• Significant upgrades for the CRF450R, CRF450RX, CRF250R and CRF450RX aimed at improving cornering stability and control
• 70% new aluminium frame with new top and bottom yokes
• All-new 49mm Showa front suspension generates ultra-smooth fork stroke; paired with updated rear shock
• Engine updates improve power output beyond peak rpm and generate more torque and acceleration especially at mid to high rpm
• All new lightweight shrouds and sidecovers
• CRF250R and CRF250RX inherit Honda Selectable Torque Control from CRF450R
• CRF250RWE and CRF450RWE to be available in Europe for the first time
• All 25YM CRF off-roaders now available with striking new graphics

The key foundations of Honda’s multi-championship winning off-road family, the CRF450R, CRF450RX, CRF250R and CRF250RX, receive major updates for 25 year model aimed at cutting lap times for riders at all levels of competition.

At the very heart of the changes is a 70% new twin spar aluminium frame. Its redesigned front down tube and stiffener spars combine with new pivot plates and upper shock mount to generate an 8% increase in torsional and 5% increase in lateral rigidity, improving all-important cornering stability.

The frame also features new subframe attachment points, top and bottom yokes and front wheel axle clamp that hold the all-new 49mm Showa front forks which have been developed to enhance rider control all the way from initial movement to the end of the stroke. These are paired with a new rear Showa shock and Pro-link linkage ratio for ultimate track performance on even the roughest of surfaces.

The black DID aluminium rims remain but for 25YM now feature an all-new two piston front brake caliper developed from HRC racing experience, that features new pistons and piston seal grooves to deliver significant improvements in braking performance when hot.

The 25YM models’ engines benefit from new injection settings, a redesigned crankshaft and extensive revisions to both intake and exhaust paths. The crankshaft features increased rigidity around the crank pin and an improvement in the moment of inertia, allowing it to spin up faster. Airflow improvements see air being drawn into the engine via a more direct route through the intake, airbox and intake funnels, reducing resistance and improving throttle control and acceleration. The exhaust system, which includes a new, more robust muffler, benefits from new extended header pipes at the start of the exhaust as well as a straighter, smoother exit path improving both mid to high-range power output and acceleration. In terms of electronics, for 25YM, the CRF250R gains Honda Selectable Torque Control from its larger sibling, featuring 3 modes and an ‘off’ setting.

The 25YM CRF450R and CRF250R feature updated lightweight shrouds and side covers adorned with new CRF family graphics, which now include the Honda Wing, prominently displayed on the front mudguard.

The 25YM CRF250RX and CRF450RX will benefit from the same updates as their motocross siblings and feature unique ECU fuel injection mapping for improved enduro performance. They retain their 8L plastic fuel tank (compared to their ‘R’ counterparts’ 6.3L titanium tank), forged aluminium sidestand and knuckle guards as standard.

For the first time, Honda’s European CRF line-up will be bolstered with the introduction of the CRF250RWE and CRF450RWE. These ‘Works Editions’, built alongside their 25YM siblings at Kumamoto in Japan, both feature upgrades and unique settings that enhance the performance and appeal.

Both the CRF250RWE and CRF450RWE feature hand finished intake/exhaust ports, with a performance Yoshimura muffler and a TwinAir air filter to improve air flow management,  exclusive ignition timings paired to unique start mode settings, plus a striking metallic red engine head cover.  On the chassis side, upgraded forks feature a special dark Kashima coating on the outer tube and a titanium coating on the slide pipe and rear shock, black top and bottom bridges, a gold DID DM2 chain, Renthal bar grips, a Throttle Jockey seat, black DID-LTX wheel rims, black anodised front axle holder as well as updated graphics and laser engraving on the wheel rims and suspension caps.

The CRF250RWE also comes equipped with a new hydraulic clutch and hydraulic clutch system with a revised clutch slave cylinder which reduces clutch lever pulling force by 16% when compared to a cable operated system. It also reduces the amount of variation in clutch free play and feel as the clutch temperature increases.

The CRF450RWE is equipped with a bespoke Hinson clutch basket with new clutch dampers and cover that enhances wear resistance as well as performance.

For 25YM the smaller CRF family members – the CRF150R, CRF125F, CRF110F and CRF50F – follow the lead of their bigger siblings and feature all new CRF family graphics.

