Sidecar World Championship
The FIM Sidecar World Championship is the premier global series for sidecar motorcycle road racing, organized and sanctioned by the Fédération Internationale de Motocyclisme (FIM).[1] It features specialized three-wheeled outfits crewed by a driver and a passenger, competing on established circuit tracks in high-speed races that emphasize precise coordination and unique vehicle dynamics.[2] As the sole remaining original FIM road racing Grand Prix class, the championship has run continuously since its establishment in 1949, showcasing evolution in motorcycle technology and team strategy over seven decades.[3] The series originated as part of the post-World War II revival of international motorcycle racing, quickly becoming a staple of the Grand Prix calendar with events held primarily in Europe.[4] Early competitions used 500cc or 600cc engines, but technical regulations have modernized to include 600cc four-stroke power units since 2017, promoting cost-effectiveness and broader participation while maintaining the outfit's distinctive asymmetric design for optimal handling.[5] Each season typically comprises seven rounds across multiple countries, with points awarded based on results from two races per event—a shorter sprint race and a longer feature race—culminating in titles for both driver and passenger categories.[6] Notable for its demands on teamwork, the championship highlights the passenger's critical role in weight shifting to aid cornering and stability, setting it apart from solo motorcycle classes.[2] British crews have historically excelled, securing 34 world titles since 1949, though recent years have seen strong performances from international teams, including back-to-back 2024 and 2025 champions Harrison Payne and Kevin Rousseau.[3][7][8] The 2025 season featured seven events in six nations, from Le Mans to Oschersleben, underscoring the series' enduring appeal and role in promoting circuit racing innovation.[9][10]History
Origins and Early Competitions (1949–1969)
The Fédération Internationale de Motocycliste (FIM) established the Sidecar World Championship in 1949 as the premier sidecar racing class within its new Grand Prix road racing series, running alongside solo motorcycle categories to promote international competition in the post-World War II era.[11] This inaugural season featured six rounds across Europe, with engines limited to 600cc, marking the class's integration into the FIM's global framework for standardized motorcycle racing.[12] Eric Oliver and passenger Denis Jenkinson claimed the first title on a Norton Watsonian outfit, securing two victories amid British dominance in the early years using reliable Norton Manx machines tuned for sidecar use.[13] Swiss and German teams soon challenged this lead, particularly with Gilera-powered entries in the 1950s before BMW's flat-twin engines became prevalent, exemplified by Wilhelm Noll and Fritz Cron's 1954 championship win on a BMW RS after triumphs including the German Grand Prix at Solitude.[12] Pioneers like Oliver innovated early, transitioning from traditional "chair-pusher" setups—where the passenger aided cornering by pushing the sidecar—to more integrated designs by the mid-1950s, such as his 1953 "kneeler" configuration with a rigid frame, smaller wheels, and semi-reclined passenger positioning for better aerodynamics and speed.[13] Key events included the Ulster Grand Prix at Dundrod Circuit, which hosted sidecar rounds from 1949 to 1971 as part of the World Championship calendar, alongside circuits like the Isle of Man TT and European venues such as Assen and Spa-Francorchamps.[14] The class faced significant post-war challenges, including material shortages that limited bike production and repairs, compounded by inconsistent national regulations across Europe that the FIM worked to harmonize, notably standardizing engine capacity to 500cc in 1951 for greater parity.[15] By 1952, these efforts had unified technical specs, enabling more competitive fields despite ongoing economic constraints.[13] Over the 1950s, the championship typically comprised 5–7 rounds per season, totaling around 60 events in the decade, with point systems evolving from an initial top-five allocation plus fastest lap bonus (10-8-4-2-1 +1) to a simplified 8-6-4-3-2-1 format before 1956, emphasizing consistency across fewer counting races.[12] BMW's engineering prowess propelled German and Swiss outfits to 14 consecutive titles from 1954 to 1967, highlighting the class's growth into a technically sophisticated discipline by the late 1960s.[13]Technological and Regulatory Evolution (1970–1999)
