forks are a bit stiff for me but with my size I’m more suited to a 250 than a 450, so for a bigger framed rider they’ll probably feel spot on.

The power delivery is lush. It’s pulls smooth but very strong from the second you crack on the throttle and is sharp as a kitchen knife. I absolutely loved throwing this bike into the loamy berms at Apex, because it just soaked them up and cut through them so effortlessly. Having said that you could also use the tighter lines on an even higher gear and feather the throttle and it would just grip, drive and turn so well. I had so much fun through turns I just wanted to get to the next corner as quickly as possible, and that was pretty quickly on the RMZ.

After feeding the power on through the turns it just kept going on an easy to use, progressive curve all the way to the top. I just can’t see how any average club rider or even a good expert rider would need any more than this. If you’re a racer and want to do well it’s just a case of getting as fit as you can, practicing, getting the suspension dialled to your style and getting on with it. There’s enough adjustment in the mapping and power on tap to get the motor how you want it on this bike.

Going up and down through the gears is smooth and no problem. There’s a nice feel to the gear box with the ideal amount of tension on the gear selector. I never missed a gear all day and never once felt like I would. All of the controls were much the same, the brakes were strong and felt great, the throttle and clutch were both light but not to the point where it felt like they didn’t have a cable.

At the start of the day, starting the bike was fine, but at the end it would take a few kicks, but I had been riding for like 2 hours straight, so it was hot. That’s about the only really criticism of the bike I can say really. I loved it, I felt good on it even if I might not have looked good on it! It’s a great bike and I’m now looking forward to seeing what the RMZ250 is like because if it’s anything like the 450 I know I’m going to have a blast” – Ty Kellett.

Facts for the Anoraks….

Engine Design Concept  

For race-winning performance, a motocrosser’s engine needs to be durable, efficient and powerful. To win championships, that engine needs the powerful engineering heritage that comes from Suzuki. Both of the manufacturer’s leading MX bikes – the RM-Z450 and the RM-Z250 – feature fuel-injected engines powered by Suzuki’s advanced technology. Suzuki’s fuel-injection expertise has delivered national and world championships in Superbike racing as well as in Motocross and Supercross. High-performance heritage like this serves as the platform for the technological improvements Suzuki built into the 2013 RM-Z450 and RM-Z250. Both bikes deliver increased acceleration, faster throttle response, and broader mid-range power and torque. That means motorcycles that are more competitive and more practical performers to win those bar-to-bar battles.

Piston  

A motocross bike’s single piston must endure an explosive environment, and needs to perform with efficiency and durability. Based on racing data and on-track experience, Suzuki redesigned the piston, piston pin and connecting rod of the RM-Z450. With a new shape – designed through Finite Element Method (FEM) analysis used in factory racing – new piston is 13% lighter than in the previous model while retaining rigidity.  The reshaped connecting rod is lighter, too. The piston pin is made shorter and durable. As a result, the RM-Z450 delivers faster throttle response, plus increased bottom to mid-range power and torque. These traits deliver the efficient durability and powerful performance racers need to win.

Piston pin  

To reduce friction loss and increase performance, Suzuki coated the RM-Z450’s piston pin with Diamond-Like Carbon (DLC) coating. Suzuki uses similar DLC coatings in its suspension of Hayabusa 1300, the legendary Sportbike. This surface finish helps reduce friction, and increase durability. Add this feature to the piston pin’s shorter and lighter design, and the result is noticeably stronger throttle response.

Exhaust  

Increasing the exhaust pipe’s length – 50mm for the RM-Z450 (European-spec RM-Zs), and 40mm for the RM-Z250 – better tunes each engine to deliver stronger low-end and mid-range power output. A new muffler has redesigned construction with inner pipes, European-spec RM-Zs meet FIM-enforced sound control regulations without jeopardizing engine power output.

Transmission & Shift Cam

RM-Z racers will enjoy smoother and more precise shifting on the 2013 models. The RM-Z450’s is updated and refined for more precise shifting performance. Suzuki changed the shape of the shift cam in both motorcycles to deliver that shifting precision plus smoother shift feel.

Electrical  

Suzuki updated the electronics that help control the battery-less fuel-injection systems on the RM-Z450 and RM-Z250. The new ECM on both motorcycles now has a higher-performance processor for more powerful engine management. This component upgrade increases response all the way from the rider’s throttle input to the fuel delivery through each bike’s multiple hole fuel injector. And since the ECMs are now waterproof, they resist damage from water and mud, and that helps keep racers at the front of the pack. The electrical systems also get a new magneto with increased power-generating performance for easier starting. And with revised settings in the ignition coil, the RM-Zs deliver strong roll-on power and increased throttle response.

Camshafts 

Both intake and exhaust cam profile are changed on RM-Z250.  The nose angle and lift curve of intake camshaft is increased and exhaust cam timing is revised to achieve higher balance between high performance and ease of power control. The RM-Z450’s intake cam timing and lift are revised, giving the bike’s power a more linear output for better control.

Radiator 

The RM-Z250’s cooling efficiency is increased thanks to a redesigned radiator fin and revised water hose routing, making the bike’s high-performance power output more stable, even in the most demanding conditions. RM-Z250s also features new by-pass hose routing to simplify occasional radiator maintenance.

Chassis Design Concept

Racers know that, in and out of a corner, precision cornering and race-track stability has always been a prime feature of Suzuki’s motocross bikes. But that doesn’t mean engineers left “good enough” alone. For 2013, the team focused on making both the RM-Z450 and RM-Z250 even more maneuverable, while retaining the bike’s top-notch performance tracking and race-speed stability.