ENDS

Making a wildcard appearance in the premier IA1 category of the series, performing in the heat of competition for the first time, Honda’s electric prototype off-road machine proved fast in both of today’s sessions.

In the opening official practice, Canard, who currently serves as team advisor for American Honda Motor Co. Inc., set the second fastest time of the session aboard the number 41 machine and finished second overall just behind multiple champion Jay Wilson.

In the afternoon’s qualifying race, Canard crossed the line in fifth, wrapping up a successful debut day for the CR ELECTRIC PROTO and giving him a good gate pick to carry that momentum into tomorrow’s three race heats.

Trey Canard, no.41 CR ELECTRIC PROTO

“It was a good day overall. I didn’t really know where I or the bike stacked up. I was happy to have a good lap time in practice one and a good start in the qualifying race from pick 24 which has given us a better pick for tomorrow’s races.

“There are some areas I can improve with my riding for tomorrow and we will adjust the bike to fit the track better as well. It’s exciting to race the CR ELECTRIC PROTO, and I believe it will really help the development of the machine. It’s also fun for me to be back racing after a long time away from the starting gate.

“The development team has done a great job adapting the bike in the last month and it’s been a very fun process.”

Taichi Honda, Team HRC Team Manager

“I am very happy that we were able to complete today’s competitive debut of the CR ELECTRIC PROTO without any problems, and that we could see that the bike’s performance is strong. It’s Honda’s first major competitive outing for an electric machine so we are very pleased for this milestone in bringing another new Honda initiative to the world stage.

“Today’s running revealed some small issues, which is normal for such a prototype machine, and we will adopt countermeasures for tomorrow’s races. It’s a valuable part of testing and learning in such a competitive environment, which is our main objective from this weekend.

“I would like to thank all the people involved in this project for their cooperation and hard work. The opportunity to learn and develop with the CR ELECTRIC PROTO is more important than outright results this weekend, but today the performance was strong, the results were good and we are looking forward to more track time in the heats tomorrow.”

Fuelled by the success of the one-make Honda CRF150R Cup for youth riders which ran as part of the European championship, the new UK-only CRF250R Cup championships will be for adult riders in the amateur and clubmen ranks.

One series will run as part of the new-look events to be run by the MX Nationals series (now named the Fastest 40 British Motocross Championship) which will have race day Sundays dedicated to clubmen riders. There will be three Honda CRF250R Cup motos per event.

And the other series will be organised separately by the AMCA as part of its UK championships. Competitors can choose which series they want to contest. All they need is an eligible Honda CRF250R, from the 2021 model year onwards, that was originally supplied by a UK dealer.

At the end of the year, the winners of both series will get a brand new Honda CRF250R. And each series will also award another CRF250R to a rider who is judged by a panel of experts to show not only talent but determination, effort, sportsmanship, social media coverage and other great qualities over the season. These two Power of Dreams Awards will go to real unsung heroes of the paddock.

As the incredible Honda CRF250R is such a popular machine in the amateur ranks, riders wishing to contest the AMCA Honda CRF250R Cup championship will need to qualify via their regular AMCA regional race events.

As well as scoring in their usual race classes, AMCA Honda CRF250R riders will also be scored separately and points awarded. Then the best five or six CRF250R riders per region will be invited to contest the eight-round AMCA championship in the one-make Honda CRF250R Cup class. 

At every round, a special-edition red Fly Helmet awarded to the rider who demonstrates exceptional effort, which they will wear until the end of the season.

Although any rider of a UK-supplied Honda CRF250R from 2021 onwards can race in the series, buyers of new models from official UK Honda dealers will get a free Race Pack including a set of Honda CRF-branded Fly racing kit, a holeshot device and a care package from Motul Oils.

This Fly riding kit also means any buyer of a new CRF250R will automatically be invited to a Fly Off-Road training day with free tuition from current British MX1 champion Conrad Mewse and triple world 500 champ Dave Thorpe.

There will also be pre-season live webinars run by Thorpe who will give hint and tips on everything from fitness and nutrition to race techniques and the mindset of how to win.