During the 1970s, the Sidecar World Championship underwent a significant technological shift with the adoption of 500cc two-stroke engines, drawing inspiration from advancements in the solo Grand Prix classes.[16] This transition facilitated the development of Long Chassis Rigging (LCR) designs, exemplified by outfits from manufacturers like LCR and Windle, which emphasized extended frames for improved stability and handling at high speeds.[16][17] These innovations allowed teams to achieve greater power outputs, with engines like the König 500cc two-stroke debuting in LCR sidecars as early as 1976, marking the onset of the two-stroke dominance that enhanced performance but also intensified competitive demands.[16] A pivotal innovation came in 1975 when Rolf Biland introduced the monocoque chassis on his Seymaz outfit, revolutionizing structural integrity by integrating the frame and bodywork to better distribute the sidecar's asymmetric loads.[18] Building on this, the 1980s saw further refinements, including aerodynamic fairings that reduced drag and adjustable suspension systems adopting car-like components for precise tuning to track conditions.[19] These developments contributed to faster lap times and more agile cornering, though they prompted regulatory scrutiny from the Fédération Internationale de Motocyclisme (FIM). Regulatory changes shaped the era profoundly, with the FIM banning experimental prototypes in 1980 to curb radical design divergences and ensure safety amid evolving chassis and engine technologies.[11] The 500cc limit remained in place until 1997, fostering a more unified field of two-stroke machinery. Complementing this, the points system was updated in 1992 to award 20-17-15-13-11-10-9-8-7-6-5-4-3-2-1 to the top 15 finishers, extending rewards to more competitors and heightening season-long battles.[20] Swiss-Italian collaborations emerged as dominant forces, particularly the pairing of Rolf Biland and passenger Kurt Waltisperg, who secured consecutive titles from 1983 to 1985 aboard Yamaha-powered LCR outfits, leveraging the monocoque design for superior rigidity and speed.[19] Their success highlighted the effectiveness of these Swiss-engineered frames, which combined with tuned two-stroke engines to deliver consistent podium results across European circuits. By the 1990s, escalating costs associated with advanced materials, engine tuning, and travel logistics led to declining entries, straining the series' viability within the broader Grand Prix framework.[11] In response, regulations were updated in 1997 to allow 1000cc four-stroke engines alongside 500cc two-strokes to lower expenses and attract new manufacturers, though two-strokes persisted until the full transition to 600cc four-strokes in 2017.[12][2]Modern Challenges and Adaptations (2000–present)
In the early 2000s, the FIM Sidecar World Championship experienced a period of decline, with the number of rounds reducing from 11 in 2000 to 8 in 2005 amid rising operational costs and ongoing safety concerns in the discipline.[21][22] This contraction reflected broader challenges in maintaining participant numbers and promoter interest, leading to a temporary shift away from full world championship status in favor of a World Cup format during 1997–2000 and 2004.[12] In 2002, the series was rebranded as Superside and integrated as a support class to the Superbike World Championship, serving as a short-lived alternative organized by external promoters before the FIM resumed direct oversight.