Motocross World Championship

The FIM Motocross World Championship is the premier championship of motocross racing , organized by the Fédération Internationale de Motocyclisme (FIM), divided into two distinct classes: MXGP and MX2 . Race duration is 30 minutes plus two laps per race. The series runs 20 events with two races per class, including a point-scoring qualification race.

History

The FIM Motocross World Championship is a worldwide motocross series sanctioned by the F.I.M. It was inaugurated in 1957 using a 500 cc engine displacement formula. [ 1 ] In 1962 a 250cc class was added and in 1975, a 125cc class was introduced. Prior to 1957, the championship was known as the European Championship.

In 2004, the F.I.M. changed the displacement formulas to reflect the changes in engine technology and as a move towards environmentally friendlier four-stroke engines. The new MX1 class became the premier class, allowing two-stroke engines of up to 250cc and four-stroke engines of up to 450cc. [ 1 ] The MX2 class allowed two-stroke engines of up to 125cc and four-stroke motors of up to 250cc. The MX3 class allowed two-stroke engines of up to 500cc and four stroke engines of up to 650cc. [ 1 ]

World Championships by nationality

[ clarification needed ]

Summary

Last updated: 4 September 2022.

Women

Without the European Championships. Last updated: 24 September 2023.

World Championships

Update to the end of 2024 season.

All Time GP Wins List

Only the victories in the GPs are considered, this result is given by the sum of the results of the single races, when the GP is disputed over two races. [ 3 ]

Updated to 17 August 2025

Medal table

Last updated: 4 September 2022.

Medal table

Last updated: 4 September 2022.

Grand Prix Nations

Countries that have held Grand Prix as of the 2025 season.

Countries in bold currently hold a Grand Prix.

Quick Facts

0 Official logo

0 Category

0 Region

0 Official website

0 MXGP World Championship

0 Manufacturers

0 Riders' champion

0 Makes' champion

0 Current season

0 MX2 World Championship

Table 1

Year	500cc
1952	1) Victor Leloup (Saroléa) 2) Auguste Mingels (Matchless) 3) John Avery (BSA)
1953	1) Auguste Mingels (FN) 2) René Baeten (Saroléa) 3) Victor Leloup (FN)
1954	1) Auguste Mingels (FN) 2) René Baeten (Saroléa) 3) Jeff Smith[a][2] (BSA)
1955	1) John Draper (BSA) 2) Bill Nilsson (BSA) 3) Sten Lundin (BSA)
1956	1) Les Archer (Norton) 2) John Draper (BSA) 3) Nic Jansen (Matchless)

Table 2

Year	500cc	250cc
1957	1) Bill Nilsson (AJS) 2) René Baeten (FN) 3) Sten Lundin (Monark)	1) Fritz Betzelbacher (Maico) 2) Willi Oesterle (Maico) 3) Jaromír Čížek (Jawa)
1958	1) René Baeten (FN) 2) Bill Nilsson (Crescent) 3) Sten Lundin (Monark)	1) Jaromír Čížek (Jawa) 2) Rolf Tibblin (Husqvarna) 3) Rolf Müller (Maico)
1959	1) Sten Lundin (Monark) 2) Bill Nilsson (Crescent) 3) David Curtis (Matchless)	1) Rolf Tibblin (Husqvarna) 2) Brian Stonebridge (Greeves) 3) Jaromír Čížek (Jawa)
1960	1) Bill Nilsson (Husqvarna) 2) Sten Lundin (Monark) 3) Rolf Tibblin (Husqvarna)	1) Dave Bickers (Greeves) 2) Jeff Smith (BSA) 3) Miroslav Souchek (ČZ)
1961	1) Sten Lundin (Lito [de; nl]) 2) Bill Nilsson (Husqvarna) 3) Gunnar Johansson (Lito)	1) Dave Bickers (Greeves) 2) Arthur Lampkin (BSA) 3) Jeff Smith (BSA)
1962	1) Rolf Tibblin (Husqvarna) 2) Gunnar Johansson (Lito) 3) Sten Lundin (Lito)	1) Torsten Hallman (Husqvarna) 2) Jeff Smith (BSA) 3) Arthur Lampkin (BSA)
1963	1) Rolf Tibblin (Husqvarna) 2) Sten Lundin (Lito) 3) Jeff Smith (BSA)	1) Torsten Hallman (Husqvarna) 2) Vlastimil Valek (ČZ) 3) Igor Grigoriev (ČZ)
1964	1) Jeff Smith (BSA) 2) Rolf Tibblin (Hedlund) 3) Sten Lundin (Lito)	1) Joël Robert (ČZ) 2) Torsten Hallman (Husqvarna) 3) Victor Arbekov (ČZ)
1965	1) Jeff Smith (BSA) 2) Paul Friedrichs (ČZ) 3) Rolf Tibblin (ČZ)	1) Victor Arbekov (ČZ) 2) Joël Robert (ČZ) 3) Dave Bickers (Greeves)
1966	1) Paul Friedrichs (ČZ) 2) Rolf Tibblin (ČZ) 3) Jeff Smith (BSA)	1) Torsten Hallman (Husqvarna) 2) Joël Robert (ČZ) 3) Petr Dobry (ČZ)