Thorpe said: “This is great news for British motocross as riders of the Honda CRF250R can compete in prestigious championships on their own bike and be in with a chance of winning a brand new machine. We know the bike is incredible, and now with the added support and exposure of these classes, plus guidance and coaching from riders like Conrad Mewse, this is a unique opportunity for UK Honda riders to get ahead. 

“Honda is investing into grass roots racing and this is just the start of what will be a five-year plan that ultimately, could see a talented racer join my team in the British championships. I’m very happy and proud to be involved with this great new initiative.”

Honda UK Off Road Sales Manager Graham Foster-Vigors said: “Honda UK has set up this initiative to give Honda riders the chance to progress under the wing of a manufacturer, whether they are stepping up from junior ranks, or looking for extra competitive quality racing within existing national championships.

“And in the next phase, the ultimate goal will to be to nurture future British talent, to qualify for an introduction into our professional race team. It’s great to keep our team partners involved as this exciting project will see us encourage grass roots participation, with some amazing prizes on offer.”

It means the podium record for both Honda CRF450R rider Mewse and Gilbert continues as the pair have still been together on the podium at every single national-level championship round this season. That’s five British championship rounds and both rounds of the MX Nationals series too.

Mewse, who claimed the red plate of the series leader at the last Revo round at Blaxhall, and his team-mate Gilbert were fully prepared for the tough and track after spending a lot of time in Belgium and Holland training on sand tracks and dialling in bike set-up in the past week.

And it really paid dividends for Mewse who just loves he Hawkstone track. He was fastest in qualifying, more than 1.6 seconds faster than anyone else. He then took dominant wins in both races to extend his series lead to 17 points over Harri Kullas. Hard pack specialist Gilbert admitted he was never at home riding on the circuit but still came home in a hard-fought second place, edging closer to Kullas in the title race who was third overall on the day.

The first race saw Mewse in stunning form. He gated well and on the first lap held a solid fourth place behind leader Kullas, Gilbert and Tommy Searle. The series leader was in no mood for eating roost and quickly carved to the front then pulled away to win by a 16-seond margin, setting a lap time three seconds quicker than anyone else.

Gilbert chased Kullas for the majority of the race, but was not feeling confident on the roughening, tough track. He brough the Crendon Fastrack Honda home for third place.

Race two was even easier for Mewse as he rocketed into the lead right off the start and none of his rivals could even get near. He gave a masterclass of incredible riding to take the win by a 50-second margin, with a fastest lap four seconds better than the rest.

This time Gilbert didn’t have the best start and came around the first lap in fifth place. Italian Ivo Monticelli was second behind Mewse, from Searle and Russian Evgeny Bobryshev. By the second lap Monticelli fell and Searle dropped back, while Gilbert latched onto former British champ Bobryshev in a battle for second. The Brit hounded Bobryshev until lap ten when he made a decisive pass and pulled away by eight seconds. Kullas pulled through to fourth to take the final place on the podium.

Mewse said: “ It was a really good day – a perfect day in fact! First in qualifying, I won both races even holeshot the last race.  It was so good and I felt really good all day. We’ve really pushed on and have all been working hard lately. And I feel like we are in a great position at this point in the season. We’re peaking just at the right time but we’re going to keep working and not take our eyes off the ball. We’ll keep grafting for these last two Revo rounds, and we still have some MX Nationals to go. So I still have a lot of races and I’m looking forward to a good end to the season.”

Gilbert said: “It was damage limitation today. From the moment I got on the track I knew it was going to be a long day. I just didn’t feel comfortable whatsoever. We chased bike set-up to make it feel more comfortable, but I struggled – simple as that.

“Most of the tracks I really enjoy, even the sand tracks. But just here today I really struggled so to still come away with second overall is good. I’ve lost a few points in the championship which isn’t ideal but were still there. There’s still 100 points to grab before the season’s over, and both rounds left are more my sort of tracks We’ll just keep our heads down and working, and get some race wins before the end of the season.”

Team manager, triple world 500 champion Dave Thorpe said: “It’s clear to see how hard Conrad and Josh have been working since our last British championship race at Blaxhall.  What can you say about Conrad’s performance – technically perfect in every sense of the

word, a true inspiration to all the kids watching. His speed and commitment was exceptional.