[23] Key adaptations in the following decade helped stabilize the championship. In 2010, the FIM assumed full management of the series from the previous Superside promoters, restoring its status as the official FIM Sidecar World Championship and enabling better alignment with international road racing calendars.[24] To encourage broader participation and reduce costs, regulations were updated in 2017 to limit engines to 600cc four-stroke, four-cylinder units homologated for Supersport or Superstock classes, a change aimed at attracting teams from national series.[5] These four-stroke engines, compliant with FIM fuel standards for unleaded petrol, emphasized reliability and accessibility over high-performance tuning.[5] The COVID-19 pandemic further disrupted the championship, with the entire 2020 season cancelled and the 2021 calendar shortened to seven rounds across Europe. Despite these setbacks, the series saw a resurgence in the mid-2020s, with increased entries reflecting renewed interest, particularly from British teams. In 2023 and 2024, British dominance was evident, highlighted by Todd Ellis and Emmanuelle Clément securing back-to-back titles in 2022 and 2023 before Harrison Payne and Kevin Rousseau claimed the 2024 crown in a dramatic final-round victory at Estoril.[25][26] The 2025 season featured seven rounds across multiple venues, with Payne and Rousseau entering as defending champions. The rounds at Assen in August and September highlighted the growing competitiveness of the field, with Payne and Rousseau maintaining a strong position. Broader efforts to sustain the discipline included integrating sidecar races as support events for the World Superbike Championship at select venues, enhancing visibility and logistics.[27][7] Additionally, the series has promoted gender inclusivity, exemplified by French passenger Emmanuelle Clément becoming one of the few women to win world titles alongside Ellis. As of November 2025, Payne and Rousseau clinched their third consecutive title, continuing the trend of strong British performances.[1]Competition Format
Race Structure and Scoring
The FIM Sidecar World Championship operates on a weekend-based format for each round, typically spanning three days to accommodate practice, qualification, and racing. The schedule begins with arrival, technical scrutineering, and administrative checks on Friday, followed by a minimum 30-minute free practice session and two 20-minute qualifying sessions on Saturday. An optional 10-minute warm-up session occurs on Sunday before the races, allowing teams to fine-tune setups under race conditions.[28] Qualification determines the starting grid for Race 1, with positions assigned based on the fastest lap times from the combined qualifying sessions; riders must record a lap within 115% of the quickest time to qualify fully, or they start from the rear of the grid. Up to 30 sidecars may participate, though the top 15 are eligible for full points. Warm-up laps during practice and the warm-up session are mandatory to ensure proper vehicle configuration before racing.[28] Each round includes two races: a shorter sprint race covering 40–50 km (often 10 laps, lasting approximately 30 minutes) on Saturday afternoon, and a longer main race spanning 70–85 km (typically 16 laps, around 45 minutes) on Sunday. The grid for Race 2 is formed using the finishing order from Race 1, promoting strategic racing in the opener. Race lengths are adjusted per circuit via supplementary regulations to account for track characteristics. If a race is interrupted and not restarted, points are awarded proportionally: half points for less than 50% distance completed, full points for 50% or more.[28][29] Points are allocated per race to the top 15 classified finishers using the scale: 25 for 1st, 20 for 2nd, 16 for 3rd, 13 for 4th, 11 for 5th, 10 for 6th, 9 for 7th, 8 for 8th, 7 for 9th, 6 for 10th, 5 for 11th, 4 for 12th, 3 for 13th, 2 for 14th, and 1 for 15th. The overall Riders' Championship is calculated by summing points from every race across all seven rounds of the season, with no discards. Non-finishers (DNFs) score zero points unless officially classified (e.g., completing over 75% of the race distance).