Physical Profile of Elite Young Motorcyclists

The importance of reaction time to the starting signal on race results in elite motorcycle speedway racing

The study aimed to determine whether the reaction time (RT) to the starting signal has an impact on the points scored by elite male motorcycle speedway riders, or whether it depends on the starting position (gate). Differences among junior and senior riders, and how it changes during a single match (15 heats) and in the subsequent phases of the competitive season (the main and knockout phases) were investigated. The database of reaction times to the starting signal obtained by motorcycle speedway riders was collected from a mobile application called PGE Ekstraliga ver. 1.0.66 (PGE Ekstraliga, Warsaw, Poland). The database included 1.261 results obtained by 65 male riders (age 25.9 ±7.6 years), competing in the highest league in Poland (PGE Speedway Ekstraliga) in the 2021 competitive season. Reaction time was measured using the Pegasus Speedway © telemetry system (Black Burst, Warsaw, PL). Riders scoring 3 points during a heat had the fastest reaction time (F(3,1257) = 8.90, p<0.001, η2 = 0.02), but RT did not influence the final result of the match (p<0.130). The times differ depending on the occupied starting position (F(3,1257) = 6.89, p<0.001, η2 = 0.02), with the fastest RT in the inner position-A compared to the B (p<0.05) and C (p <0.001) positions. Senior riders showed significantly faster RT (0.246s) compared to junior ones (0.258s) (p<0.001). The width of the starting line affects the reaction time (F(3,1257) = 7.94, p<0.001, η2 = 0.02). In the last (15th) heat of the match, RT was the fastest. The fast reaction time during the start affects the scoring of more points in a heat but depends on riders' experience, the starting position and the straight width of the motorcycle speedway stadium. Coaches should pay attention to these factors when programming training measures.

Comparison of body composition components and anaerobic performance parameters of elite male motorcycle speedway riders between pre- and post-competitive season

The purpose of this study was to compare body composition components and anaerobic capacity indices in elite motorcycle speedway riders before and after the competitive season. This study included 12 volunteer male motorcycle speedway riders from the highest speedway league in Poland (PGE Speedway Ekstraliga) (age: 22.7 ± 6.0 years, body height: 171.3 ± 4.0 cm, body weight: 62.5 ± 3.1 kg). Before and after the competitive season, an assessment of body composition and Wingate test (WAnT) on a cycle ergometer with analysis of acute cardiorespiratory and biochemical responses was conducted. Sport level for all riders was defined by the number of heats won (WS), the total number of points scored in all heats including bonus points (PTS + B), and the percentage of heats won (%W). The motorcycle speedway riders participated in an average of 75.3 ± 15.0 total heats (HS) and obtained PTS + B equal 136.8 ± 48.2. The anaerobic performance, body composition, cardiorespiratory and biochemical responses did not changed after the competitive season. The significant statistical correlations were noted between the differences in the Fatigue Index during WAnT and total number of heats (r = -0.61) and with PTS + B (r = -0.58). Positively correlations were observed also between HS and differences: fat mass (FM) (r = 0.60) and percentage of fat mass (r = 0.61) (all p < 0.05). These findings reveal that the HS during the competitive season is related to the stabilization of anaerobic capacity in the WAnT. The HS is positively correlated with an increase in fat mass, and additional fat mass can adversely affect athletic performance in speedway.

The Relationship Among Body Composition and Anaerobic Capacity and the Sport Level of Elite Male Motorcycle Speedway Riders

The main objective of this study was to investigate the relationship among anaerobic capacity, body composition, and sport level of male junior and senior speedway riders. Sixty riders of professional clubs in the Polish top motorcycle speedway league participated in this study. They were divided into two equal groups (n = 30): junior (age = 19.7 ± 1.1 years) and senior (age = 29.7 ± 5.2). Body composition assessment, Wingate test (WAnT) on cycloergometer, with analysis of acute cardiorespiratory and biochemical responses were performed. Sport level was defined as the number of heats (races) won, winning percentage, total points scored during the season, and average points scored per heat. Seniors had higher point ratings indicating sport levels. As compared to the seniors, the juniors had lower BMI 4% (p &lt; 0.01) and fat tissue mass by 20.5% (p &lt; 0.01). A higher power decrease of 2.3% (p &lt; 0.05) in the WAnT test was found in seniors. Body height negatively correlated with all indicators of seniors’ sport level (r = −0.41 to −0.55). Peak power output negatively correlated with seniors’ sport level (r = −0.39 to −0.41). Among the seniors, there was a negative correlation between post-exercise hydrogen ion concentration (r = −0.38), carbon dioxide partial pressure (r = −0.45) and average points scored per season. Conclusion: The anthropometric characteristics of body height, lean body mass and body surface area, are significantly correlated with the sport levels of the seniors motorcycle speedway riders. When selecting motorcycle speedway riders, use of these anthropometric characteristics may aid in determining the riders with the most potential to be successful. Metabolic acidosis tolerance and gas exchange efficiency show significance in seniors, indicating the need for intense exercise sessions.