“We know this is not one of Josh’s favourite tracks but he dug in and fought to close the gap on Harri to two points. And as always I would like to thank all of our partners for supporting us and Ryan, Willie and Rob for giving the riders the very best Honda CRF450Rs we can produce.”

Revo British MX1 championship round five results:

1 Conrad Mewse Crendon Fastrack Honda 50
2 Josh Gilbert Crendon Fastrack Honda 42
3 Harri Kullas 40
4 Evgeny Bobryshev 38
5 Tommy Searle 29
6 John Adamson 29
7 Tristan Purdon 28
8 Ivo Monticelli 27
9 Ashton Dickinson 25
10 Jason Meara 21

Championship points:

1 Conrad Mewse Crendon Fastrack Honda 208
2 Harri Kullas 191
3 Josh Gilbert Crendon Fastrack Honda 189
4 Evgeny Bobryshev 114
5 Ashton Dickinson 105
6 Tristan Purdon 105
7 John Adamson 96
8 Brad Todd 92
9 James Carpenter 88
10 Tommy Searle 85

The new 22YM CRF250R and CRF250RX headline the latest tranche of updates to Honda’s multi championship winning off-road family.

Following updates to the 22YM CRF450R and CRF450RX that saw both bikes receive suspension refinements to further build on their 21YM ground-up ‘Razor Sharp Cornering’ redesign, the 22YM CRF250R and CRF250RX inherit several of their bigger siblings’ recent technical advancements to make it easier for riders of all levels to go consistently faster for longer, lap after lap.

The 22YM CRF250R now uses the multi MXGP championship-winning frame and swing arm from the 21YM CRF450R, receives extensive engine upgrades, a new 9 plate clutch, revised suspension and benefits from a 3kg weight saving.

The 22YM models’ engines benefit from extensive revisions to both intake and exhaust efficiency, including a larger airbox, re-angled fuel injectors, revised valve timings, ‘straight down’ exhaust port and new lighter single exhaust. Drive is delivered via a new 9 plate clutch developed to improve both endurance and feel (with a lighter lever action) and the power is transmitted through revised gear ratios. The overall effect of the engine changes are a 10% improvement in top power and 15% more mid-range torque, enhancing both top speeds and low to mid range drive.

The new frame and swingarm as found on the current CRF450R, which has taken Tim Gajser to back-to-back MXGP Championships in 2019 and 2020, has its rigidity balance and geometry optimised and is supported by new re-valved Showa suspension to enhance cornering ability and handling.

All the bodywork is new. Designed with Computational Flow Dynamics, the radiator shrouds are now made from a single piece of plastic and feature a new lower vent to improve airflow to the radiator. The new seat is shorter, lighter and 10mm lower at the rear to improve rider freedom and movement.

The 22YM CRF250RX benefits from all the same updates as its motocross sibling, but features a unique ECU fuel injection mapping for improved enduro performance, an 8L plastic fuel tank, instead of the CRF250R’s 6.3L titanium tank, a forged aluminium sidestand and the inclusion of new knuckle guards as standard.

CRF250R

The goal for the 2022 CRF250R design team was ambitious, and to achieve the latest racing evolution, Honda’s engineers focused their efforts on making the model quicker, stronger and lighter, by boosting engine performance, increasing toughness and cutting weight.

Specifically, the redesigned engine produces more low-rpm torque without sacrificing usable top-end power, resulting in a broader powerband.

Significant weight savings was achieved through updates to the chassis, which also boasts improved ergonomics while preserving the handling prowess of its predecessor. That, along with the redesigned exhaust system and additional weight savings on numerous individual components, results in a substantial reduction of 8 pounds for the 2022 CRF250R to 229 pounds.

Much of the weight saving on the 2022 CRF250 was due to the fact Honda got rid of the twice mufflers going back to one. 

Finally, improved durability was accomplished by thoroughly reexamining the engine, its cooling system and the drive components, while notable enhancements were also made to the clutch.

ENGINE / DRIVETRAIN | 2022 HONDA CRF250

Improvements to the CRF250’s 249cc liquid-cooled, single-cylinder, double-overhead camshaft four-valve engine design achieve even greater performance and durability. Significantly, low rpm torque is improved through modification of the air intake, revisions to the valve timing and a straightened exhaust port. The changes result in a 20% increase in power at 6500 rpm, while strong top-end power is retained.