[28] Ties in the final standings are broken by the greatest number of race wins; if unresolved, by the number of second places, then third places, and so forth. Should a tie persist after all positions are compared, the most recent highest-placing result decides the order.[28] Championship events are held on FIM-homologated circuits with a minimum length of 3.5 km, suitable for either clockwise or counterclockwise direction as specified in event regulations. Since 2021, the series has frequently served as a support class to the FIM Superbike World Championship, sharing venues like Assen and Estoril to enhance visibility and logistics.[30][31]Classes, Teams, and Participant Roles
The FIM Sidecar World Championship operates as a single-class series designated as Superside, featuring 600cc four-stroke engines limited to a maximum of four cylinders, a regulation introduced in 2017 to promote broader participation and cost control. No subclasses exist, distinguishing it from earlier eras with separate Formula 1 and Formula 2 categories. Engines must hold FIM homologation as Supersport or Superstock 600cc units from mass-production motorcycles, ensuring standardized performance while allowing modifications within technical limits. Common bases include models like the Yamaha YZF-R6, though full superbike homologation for the complete sidecar outfit is not mandated. Competing teams form a core two-person crew: the driver, who controls the throttle, brakes, and primary steering inputs, and the passenger, who actively manages leaning maneuvers and dynamic weight transfer to optimize cornering stability and prevent overturning. This symbiotic partnership demands precise synchronization, as the passenger's movements counteract the sidecar's inherent instability at high speeds. Mixed-gender teams are fully permitted under FIM rules, and female passengers are prevalent, bringing diverse physical attributes that can enhance agility in weight shifting. Eligibility for participation requires holders of an FIM Sidecar World Championship Licence, issued annually by the competitor's national motorcycle federation upon verification of medical fitness and prior experience. The minimum age limit stands at 18 years for both drivers and passengers, effective from their birthday, with no upper age cap specified beyond general FIM medical guidelines. Teams must submit formal entries, including details of the chassis make and engine specifications, at least two weeks prior to each event via the official FIM registration portal; chassis and engines undergo mandatory technical inspection and sealing by stewards to confirm compliance throughout the season. The passenger's role imposes extraordinary physical demands, necessitating rapid shifts of body weight—often equivalent to 50-70 kg of effective force—while the outfit exceeds 200 km/h to counter centrifugal forces during turns. This acrobatic contribution is vital for maintaining the center of gravity, particularly on circuits with tight corners or elevation changes. A prominent example is Emmanuelle Clément, whose partnership with driver Todd Ellis has secured multiple world titles since 2022, exemplifying how passengers influence race strategy through real-time adjustments to line selection and braking points based on track conditions. Sidecar World Championship teams are predominantly privateer operations, self-funded by riders, sponsors, and personal resources, as factory manufacturer involvement ceased in the 1990s following withdrawals by brands like Honda and Yamaha. This independent structure underscores the sport's grassroots ethos but amplifies logistical challenges, including global travel for seven to eight rounds, equipment maintenance, and crew support, often straining budgets estimated at €200,000 to €500,000 annually for competitive outfits.Technical Specifications
Sidecar Design and Components