Effectiveness of Custom Foot Insoles to Decrease Plantar Pressure: A Cross-over Randomized Trial Study

Background: Harderness insoles decrease plantar pressure and reduce the foot injury incidence in sport. The purpose of our study was to analyze the plantar pressure variation in moto riders after riding in a real speed circuit with a custom foot 52⁰ Shore EVA insole. Methods: A crossover randomized trial study was performed (consent no. #050520165316). Riders were assessed by an expert motorsport senior podiatry. The participants’ mean age was 35 ± 3.29. Participants completed a 20 min training riding with their own motorcycle in a real speed circuit. Plantar pressures were registered with a baropodometric platform evaluating an Ethyl Vinyl Acetate custom foot insole (CFI) manufactured with 3 mm thickness and 52° Shore A hardness. The Plantar pressures were registered before riding, after riding without EVA insole, and after riding with EVA insole. Results: Total Plantar pressures in right and left foot, and total surface area decrease after riding with EVA insoles. Conclusion: The use of an EVA insole with 52⁰ shore A hardness riding on a motorcycle in speed circuit decreased the total plantar pressures and surface areas values.

Influence of Different Hardness Custom Foot Insoles in the Electromyography Activity Patterns of the Thigh and Hip Muscles during Motorcycling Sport: A Crossover Study

Nowadays, the use of insoles in sport practice have been recognized to decrease the foot and lower limb injury patterns. The aim of this study was to analyse the effect of four types of hardness insoles (HI) in the activity patterns of the hip and thigh muscles (HTM) in motoriders during motorcycling sport. The study was a crossover trial. Subjects were elite motoriders. The mean age was 33 ± 5.14 years. Electromyography (EMG) of hip and thigh muscles (HTM) data was registered via surface while subjects were riding on an elite motorcycle simulator. Subjects had to complete different tests with randomly hardest insoles (HI): 1: only polypropylene (58° D Shore); 2: Polypropylene (58° D Shore) with selective aluminium in hallux and metatarsal heads (60 HB Brinell hardness); 3: Ethylene vinyl acetate (EVA) (52° A Shore); and finally, 4: Ordinary EVA (25° A Shore) as the control. EMG patterns of the HTM, riding on an elite motorcycle simulator, showed the lowest peak amplitude with the insoles with polypropylene and selective aluminium. Using the hardest insoles in our study (selective aluminium) the EMG amplitude peaks decreased in all HTM.

A physical profile of novice and experienced professional motorcycle speedway riders

BACKGROUND

There is a paucity of data relating to Professional Motorcycle Speedway riders physical characteristics despite its growing popularity.

METHODS

The participants were divided into two categories depending on their Calculated Match Average (CMA); high performers (CMA>5.0, N.=16) and low performers (CMA<4.9, N.=16). Anthropometric data, isometric hand grip strength, isometric knee extension strength, dynamic stability of the upper and lower limbs and functional movement scores were measured to establish differences between high and low performing professional speedway riders.

RESULTS

High performing riders had significantly better functional movement screen composite scores than low performers (P=0.003) and hurdle step (P=0.002) and shoulder mobility movements (P=0.032). Significant hand grip and leg strength was observed in riders right limbs compared to their left (P=0.004 and P=0.000 respectively) and greater dynamic stability in their right leg than left (P=0.011). High performing riders had greater grip strength (right hand P=0.016 and left hand P=0.034) and knee extension strength in the right (P=0.036) legs than their low performing counterparts.

CONCLUSIONS

The findings of this study provide a benchmark of physical characteristics of high and low performing riders, highlighting mobility, functional movement, dynamic stability and isometric strength as essential attributes of an elite rider.

Profiling the physical load on riders of top-level motorcycle circuit racing

Manoeuvring a motorcycle at high-speed in official competition has been shown to expose riders to substantial and complex physiological and psychological demands, however few studies have analysed the physical load experienced by professional racers. This study aimed to quantify the physical stress experienced by riders and explore relationships between performance related variables (i.e. crashes). Performance and braking data were collected from official race reports from 2013 to 2015 of the top class of the FIM Road Racing Grand Prix World Championship. Top-level riders are exposed to a considerable volume (175 ± 42 brakes and 372 ± 48 leans to corner per race) of high intensity actions (>40% of brakes initiated at speeds higher than 260 km.h^-1, and 13.2% over 300 km.h^-1), where 1 out of every 4 braking actions generated inertial stresses greater than 10 m.s^-2. Furthermore, the mean speed across competitions increased over the years (from 161.7 ± 6 km.h^-1 to 164.5 ± 6 km.h^-1), however no clear relationships between the amount of crashes and competition-related factors were found. Given the findings it would seem that riders could benefit from strength training specifically designed to prepare the body to counteract the repetitive inertial stresses of racing.