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2013 Kawasaki KXF’s – Tested

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The new ‘green meanies’ just got leaner! Kawasaki continue to march forward as their success on the race track filters down on to the production models for 2013.

You don’t have to look very hard to see that Kawasaki have really been putting some major effort into their adult motocross range over the past few years. They have been incredibly successful in America over that time, particularly with Ryan Villopoto on the 2012 KX450F dominating the Supercross, no doubt he would’ve also started the outdoor season in the US as favourite if it wasn’t for injury. In Europe the likes of Gautier Paulin, Christophe Pourcel and Tommy Searle have all been winning races regularly in the World Championship and whilst you can argue that it’s the incredible talent of those riders bringing success they still need the tools to get the job done. Kawasaki are working incredibly hard on motocross right now and the rewards are filtering through on the track but more importantly they are also coming to the consumer, which of course is what it’s all about.

The 2013 KXF’s reap the reward of that increased effort put into racing and development with a whole host of refinements; some big, some small but they all work together well to yet again improve two already very good motorcycles. Both machines are now slimmer at key contact points and have a flatter seat and a easier, user friendly power delivery but the most significant and noticeable difference in performance in particular is to the pneumatic front forks on the new KX450F, but before we get to that lets get into the finer detail of each bike.

KX250F

The previous 2012 model made a big step forward with the dual injection EFI and vastly improved the bike so it came as no surprise that Kawasaki have not made any radical changes to it. What they’ve done is take that incredible response and strong torque from the motor and made it easier to ride and more user friendly for the average rider at the track. Just like the 2012 KX450F the new KX250F now comes with the DFI Setting Data Selection making it quick and simple to adjust the power simply by replacing the coupler that’s easily accessible on the headstock. The new intake porting and more direct flow from the airbox make what was an already razor sharp response even sharper which is quite amazing considering how crisp it was before. The track conditions were perfect to test the adjustability given to the rider with the DFI coupler, with some parts well watered and heavy going and other areas hard pack and slick. The stock ‘green’ coupler was ideal for the circuit as it’s middle ground. When the more hard hitting ‘white’ coupler was on the bike it definitely gave the bike more grunt at the bottom to middle to cut through the heavier soil but it was a lot harder to control the power being delivered to the rear wheel on the hard pack. A quick 30 second pit stop to change the coupler over to the smoother ‘black’ coupler and ‘hey presto’ it was the complete reverse, just like that it was so much easier to get the power to the ground on the shiny stuff but the bike felt that little bit more sluggish through the heavier soil. It’s a system that definitely works and although it’s not as noticeable as it is on the KX450F it’s a masterstroke really as it makes life so much easier. Add to that a stronger motor than previously and it makes the 2013 KX250F a great bike to ride.

Kawasaki say the motor is now higher revving and they can feel confident in that statement because it is, yet it hasn’t really lost any of it’s bottom grunt, and all this while making the bike quieter with a new exhaust system (the bark of the KX450F has also been tamed so both bikes meet the European 112 dB ruling). Kawasaki have achieved the extra RPM’s by introducing a new, shorter cylinder by just 0.1mm. It doesn’t sound a lot but what that has done is increase the compression from 13:5:1 to 13:8:1 and with a new intake cam, 30cc shorter exhaust pipe, revised piston profile and ECU it means you can hold those gears a little bit longer. So not only does it make the bike faster at the top end it also give the bike more scope to suit a particular riders style. Make no bones about it, the KX250F has a very strong motor from top to bottom, put it this way, with the evolution of the last few years and now these new upgrades this engine has come along way in a short period of time and for the average Joe (which every manufacture aims to please) it’s hard to pick holes in the performance of this motor.

As good as it is having a great motor it’s all lost if the chassis and suspension let the side down, thankfully neither do. The new frame is 4mm narrower across the point of the main down tubes where the riders knee grip the frame (2mm on each side) and with the flatter seat and lower, smaller fuel tank it’s an absolute breeze to move up and down the bike and shift your weight about. It really does inspire confidence through turns and into the face of jumps as you put your weight anywhere you want without too much effort. It’s easy to feel part of this bike rather than feeling like you’re some kind of dead weight it’s pulling around.

The Showa SFF Type 2 forks have also received an upgrade with larger 48mm diameter inner tubes that give a little more rigidity and stability on the front end and they continue to work well. The only criticism is that maybe they come a little soft on the standard settings, as always the adjustment is there but depending on your level it might raise concerns. If you’re a pro or good standard club rider or packing pounds that you shouldn’t be you may find yourself on the limit of adjustment and have to consider a stiffer spring or changing the oil levels. The longer stroke on the rear suspension compliments the front end well making the bike well balanced but like the fork, the faster you go as your confidence grows on this bike then you may well have to look at making changes to both the suspension units beyond the adjustments available to you.