The sidecar outfit used in the FIM Sidecar World Championship is a three-wheeled vehicle consisting of a motorcycle component with a single front wheel for steering and propulsion, paired with a sidecar wheel positioned to the side and rear, creating two or three tracks on the ground. The design creates two or three tracks, with the distance between the rear and sidecar wheel tracks regulated between 800 and 1150 mm, and a maximum of 75 mm between the rear and front wheel tracks if three tracks are formed.[2][28] The design emphasizes a rigid, integrated chassis where the sidecar body and wheel are fixed as part of the main frame, with no articulation or relative movement allowed between the motorcycle and sidecar sections to maintain structural integrity during high-speed cornering.[2] The chassis is typically constructed from tubular steel or aluminum frames to balance strength, weight, and flexibility, with titanium prohibited in key structural elements such as the frame, suspensions, steering, handlebars, and wheel spindles; light alloys are also banned for wheel spindles.[2][28] The minimum weight of the outfit is 370 kg fully equipped. Overall dimensions are regulated for fairness and safety, including a maximum width of 1.7 meters (including exhaust), a maximum height of 0.8 meters (or 0.95 meters with air intake), a maximum length of 3.3 meters, and a maximum wheelbase of 2.3 meters; in practice, most competitive outfits feature a wheelbase of approximately 1.6 to 1.7 meters to optimize handling and lean dynamics.[2][28] The sidecar is attached via the unified chassis structure, often incorporating rigging elements that allow the outfit to lean collectively up to around 55 degrees in corners, facilitated by the passenger's body positioning to counterbalance centrifugal forces. The engine centerline must not exceed 160 mm beyond the rear wheel centerline.[2] Power is provided by a four-stroke, four-cylinder engine with a maximum displacement of 600 cc, homologated to FIM Supersport or Superstock 600 specifications (post-2009 homologation), producing up to approximately 120 horsepower while prioritizing reliability and tunability within homologation limits.[2][28] The engine drives only the rear wheel via chain transmission, with no power to the sidecar wheel, and electronic control units (ECUs) may be modified for performance mapping, though supercharging is banned and advanced aids like traction or launch control are prohibited.[2][28] Fuel injection systems are standard on homologated engines, with requirements for protected fuel tanks using safety foam inserts to mitigate fire risks.[2] Aerodynamic features are constrained to prevent excessive downforce, with fairings and bodywork limited to a maximum extension of 400 mm beyond the tire edges and an overall width not exceeding 1.7 meters; spoilers are allowed if integral to the fairing. Ground effect devices that reduce ground clearance below the minimum 65 mm are prohibited for safety reasons.[2] Over time, sidecar designs have evolved from 500 cc two-stroke engines, which dominated until the mid-1990s, to 1000 cc four-stroke engines, and then to the current 600 cc four-stroke configurations since 2017, shifting focus toward durability and cost-effectiveness with top speeds reaching about 220 km/h on straights.[2][28]Safety Regulations and Innovations
Safety in the Sidecar World Championship is governed by the Fédération Internationale de Motocyclisme (FIM), emphasizing protective equipment for riders and passengers, structural safeguards on vehicles, and circuit protocols to mitigate the inherent risks of three-wheeled racing, where high speeds and dynamic weight shifts can lead to ejections or collisions.[5][28] Riders and passengers must wear full leather suits providing complete coverage from neck to ankles, incorporating padding at the knees, elbows, shoulders, and hips to absorb impacts. Leather gloves and boots are required, designed for abrasion resistance to protect against slides on asphalt. A back protector meeting EN1621-2 Level 1 or 2 standards is compulsory, while a chest protector compliant with EN1621-3 is recommended for additional thoracic safeguarding. Helmets must be FIM-homologated under the FRHPhe-01 standard (until 31 December 2025) or FRHPhe-02 standard (from 1 January 2026), ensuring they are in good condition and worn until reaching the pits or parc fermé after sessions. Airbag systems have been mandated across FIM sprint circuit racing championships since 2022, with ongoing tests for integration in the Sidecar World Championship to enhance protection, particularly for passengers during leans or falls.