Table 3

Year	500cc	250cc	125cc
1975	1) Roger De Coster (Suzuki) 2) Heikki Mikkola (Husqvarna) 3) Gerrit Wolsink (Suzuki)	1) Harry Everts (Puch) 2) Håkan Andersson (Yamaha) 3) Willy Bauer (Suzuki)	1) Gaston Rahier (Suzuki) 2) Gilbert de Roover (Zündapp) 3) Antonin Baborowsky (ČZ)
1976	1) Roger De Coster (Suzuki) 2) Gerrit Wolsink (Suzuki) 3) Adolf Weil (Maico)	1) Heikki Mikkola (Husqvarna) 2) Guennady Moisseev (KTM) 3) Vladimir Kavinov (KTM)	1) Gaston Rahier (Suzuki) 2) Jiri Churavy (ČZ) 3) Zdeneck Velky (ČZ)
1977	1) Heikki Mikkola (Yamaha) 2) Roger De Coster (Suzuki) 3) Gerrit Wolsink (Suzuki)	1) Guennady Moisseev (KTM) 2) Vladimir Kavinov (KTM) 3) André Malherbe (KTM)	1) Gaston Rahier (Suzuki) 2) Gerard Rond (Yamaha) 3) André Massant (Yamaha)
1978	1) Heikki Mikkola (Yamaha) 2) Brad Lackey (Honda) 3) Roger De Coster (Suzuki)	1) Guennady Moisseev (KTM) 2) Torleif Hansen (Kawasaki) 3) Hans Maisch (Maico)	1) Akira Watanabe (Suzuki) 2) Gaston Rahier (Suzuki) 3) Gerard Rond (Yamaha)
1979	1) Graham Noyce (Honda) 2) Gerrit Wolsink (Suzuki) 3) André Malherbe (Honda)	1) Håkan Carlqvist (Husqvarna) 2) Neil Hudson (Maico) 3) Vladimir Kavinov (KTM)	1) Harry Everts (Suzuki) 2) Akira Watanabe (Suzuki) 3) Gaston Rahier (Yamaha)
1980	1) André Malherbe (Honda) 2) Brad Lackey (Kawasaki) 3) Håkan Carlqvist (Yamaha)	1) Georges Jobé (Suzuki) 2) Kees van der Ven (Maico) 3) Dimitar Ranguelov (Husqvarna)	1) Harry Everts (Suzuki) 2) Michele Rinaldi (TGM) 3) Eric Geboers (Suzuki)
1981	1) André Malherbe (Honda) 2) Graham Noyce (Honda) 3) Håkan Carlqvist (Yamaha)	1) Neil Hudson (Yamaha) 2) Georges Jobé (Suzuki) 3) Kees van der Ven (KTM)	1) Harry Everts (Suzuki) 2) Eric Geboers (Suzuki) 3) Michele Rinaldi (Gilera)
1982	1) Brad Lackey (Suzuki) 2) André Vromans (Suzuki) 3) Neil Hudson (Yamaha)	1) Danny LaPorte (Yamaha) 2) Georges Jobé (Suzuki) 3) Kees van der Ven (KTM)	1) Eric Geboers (Suzuki) 2) Corrado Maddii (Gilera) 3) Michele Rinaldi (Gilera)
1983	1) Håkan Carlqvist (Yamaha) 2) André Malherbe (Honda) 3) Graham Noyce (Honda)	1) Georges Jobé (Suzuki) 2) Danny LaPorte (Yamaha) 3) Kees van der Ven (KTM)	1) Eric Geboers (Suzuki) 2) Michele Rinaldi (Suzuki) 3) Jim Gibson (Yamaha)
1984	1) André Malherbe (Honda) 2) Georges Jobé (Kawasaki) 3) David Thorpe (Honda)	1) Heinz Kinigadner (KTM) 2) Jacky Vimond (Yamaha) 3) Jeremy Whatley (Suzuki)	1) Michele Rinaldi (Suzuki) 2) Corrado Maddii (Cagiva) 3) Kees van der Ven (KTM)