INTAKE
Changing the shape of the airbox has increased its capacity by 78%, primarily on the clean side of the air filter. The fuel injector’s lean angle is increased from 30 to 60 degrees, enabling the spray to reach all the way to the back of the butterfly, and the throttle bore is 44mm. Together these changes better cool the intake charge, improving air-intake efficiency and torque at low revs. An added benefit of the airbox redesign is improved serviceability of the air filter, with a spring-loaded clip replacing the previous threaded design.

The CRF250’s updated intake track. 

HEAD
Changes to the four-valve cylinder head are numerous. Titanium 33 mm intake and 26 mm exhaust valves are once again utilized, but now the intake valves feature dual springs (one inside the other) to ensure precise movement at higher revs. The intake camshaft sprocket is now press-fit, which improves valve-timing accuracy while reducing weight.

Inside the updated CRF250 engine. 

The camshaft holder has a more rigid design that maintains camshaft-journal roundness, contributing to timing accuracy and reduced friction at higher rpm. Valve action at higher revs has been further improved through redesign of the rocker-arm shaft’s alignment. Also, durability at higher engine speeds was enhanced by revising the camshaft’s oil supply journal, increasing flow by 80%. Oil volume to the cylinder head has also been increased, through a change to the ratio of the oil pump’s driven gear.

Updated valve system. 

Carrying over from 2021, the bore and stroke are 79.0mm and 50.9mm, respectively, and the compression ratio is 13.9:1 To take advantage of the numerous cylinder-head improvements, the shapes of the piston and connecting rod have been modified to improve durability at high revs. Also, the water pump gear is thicker to increase strength.

EXHAUST
The exhaust system now utilizes a single straight exhaust port, which improves torque and low-rpm drivability. The single muffler has internal baffling that is optimized for torque delivery, and it contributes to a weight reduction from the previous dual-muffler design. The single exhaust header is now routed 74mm closer to the engine on the right side, while the left header and muffler have been eliminated, resulting in a narrower cross-section and improved rider mobility.

ELECTRONICS
In order to fully realize the engine’s performance potential, the ECU provides all-new mapping to supply the optimum air/fuel mixture and ignition timing at all throttle positions and engine speeds. HRC-inspired launch control facilitates consistent holeshots.

CLUTCH
Getting all the power to the rear wheel reliably required a redesign of the clutch assembly. The clutch pack now has nine discs instead of eight, which increases the amount of disc friction material and lowers the load on the individual discs. The clutch basket is made more rigid for added durability, an additional friction spring reduces spring load, and lubrication is optimized to reduce wear. The primary ratio is now lower (3.047 vs. 3.473), and lubrication is optimized, improving clutch endurance by 21%. In addition, clutch-engagement feel is enhanced, and lever pull is 4% lighter.

The clutch pack now has nine discs instead of eight. 

TRANSMISSION
Inside the five-speed gearbox, changes were made to reduce friction and improve feel when making up- and downshifts between second and third gears—a very common operation on a 250 motocrosser. Only one shift fork is operated to execute this gear-change (rather than two, as before), the countershaft has improved rigidity, and the shift drum is now 17 percent lighter thanks to a larger through hole and reduction of the number of lead grooves, from three to two.

The improvement results in better gear-shifting feel for the rider, and gear ratios are changed to better utilize the newfound engine power in the low and middle rpm ranges, with first and third being useable across broader speed ranges.

CHASSIS / SUSPENSION | 2022 HONDA CRF250

For Honda’s engineers, improving upon the previous CRF250R generation’s exemplary handling was a significant task, as the frame was already known for delivering reliable tracking, precise turning, exemplary straight-line stability and overall rideability. The goals were to ensure that the engine’s newfound power would not upset these traits, and to reduce the overall weight of the machine to facilitate increased maneuverability.

FRAME / SUBFRAME
The aluminum frame is 1.5 pounds lighter for 2022, drawing heavily from the CRF450R. Updates include widely curved main spars with smaller cross-sections, plus optimized rib placement in the backs of the pivot plates. Longitudinal rigidity is maintained for straight-line stability, while lateral rigidity is reduced by 20 percent to enhance handling feel when cornering.