[5][28] Vehicle safety features focus on preventing failures that could endanger competitors or spectators. Fuel tanks must be securely fixed to the chassis, independently protected from ground contact, and equipped with fuel cell foam such as Explosafe® to suppress explosions, along with non-return valves on breather pipes to contain spills. An ignition cut-out system, activated by a non-elastic lanyard attached to the driver, is mandatory to stop the engine in case of separation from the vehicle. Additionally, an oil containment tray constructed to hold, in case of an engine breakdown, at least half of the total oil and/or coolant capacity must be installed beneath the engine to manage leaks during incidents. Technical stewards inspect all sidecars for compliance before sessions, with post-accident vehicles requiring re-inspection.[5] Circuit rules prioritize hazard mitigation through standardized infrastructure and response protocols. Tracks must adhere to FIM circuit standards, including minimum runoff areas at corners to allow deceleration without barriers and tire walls at high-risk sections to absorb impacts from errant sidecars. Red-flag procedures halt sessions immediately for sidecar-specific dangers, such as passenger falls or debris from ejections, requiring all vehicles to return to the pits under marshal guidance. Yellow flags prohibit overtaking in hazardous zones, and a safety car deploys to neutralize races during ongoing threats, maintaining controlled speeds.[32][5] Innovations in sidecar safety have evolved cautiously to balance performance and protection. Electronic throttle-by-wire systems are permitted if equipped with fail-safe mechanisms, while constructors may experiment with materials and designs within regulatory bounds. Data from onboard systems aids post-incident reviews, though advanced aids like full traction control remain restricted to prevent over-reliance. In recent years, the FIM has explored sustainable advancements, including preliminary testing of electric prototypes in affiliated events, aiming to incorporate battery safety features like thermal management to reduce fire risks in crashes.[5] Efforts to address accident risks underscore passenger vulnerability, with ejections posing significant threats due to the open sidecar platform. While comprehensive statistics are limited, FIM protocols emphasize rapid response to such incidents, contributing to a decline in severe outcomes through enhanced gear and track measures. Helmets involved in crashes are retained for forensic analysis to inform future standards.[5]Champions and Legacy
List of World Champions
The FIM Sidecar World Championship has crowned champions annually since its inception in 1949, with a total of 75 seasons completed through 2024. The competition has seen dominance by various nationalities and manufacturers over the decades, reflecting technological shifts and regional strengths in sidecar racing. British teams claimed 4 of the 10 titles in the 1950s, leveraging Norton and early BMW adaptations for superior handling on European circuits. The 1980s marked a Swiss era, highlighted by Rolf Biland's record 7 championships, often aboard LCR-Yamaha outfits that emphasized agility and power delivery. In the 2020s, a British resurgence emerged, with Todd Ellis securing back-to-back titles in 2022 and 2023 on LCR-Yamaha machinery. Among all competitors, Rolf Biland holds the most titles with 7, followed by Steve Webster with 10. The 2025 season is complete, featuring seven events across six nations; Harrison Payne and Kevin Rousseau (LCR-Yamaha) defended their title as champions.[26][7]| Year | Driver | Passenger | Team/Manufacturer | Points |
|---|---|---|---|---|
| 1949 | Eric Oliver | Denis Jenkinson | Norton | 28 |
| 1950 | Eric Oliver | Lorenzo Dobelli | Norton | 24 |
| 1951 | Eric Oliver | Lorenzo Dobelli | Norton | 32 |