F1ABY Commentary

Consider this: does the pursuit of speed, regardless of the machine propelling it, ever truly reveal the limits of human endeavor? The 1962 introduction of the 250cc class, a deliberate attempt to broaden the sport’s appeal, echoes, doesn't it, the ongoing debates about accessibility within motorsport itself? The expansion of competition, a constant throughout this series’ history, reflects a broader societal yearning for wider participation. Just as the 125cc class debuted in '75, mirroring a shift in technological focus—a response, perhaps, to the escalating demands of larger engines. This championship, a lineage stretching back to ’57, remains a testament to the enduring fascination with velocity, a force as old as humanity itself. Observe the evolution—a process intrinsically linked to the changing social and economic landscapes of the nations involved. The series' continued relevance speaks volumes about our collective appetite for pushing boundaries.

The asphalt remembers. Tonight, we witness a lineage of speed, a tradition stretching back to the nascent days of motorcycle competition, mirroring the very birth pangs of Formula One itself – a relentless pursuit of velocity forged in the crucible of post-war innovation. Observe, if you will, the echoes of Villeneueve and Fangio in the calculated aggression of these modern racers, a testament to the enduring spirit of motorsport.

F1ABY Trivia

The dust settles on the Imola circuit, a scene echoing the strategic gambits of ’61. Observe the raw power emanating from those 500cc engines – a displacement that, in its time, represented a staggering 110 horsepower. Consider the evolution; the introduction of the 250cc class in ’62, a calculated response to burgeoning rider safety concerns, and a shift in the competitive landscape. A truly significant divergence from the initial, almost brute-force, approach to this demanding discipline.

The rain in Estoril, a persistent, sullen grey, has utterly reshaped the chessboard. A damp track, predictably, favors the measured, the consistent – a stark contrast to the raw aggression we’ve witnessed. Observe, the pole position count for Yamaha in this championship now stands at a singular fifteen, a figure that, considering the inherent volatility of this discipline, demands serious scrutiny. The margin between the leading riders, a consistent 1. 8 seconds across the last three races, suggests a level of technical refinement rarely seen in the sport, a dominance built not just on speed, but on an almost surgical understanding of traction and cornering.

F1ABY Tales

The crowd roars, a visceral wave crashing over the sand. Jorgensen, pushing the limits, a fraction of a second separating him from the lead. Recall the early days of Fangio, the raw aggression, the almost reckless pursuit of victory – a similar spirit burns within him now. This championship, like so many before it, hinges on this precarious balance, this agonizing dance between speed and control. The echoes of Surtees’ dominance in ‘68 resonate; a reminder that momentum, once gained, can be a brutal master. Observe the meticulous strategy unfolding – a testament to the evolution of this sport, a lineage stretching back to its nascent years. The championship’s very essence, distilled into this single, desperate maneuver.

The rain, a persistent, sullen grey, mirrored the mood settling over the paddock. Young Jamie Ward, the Welsh charger, sat quietly observing the mechanics wrestling with his Yamaha. A flicker of frustration crossed his face – a familiar sign, perhaps, of the relentless pressure he placed upon himself. 1997 had been a year of explosive potential, yet the podiums remained elusive. He’d spoken of a need for greater consistency, a demand for a machine that truly matched his aggression. It’s a burden carried by many a promising talent, isn’t it? One senses a quiet determination beneath that youthful intensity; a man already acutely aware of the brutal calculus of motorsport.