The subframe features a simplified design that enabled the elimination of a separate seat support, achieving a weight reduction of 0.7 pounds.

SUSPENSION
The coil-spring Showa fork is a 49mm fully adjustable leading-axle, inverted telescopic design with 12.2 inches of stroke. The upper and lower triple clamps have been redesigned, with rigidity rebalanced via updated reinforcement ribs, delivering increased flex for improved handling and feel through a corner. Traction and bump-impact performance are better as well, and the bike has an agile corner approach, with sharp handling characteristics.

The Pro-Link rear-suspension system has a revised ratio and uses a Showa shock absorber whose shape has been adapted to work with the new frame, with adjusters moved from the left side to the right. Rear travel is 12.3 inches. An ultra-light steel shock spring contributes to the shock being .24 pounds lighter than last year’s component. The swingarm is also narrower, providing increased clearance in ruts, with rebalanced rigidity tuned to match the frame and improve rear traction and cornering.

WHEELS
The black D.I.D rims (21-inch front, 19-inch rear) deliver durable performance and good looks. Petal-style brake rotors (260 mm front, 240 mm rear) disperse heat.

The 2022 CRF250R comes with Pirelli Scorpion MX32 tires, which are ideal for soft and intermediate terrain, and which offer an appropriate amount of sidewall flex for a 250 motocrosser.

DESIGN
Rider-active design is a key feature of the 2022 CRF250, which inherits many of the design features of the CRF450. The right and left side panels are 20mm and 50mm more inboard, respectively, for a 70mm narrower cross section at the rear, and the rear portion of the seat is 10mm lower for a flatter layout. The radiator shroud-side panel junction is smoother as well. These user-friendly ergonomic changes permit the rider to more easily adjust body position when cornering, accelerating, jumping and braking.

The radiator shrouds are new, and each is produced in a single piece instead of two separate parts. Cooling the 2022 CRF250R engine is crucial to maintaining its increased performance and overall durability. Computational Fluid Dynamics (CFD) were used to design air-outlet vents in the shrouds, and the radiator grills were redesigned, optimizing the number of fins, as well as their angle. The radiators’ area of heat radiation was also increased by 6%.

Whereas the seat was previously installed by sliding it forward onto the subframe and then securing it at the rear, the new seat base has rearward-facing tongues and front-located mounting tabs. This arrangement eases installation, and acceleration forces keep the seat securely in place. The 1.7-gallon fuel tank is once again made of lightweight titanium but has a new design, and the plastic tank cover has been eliminated.

Engineers looked for and capitalized on every opportunity to cut weight for improved handling. For example, only eight fasteners are used to secure all of the main bodywork components—both radiator shrouds, both side plates and the seat—instead of 12 as before. In addition, all of the bolts for the main bodywork parts now have 8 mm heads, simplifying maintenance.

As before, the Renthal Fatbar handlebar is held by a clamp that can be turned 180º; because the clamp itself has two mounting locations, there are four possible mounting positions for the handlebar, through a range of 26mm.

2022 HONDA CRF250 SPECS

This just might be one of the most expensive Hondas you can buy, just because of the stickers on it. It’s a stock 2020 CRF250R, with a price tag of $10,000. So that’s a cool $2000 more than an identical stock Honda, which is exactly what the bike is. Apart from a sticker kit and seat cover with top streetwear brand Supreme lavished all over it. And red brake and clutch master cylinder covers. But that’s only the start of the story.

The thing is, you can’t actually buy one unless you’re an important social media influencer who has been lucky enough to be invited to purchase this “track-ready collectible”. So it’s not a dirt bike, but a collectible fashion item. Supreme didn’t put the bikes on their websites for sale, it was invitation only and the machine was only available in some of its flagship U.S. stores. You pay Supreme and a local Honda delivers it to you. There was talk of only a handful of bikes, believed to be around 17 in total. A handful were sold to a few special influencers for a cool $10,000, whole the rest were sold to special customers for $17,000.

That means lots of Supreme-crazy fashionistas have been going mad trying to buy the ridiculously over-priced status symbol, with prices being banded around of $30,000-$40,000. That means if you are lucky enough to have one, you can ask the fashonista suckers for a big premium to sell it to them. Former HRC racer Cole Seely has one, but it’s not for sale. Well, not yet anyway. It might be now he’s switched to KTM!