KX450F

From a user friendly point of view the 2102 KX450F was definitely a winner with the adjustability of the ergonomics and easy to change mapping couplers, so how have Kawasaki improved on that? Well just like the KX250F they’ve made a higher revving user friendly bike. The KX450F also has a revised piston by lowering the crown by 0.2mm, the intake cams have a reduced lift of 0.4mm. Add those changes to the wedge shaped crank web which according to Kawasaki at close to 60% the balance factor is on par with Villopoto’s factory machine and it’s no wonder the 2013 KX450F has less vibration and a smoother, stronger power delivery and yet it’s even more responsive from the bottom.

The 2013 KX450F is definitely the smoothest model they have made so far and arguably the quickest, but it’s the latter that’s not so instantly noticeable. As a rider it’s easy to believe you’ve ridden a quicker KX450F in the past (if of course you have) but the thing is the power delivery is so smooth and easy you don’t feel like you’re going fast, it’s in the lap times that you realize how fast the 2013 KX450F is.

Add to that the launch control mode that Kawasaki introduced for 2012 and you may well find your chances of running near the front of the pack from the start to finish are better on this bike. The launch control makes such an incredible difference in getting you out of the gate and putting you in contention for a holeshot and now with an even sharper response and a harder torque it rips from a standing start to the braking zone with ease as you flick through a smooth gearbox with confidence. Anywhere on the track it feels like you have this disposable power on tab and as soon as you twist the throttle grip you’re hooking up and going forward with hardly any wheel spin, almost like the bike is automatic. You could argue ‘where’s the fun in that’ and maybe with less power it’s a more than justifiable argument but with the 2013 KX450F it really feels like there’s nothing you can’t do on the track and the only thing holding you back is your own ability and quite possibly fear of pushing the boundaries of that ability and getting hurt.

Like it’s little brother the new 450 also has the narrower frame, flatter seat and lower fuel tank but it benefits more by having the 4-way adjustable handlebar position and 2-way footpeg adjustment that Kawasaki introduced last year. If you can’t find a set up that gets somewhere close to perfect on this bike in stock trim then the chances are you’re too anal for your own good, especially as Kawasaki continue to offer the 1mm longer suspension tie rod that lowers the seat height by 4mm at the centre of the seat. Chances are you’ll want to change the handlebar bend to suit regardless but other than that you can get this bike pretty close to exactly how you want it, certainly without spending money you may have to on other manufacture models.

So with a brilliant motor and adjustable ergonomics to suit everyone there’s some emphasis on the suspension to keep the good vibe going and it does so with great effect with the introduction of the new KYB PSF (Pneumatic Spring Fork). As regards of pioneering engineering the PSF fork isn’t something completely new and has been seen kicking around in Mountain Biking in some shape or form but regards of MX it’s a bold move by Kawasaki and KYB and it’s move that looks to be justified. From the first moment you sit on the 2013 KX450F and push the forks down you can feel the difference. Where on other forks there’s that initial ‘sticking’, if only for a fraction of a second, before the stroke starts to work smoothly with the new PSF fork there doesn’t appear to be any early resistance at all. They’re so plush and responsive they instantly inspire confidence and that’s before you even pull the kickstart out and start the bike. Out on the track the difference is equally as noticeable. When over jumping a large tabletop and flat landing the forks just soaked up the impact. Where usually you get all the initial impact through your forearms and the shockwaves go up through your shoulders before the forks soak up the rest of the impact the new forks make it feel like you’re collapsing onto a comfortable bed after a long day, if not quite with the same satisfaction, then certainly not far away from it. As if that isn’t enough the forks weigh 750g less, have far easier adjustment and a wider setting range and because there’s no traditional fork springs the internals allow the fork tubes to be much larger, going from 24mm to 32mm, the result meaning there’s more bottoming resistance and stable damping especially when changing from rebound to compression. Now you can even adjust your forks at home with a bicycle pump without having to get into a mess or a tizz changing the oil. By simply changing the PSF fork pressures you have the same range of settings offered by optional springs on a standard fork, which again only adds to the user-friendly adjustability of the KX450F.

The rear shock also has the mounts below the swingarm that allow a longer rear stroke and allows more precise tuning and adjustment. Just like the KX250F the rear shock compliments the forks exceptional well and the balance and feel really is a pleasure. Unlike the KX250F however the KX450F is nearer the mark with the stock settings and not as soft as it’s little brother, basically it’s beefier and can withstand more aggression thrown from a heavier or faster rider, or both!

Both models have a new longer handlebar grip with a new pattern and softer material that aren’t exactly a deal clincher in wanting to buy the bike but nonetheless are a nice touch and improvement. Both models benefit from a new push rod front brake master cylinder, which definitely gives a lighter feel under hard braking. Other small changes (amongst others) like a more durable chain guide and new front mudguard just add further to the plus points on both models and the new styling of the plastics are another positive step forward, not only for the look but the ergonomics. The KX250F in particular is a much better looking and feeling bike because of them.