| 1952 | Cyril Smith | Bob Clements | Norton | 24 |
| 1953 | Eric Oliver | Stanley Dibben | Norton | 32 |
| 1954 | Wilhelm Noll | Fritz Cron | BMW | 30 |
| 1955 | Willy Faust | Karl Remmert | BMW | 30 |
| 1956 | Wilhelm Noll | Fritz Cron | BMW | 30 |
| 1957 | Fritz Hillebrand | Manfred Grünwald | BMW | 28 |
| 1958 | Walter Schneider | Hans Strauss | BMW | 24 |
| 1959 | Walter Schneider | Hans Strauss | BMW | 28 |
| 1960 | Helmut Fath | Alfred Wohlgemuth | BMW | 38 |
| 1961 | Max Deubel | Emil Hörner | BMW | 30 |
| 1962 | Max Deubel | Emil Hörner | BMW | 30 |
| 1963 | Max Deubel | Emil Hörner | BMW | 22 |
| 1964 | Max Deubel | Emil Hörner | BMW | 28 |
| 1965 | Fritz Scheidegger | John Robinson | BMW | 32 |
| 1966 | Fritz Scheidegger | John Robinson | BMW | 24 |
| 1967 | Klaus Enders | Rolf Engelhardt | BMW | 40 |
| 1968 | Helmut Fath | Wolfgang Kalauch | URS | 27 |
| 1969 | Klaus Enders | Rolf Engelhardt | BMW | 60 |
| 1970 | Klaus Enders | Rolf Engelhardt | BMW | 75 |
| 1971 | Horst Owesle | Julius Kremer | Münch-URS | 69 |
| 1972 | Klaus Enders | Rolf Engelhardt | BMW | 72 |
| 1973 | Klaus Enders | Rolf Engelhardt | BMW | 75 |
| 1974 | Klaus Enders | Rolf Engelhardt | Busch-BMW | 66 |
| 1975 | Rolf Steinhausen | Joseph Hüber | Busch-König | 57 |
| 1976 | Rolf Steinhausen | Joseph Hüber | Busch-König | 65 |
| 1977 | George O'Dell | Kenneth Arthur | Seymaz-Yamaha | 64 |
| 1978 | Rolf Biland | Kenny Williams | TTM-Yamaha | 79 |
| 1979 | Rolf Biland | Kurt Waltisperg | Schmid-Yamaha | 67 |
| 1980 | Jock Taylor | Benga Johansson | Windle-Yamaha | 94 |
| 1981 | Rolf Biland | Kurt Waltisperg | LCR-Yamaha | 127 |
| 1982 | Werner Schwärzel | Andreas Hüber | Seymaz-Yamaha | 86 |
| 1983 | Rolf Biland | Kurt Waltisperg | LCR-Yamaha | 98 |
| 1984 | Egbert Streuer | Bernie Schneiders | LCR-Yamaha | 75 |
| 1985 | Egbert Streuer | Bernie Schneiders | LCR-Yamaha | 73 |
| 1986 | Egbert Streuer | Bernie Schneiders | LCR-Yamaha | 75 |
| 1987 | Steve Webster | Tony Hewitt | LCR-Yamaha | 97 |
| 1988 | Steve Webster | Tony Hewitt | LCR-Yamaha | 156 |
| 1989 | Steve Webster | Tony Hewitt | LCR-Yamaha | 145 |
| 1990 | Alain Michel | Simon Birchall | LCR-Krauser | 178 |
| 1991 | Steve Webster | Gavin Simmonds | LCR-Krauser | 181 |
| 1992 | Rolf Biland | Kurt Waltisperg | LCR-Krauser | 98 |
| 1993 | Rolf Biland | Kurt Waltisperg | LCR-Krauser | 190 |
| 1994 | Rolf Biland | Kurt Waltisperg | LCR-Krauser | 114 |
| 1995 | Darren Dixon | Andy Hetherington | Windle-ADM | 131 |
| 1996 | Darren Dixon | Andy Hetherington | Windle-ADM | 141 |
| 1997 | Steve Webster | David James | LCR-ADM | - |
| 1998 | Steve Webster | David James | LCR-Honda | - |
| 1999 | Steve Webster | David James | LCR-Suzuki | - |
| 2000 | Steve Webster | Paul Woodhead | LCR-Suzuki | - |
| 2001 | Klaus Klaffenböck | Christian Parzer | LCR-Suzuki | - |
| 2002 | Steve Abbott | Jamie Biggs | Windle-Yamaha | - |
| 2003 | Steve Webster | Paul Woodhead | LCR-Suzuki | - |
| 2004 | Steve Webster | Paul Woodhead | LCR-Suzuki | - |
| 2005 | Tim Reeves | Tristan Reeves | LCR-Suzuki | - |
| 2006 | Tim Reeves | Tristan Reeves | LCR-Suzuki | - |
| 2007 | Tim Reeves | Patrick Farrance | LCR-Suzuki | - |
| 2008 | Pekka Päivärinta | Timo Karttiala | LCR-Suzuki | - |
| 2009 | Ben Birchall | Tom Birchall | LCR-Suzuki | - |
| 2010 | Pekka Päivärinta | Adolf Hänni | LCR-Suzuki | - |
| 2011 | Pekka Päivärinta | Adolf Hänni | LCR-Suzuki | - |
| 2012 | Tim Reeves | Ashley Hawes | LCR-Suzuki | - |
| 2013 | Pekka Päivärinta | Adolf Hänni | LCR-Suzuki | - |
| 2014 | Tim Reeves | Gregory Cluze | LCR-Suzuki | - |
| 2015 | Bennie Streuer | Geert Koerts | LCR-Yamaha | - |
| 2016 | Pekka Päivärinta | Kirsi Kainulainen | BMW | - |
| 2017 | Ben Birchall | Tom Birchall | LCR-Yamaha | - |
| 2018 | Ben Birchall | Tom Birchall | LCR-Yamaha | - |
| 2019 | Tim Reeves | Mark Wilkes | LCR-Yamaha | - |
| 2020 | No championship (COVID-19) | - | - | - |
| 2021 | Markus Schlosser | Marcel Fries | LCR-Yamaha | - |
| 2022 | Todd Ellis | Emmanuelle Clement | LCR-Yamaha | 210 |
| 2023 | Todd Ellis | Emmanuelle Clement | LCR-Yamaha | 210 |
| 2024 | Harrison Payne | Kevin Rousseau | LCR-Yamaha | 210 |