If you can’t afford the bike, then Supreme is doing a collaboration with Fox and Honda to sell a full range of MX kit specially designed for Supreme with their logo on it. If you want to buy any, better rush as it’ll sell out in minutes as all exclusive Supreme kit does. To non-MX riders, of course.

Buildbase Honda’s Josh Gilbert is a master of the hard pack and gives his top tips for success.

The Expert Championship class featured a strong line up of local and National riders. In the opening race Declan Whittle grabbed the early lead but Lewis Tombs quickly worked his way into the lead and started to open a comfortable margin of victory. Behind him young Sam Nunn moved into second ahead of Luke Benstead, Ashton Dickinson and Calum Mitchell making up the top 5.

In the second race Tombs took the lead from the start and never looked back as he charged to another race win ahead of Ashton Dickinson and Tom Grimshaw. Fourth place went to Luke Benstead who recovered from a poor start outside the top 15 and finish ahead of fast starting Declan Whittle.

The third and final Expert race saw Tombs take another start to finish race win and even a small crash towards the end couldn’t stop him from taking a hat-trick is wins on the day. Ashton Dickinson rode well to claim second with Sam Nunn, Luke Benstead and Tom Grimshaw rounding out the top 5.

In the first Junior Championship race it saw Danial Sultana take the first race win in the restarted race ahead of Jack Youngs and Max Bickers in third with William Farrow and Kane Fisher in fourth and fifth.

The second race saw Jack Youngs leading but a crash dropped him down the order and allowed Thomas Hardcastle to take the win over Max Bickers and William Farrow, Kane Fisher finished fourth ahead of Youngs.

In the final race Youngs righted his errors from earlier and took the race win with Farrow in second and Ryan Powley in third. Fisher took fourth over Sultana in fifth. Youngs win gave him the overall and the championship lead.

In the Junior B group it was Billy Middleton who took the overall win with a fourth and two race wins ahead of Robbie Pearmain in second overall and Andrew Cattermole in third. Mark Goodson and Tom Mustard took fourth and fifth.

The Junior C group Thomas Clarkson took the overall win ahead of Karl Sturman in second and Luke Clifton. Ryan Bailey claimed fourth and Travis Field finished fifth after a crash in the final race dropped him out of the possible overall win.

Junior D group saw Robert Hayden take two wins on the way to the overall over Samuel Cook and Liam Bedford. Craig Page-Baker and Zachary Squirrell rounded out the top 5. Words and pics by Image Rich Media

Results

Expert

Race 1

1 Lewis Tombs

2 Sam Nunn

3 Luke Benstead

4 Ashton Dickinson

5 Calum Mitchell

Race 2

1 Lewis Tombs

2 Ashton Dickinson

3 Tom Grimshaw

4 Luke Benstead

5 Declan Whittle

Race 3

1 Lewis Tombs

2 Ashton Dickinson

3 Sam Nunn

4 Luke Benstead

5 Tom Grimshaw

Overall

1 Lewis Tombs

2 Ashton Dickinson

3 Luke Benstead

4 Tom Grimshaw

5 Sam Nunn

Junior Championship

Race 1

1 Daniel Sultana

2 Jack Youngs

3 Max Bickers

4 William Farrow

5 Kane Fisher

Race 2

1 Thomas Hardcastle

2 Max Bickers

3 William Farrow

4 Kane Fisher

5 Jack Youngs

Race 3

1 Jack Youngs

2 William Youngs

3 Ryan Powley

4 Kane Fisher

5 Daniel Sultana

Overall

1 Jack Youngs

2 William Farrow

3 Max Bickers

4 Daniel Sultana

5 Kane Fisher

Junior B

Overall

1 Billy Middleton

2 Robbie Pearmain

3 Andrew Cattermole

4 Mark Goodson

5 Thomas Mustard

Junior C

Overall

1 Thomas Clarkson

2 Karl Sturman

3 Luke Clifton

4 Ryan Bailey

5 Travis Field

Junior D

Overall

1 Robert Hayden

2 Samuel Cook

3 Liam Bedford

4 Craig Page-Baker

5 Zachary Squirrell

What lies ahead for Cole Seely as he explains what the future holds.