All said and done it’s a stellar effort by Kawasaki yet again as they continue to drive forward. They’ve produced two motorcycles that really do cater for all levels of riders on every level necessary. If these bikes are the knock on effect of racing and development, which they are, then the results speak for themselves. They say ‘proof is in the pudding’, if that’s so then in this case the pudding definitely leaves a sweet taste in your mouth.

2013 KX250F SPECS

ENGINE
Engine type Liquid-cooled, 4-stroke Single
Displacement 249 cm³
Bore x stroke 77.0 x 53.6 mm
Compression ratio 13.8:1
Valve/Induction system DOHC, 4 valves
Fuel system Fuel injection: ø43 mm x 1 (Keihin) with dual injection
Ignition Digital DC-CDI
Starting Primary kick
Lubrication Forced lubrication, semi-dry sump
DRIVETRAIN
Transmission 5-speed, return
Final Drive Chain
Primary reduction ratio 3.350 (67/20)
Gear ratios: 1st 2.142 (30/14)
Gear ratios: 2nd 1.750 (28/16)
Gear ratios: 3rd 1.444 (26/18)
Gear ratios: 4th 1.235 (21/17)
Gear ratios: 5th 1.045 (23/22)
Final reduction ratio 3.846 (50/13)
Clutch Wet multi-disc, manual
FRAME
Frame type Perimeter, aluminium
Wheel travel, front 315 mm
Wheel travel, rear 310 mm
Tyre, front 80/100-21 51M
Tyre, rear 100/90-19 57M
Rake/Trail 28.7° / 126.4 mm
Steering angle, left / right 42° / 42°

SUSPENSION
Suspension, front Type: 48 mm upside-down telescopic
Separate Function front Fork (SFF) Type 2
Compression damping: 22-way
Rebound damping: 20-way
Spring preload: 40-way
Suspension, rear Type: New Uni-Trak
Compression damping: 19-way (low-speed),
4-turns (high-speed)
Rebound damping: 22-way
Spring preload: Fully adjustable
BRAKES
Brakes, front Type: Single semi-floating 250 mm petal disc
Caliper: Dual-piston
Brakes, rear Type: Single 240 mm petal disc
Caliper: Single-piston
DIMENSIONS
Dimensions (L x W x H) 2,170 mm x 820 mm x 1,270 mm
Wheelbase 1,475 mm
Ground Clearance 330 mm
Seat height 945 mm
Curb Mass 106.2 kg
Fuel capacity 6.1 litres

2013 KX450F SPECS

ENGINE
Engine type Liquid-cooled, 4-stroke Single
Displacement 449 cm³
Bore x stroke 96.0 x 62.1 mm
Compression ratio 12.5:1
Valve/Induction system DOHC, 4 valves
Fuel system Fuel injection: ø43 mm x 1 (Keihin)
Ignition Digital DC-CDI
Starting Primary kick
Lubrication Forced lubrication, semi-dry sump
DRIVETRAIN
Transmission 5-speed, return
Final Drive Chain
Primary reduction ratio 2.727 (60/22)
Gear ratios: 1st 1.750 (28/16)
Gear ratios: 2nd 1.412 (24/17)
Gear ratios: 3rd 1.188 (19/16)
Gear ratios: 4th 1.000 (19/19)
Gear ratios: 5th 0.875 (21/24)
Final reduction ratio 3.846 (50/13)
Clutch Wet multi-disc, manual
FRAME
Frame type Perimeter, aluminium
Wheel travel, front 314 mm
Wheel travel, rear 315 mm
Tyre, front 80/100-21 51M
Tyre, rear 120/80-19 63M
Rake/Trail 26.9° / 113 mm
Steering angle, left / right 42° / 42°

SUSPENSION
Suspension, front Type: 48 mm upside-down AOS-type
Pneumatic Spring Fork (PSF)
Compression damping: 22-way
Rebound damping: 20-way
Suspension, rear Type: New Uni-Trak
Compression damping: 22-way (low-speed), 2-turns or more
(high-speed)
Rebound damping: 33-way
Spring preload: Fully adjustable
BRAKES
Brakes, front Type: Single rigid-mounted 250 mm petal disc
Caliper: Dual-piston
Brakes, rear Type: Single 240 mm petal disc
Caliper: Single-piston
DIMENSIONS
Dimensions (L x W x H) 2,180 mm x 820 mm x 1,275 mm
Wheelbase 1,480 mm
Ground Clearance 330 mm
Seat height 955 mm
Curb Mass 112,5 kg
Fuel capacity 6,2 litres

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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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