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A few liters of fuel gurgles into the small tank, the spray cock opened, the kick starter kicked – but the engine does not start.
1960 YAMAHA OSSA MOTORCYCLE TRIAL
The citizens are still in their springs, only a few colorfully dressed people are calmly handling antiquated motorbikes on the trial site in Sulz am Neckar. An aluminum sheet, tightly molded around the crankcase, protects it from stone chips and slipping.Ī small seat roll serves as a bench, after all, trial riders only demonstrate their art while standing. The motor hangs in the frame that is open at the bottom. In order to gain ground clearance for the trial machine, which weighs just under 90 kilograms, without increasing the overall height, the tubular steel beams in front of the crankcase were cut. The spring travel of the Trial 250 only had to be shortened by a few centimeters compared to the enduro models, which is why the design of the fork and shock absorber were identical, and only the coordination of spring rate and damping was adjusted. Ultimately, this adherence to antiquated technology was the decisive factor for Mick Andrews to say goodbye to the Spaniards and to dock with Yamaha in 1973. With this design you would have been years ahead of the competition. It is a shame that the designers did not consistently transplant the extremely compact and short engine of Santiago Herrero’s road racing machine into their off-road models. The distance between the output pinion and the swing arm bearing is so large that the lower chain strand requires a spring-loaded tensioning rail. The extremely long gear housing is typical of the engine designs of that time.
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Most important point: Tamer control times, smaller carburetor cross- sections (27 instead of 33 mm) and slim exhaust pipes with long, cylindrical manifolds trimmed the engines for pulling power: just 18 HP at 6000 rpm are for the trial 250 in the brochure the Enduro 250, type E 73, was specified with 28 hp on the rear wheel. Therefore, it was not only the OSSA engineers who turned a competition enduro bike into an agile trial motorcycle with just a few changes. In complete contrast to the current, more than questionable trend, in which enduro competitions are mutating more and more into motocross and the trial specialists jump up vertical walls from a standing start.įorty years ago that wasn’t an issue. What is now an impossibility was common practice in the post-war period, because end-Europeans and trial sections differed little. The models from the 1960s and 1970s show that trial and enduro machines were based on the same concept. In 1963 he designed a single-cylinder two-stroke engine, the basis of which was installed in all off-roaders until OSSA’s demise in the mid-1980s. The engineer Sandro Colombo laid the foundation stone for the successful enduro and trial machines. The first 125 OSSA was launched in 1949 "Plenty" rolled off the belt. Trial, enduro, motocross – off the beaten track, the Spanish motorcycle manufacturer OSSA was right at the front. Werner "Mini" Koch during the typical use of the OSSA 250 Trial MAR. Trial legend Mick Andrews crowned OSSA’s successful streak with two European Championship titles in the early 1970s and helped the Catalans to obtain a popular large-scale replica. On the move: OSSA 250 Trial MAR Werner – rock hard