Frame  

To ensure the frame’s rigidity is well balanced, engineers reviewed and refined the shape and construction of the frame and the seat rail. The result is an ideal balance of nimble handling for technical sections and straight-line stability for high-speed sections.

Front Fork  

The RM-Z450 and RM-Z250 now use the new Showa Separate Function front Fork (SFF). The SFF works by separating the damper in left leg from the spring housed in the right leg. Dividing the fork’s functions allows for lighter overall construction with reduced friction, resulting in improved damping performance and ride control. The forks’ inner tubes are now 48mm in diameter; the larger size gives higher stability. Spring pre-load is adjustable, by gold-anodized adjuster, allowing a wider range of adjustment settings overall.

Rear Suspension

To maintain the RM-Z’s renowned handling performance, each bike’s rear suspension features setting changes and adjustments to best match with the increased engine performance and front fork changes. Overall, the design allows enhanced suspension performance for a wider variety of riders.

Ease of Maintenance

Not every champion has a full-time mechanic to handle maintenance tasks. Suzuki engineers know the importance of designing durable and reliable motocross engines, and making their maintenance tasks as simple as possible.

The self-diagnosis function is incorporated in the ECM. It can be notified by using the optional FI indicator (Part No. 36380-28H00).  From 2013 model, the FI indicator has engine hour-meter function as well. So riders can track engine-operating time and better manage maintenance intervals.

Suzuki relocated the rich-lean coupler connector location on the RM-Z450 for easier access when fuel-injection settings need to be changed.

A connector between the fuel pump and delivery hose uses a revised lock system for more precise and easier operation. In addition, maintenance plugs for fuel pump and fuel hose are enclosed for convenience.

New muffler body uses conventional bolts in end cap, instead of rivets to simplify the replacement of muffler’s glass wool packing.

SPECIFICATIONS

MODEL: RM-Z450 (L3) E-03, 19, 28

DIMENSIONS AND CURB MASS

PRICE: £6,549

Overall length………………………………………………………………… 2190 mm (86.2 in)

Overall width…………………………………………………………………. 830 mm (32.7 in)

Overall height………………………………………………………………… 1270 mm (50.0 in)

Wheelbase……………………………………………………………………. 1495 mm (58.9 in)

Ground clearance………………………………………………………….. 325 mm (12.8 in)

Seat height……………………………………………………………………. 955 mm (37.6 in)

Curb mass……………………………………………………………………. 113 kg (249 lbs)

ENGINE

Type…………………………………………………………………………….. 4-stroke, liquid-cooled, DOHC

Number of cylinders……………………………………………………….. 1

Bore…………………………………………………………………………….. 96.0 mm (3.780 in)

Stroke………………………………………………………………………….. 62.1 mm (2.445 in)

Displacement………………………………………………………………… 449 cm3 (27.4 cu. in)

Compression ratio………………………………………………………….. 12.5 : 1

Fuel system………………………………………………………………….. Fuel injection

Air cleaner…………………………………………………………………….. Polyurethane foam element

Starter system……………………………………………………………….. Primary kick

Lubrication system…………………………………………………………. Semi-dry sump

Idle speed…………………………………………………………………….. 2100 ± 50 r/min

DRIVE TRAIN

Clutch…………………………………………………………………………… Wet multi-plate type

Transmission…………………………………………………………………. 5-speed constant mesh

Gearshift pattern……………………………………………………………. 1-down, 4-up

Primary reduction ratio……………………………………………………. 2.625 (63/24)

Gear ratios, Low…………………………………………………………… 1.800 (27/15)

2nd……………………………………………………………. 1.470 (25/17)

3rd…………………………………………………………….. 1.235 (21/17)

4th…………………………………………………………….. 1.050 (21/20)

Top……………………………………………………………. 0.909 (20/22)

Final reduction ratio……………………………………………………….. 3.846 (50/13)

Drive chain……………………………………………………………………. DID520MXV4, 114 links

CHASSIS

Front suspension…………………………………………………………… Telescopic, coil spring, oil damped

Rear suspension……………………………………………………………. Link type, coil spring, oil damped

Front suspension stroke………………………………………………….. 310 mm (12.2 in)

Rear wheel travel…………………………………………………………… 310 mm (12.2 in)

Caster………………………………………………………………………….. 28°40’

Trail……………………………………………………………………………… 125 mm (4.92 in)

Steering angle……………………………………………………………….. 45° (right & left)

Turning radius……………………………………………………………….. 1.95 m (6.4 ft)

Front brake…………………………………………………………………… Disc brake

Rear brake……………………………………………………………………. Disc brake

Front tire………………………………………………………………………. 80/100-21 51M, tube type

Rear tire……………………………………………………………………….. 110/90-19 62M, tube type

ELECTRICAL

Ignition type………………………………………………………………….. Electronic ignition (CDI)

Ignition timing………………………………………………………………… 12° B.T.D.C. at 2100 r/min

Spark plug…………………………………………………………………….. NGK DIMR8A10

CAPACITIES

Fuel tank………………………………………………………………………. 6.2 L (1.6/1.4 US/Imp gal)

Engine oil, oil change…………………………………………………….. 1050 ml (1.1/0.9 US/Imp qt)

with filter change……………………………………………. 1100 ml (1.2/1.0 US/Imp qt)

overhaul……………………………………………………….. 1200 ml (1.3/1.1 US/Imp qt)

Coolant………………………………………………………………………… 1.1 L (1.2/1.0 US/Imp qt)

[youtube]http://www.youtube.com/watch?v=6cyye1rdsTE[/youtube]
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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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