Ossa Trialer
OSSA TRIALER
CYCLE WORLD ROAD TEST
Handsome Is As Handsome Does
THE PAST YEAR has been the most exciting one motorcycling has seen. Previous years' record books are of little use other than for fireside reminiscences. Manufacturers have introduced one thrilling model after another this year, and the specialized machine has been given the interested concern it deserves. It is in this latter category of accomplishment that the Ossa Trialer fits, and it is, indeed, a good fit.
The little Spanish Ossa factory has enjoyed a bumper crop of new models beginning with the handsome and very competitive 230-cc scrambler and enduro models, followed by the brilliant handling roadster — based on the 230 engine and frame assembly, and winding up with the trialer. Because of their displacement — 230 cc — the first three models have given away some advantage to the competition that has brought them up just short of outstanding performance. The trialer, however, owing to the nature of its work, is not bothered by its dimensions, and thus rates as Ossa's best answer to a particular problem. Further, it is one of the finest, most capable out-of-the-box trials bikes built.
Earlier (CW, April '67) emphasis on trials and trialers was heavy, and a great deal was made of the all-important "formula" for the layout and characteristics of a good trialer. In recapping, the formula dictates that the stand-up position be comfortable enough to encourage standing,
rather than simply accommodate this stance. Steering must be precise; top hamper — top heaviness — must be low; and usable power must start at idle.
The first major factor in the formula — stand-up comfort, and control — cannot be faulted on the Ossa. Sturdy footpegs are mounted high on the rear frame down tubes, and well rearward to make meaningful rider weight changes for traction control. Long, steep climbs with changing surface conditions are a pleasure on this motorcycle because, to suit the surface, traction can be broken or caught with slight, non-fatiguing weight changes forward and back. Another point of appeal is the location of the foot controls, which do not require either foot to be moved from the pegs to operate either the rear brake or the gear selector lever. The gear selector linkage is a bit elaborate and a trifle stiff. However, the additional effort required to execute clean and positive gear changes is far more desirable than the business of moving the shifting
foot off of the peg to engage the end of the lever, which generally is the case with a trials machine. The brake pedal, also well positioned, operates the rear brake through a cable, and provides the Ossa's one great fault — imprecise rear brake control. Normally, this sort of thing can be overcome with practice and familiarity, but hours of riding failed to produce a suitable degree of confidence that the rear wheel would not impolitely lock up on steep, rough descents.
Handlebars and hand controls are excellent. The bars, in fact, are the best trials bars it has been CYCLE WORLD'S pleasure to use. They are properly wide, properly straight, and have just enough rise to permit them to be rotated a few degrees to accommodate personal preferences and a variety of physiques. Operating pressure of hand controls is acceptably light, and the sole quarrel with the forward mounted controls is, like the rear, confined to the brake which lacks precision with its all-or-nothing feel. Admit-
tedly, prolonged use and consequent glazing of the brake linings may improve their performance.
What the Ossa may lack in braking precision is amply compensated for in steering precision. Side-to-side steering lock is approximately 160 degrees — sufficient to slide the front wheel sideways with the fork turned to the stops — and is as much steering lock as will ever be needed. Front end feel is excellent. The front wheel has that important penchant for following the line along which it's being steered. Surprisingly, for a trials motorcycle, steering geometry seems to approximate that of a scrambler. Actually, it is several degrees steeper than that of the Ossa scrambler, but is not so steep as to make a tense situation of high-speed running on rough surfaces. Instead, rapidity in the rough becomes a pleasurable experience.
Top hamper, which complements both control precision and stand-up comfort, is acceptably low on the Ossa. It could be improved upon, were it not for use of the tank-seat-fender combination borrowed from the scrambler and enduro models. The compromise is a good one, however, because the unit is not only handsome, but offers a generous fuel tank, good mud protection, and a handy tool well beneath the seat. The unit is narrow enough to afford good knee grip, and the seat profile is low enough to stay out of the rider's way until it is needed as a platform when footing. Despite its height, the seat is unequaled — on trialers, and many scramblers — for comfort.
The Ossa's powerplant basically is identical to those used for others of the line, with undersquare bore/stroke ratio (60 x 70 mm), ball bearing mains, and needle bearings on the big and little ends of the connecting rod. Experience with this engine shows though it isn't revolutionary in its design, it is decidedly sturdy. Interestingly, Ossa has shied away from the two-stage IRZ carburetor found on the other models. This carburetor, with its two spray nozzles and divided venturi which isolates the high-speed system below half throttle, seems a natural choice for a trialer. However, Ossa leaves absolutely nothing to chance or guesswork and employs, instead, the small IRZ centerfloat unit that has proved popular with trials riders in Europe and England. The choice was a good one, for not only does the little mixer do a splendid job of enhancing bottom-end power, but it also provides instant starting, then belies its size with spirited and responsive top-end performance.
The exhaust tract, like the intake, is exceedingly trialsworthy with a low noise level from the expansion chamber cum muffler which is tucked well into the side of the machine and out of the rider's way. Additional exhaust silencing can be obtained by fitting a slip-on muffler — an off-the-shelf Ossa item — to the end of the exhaust pipe and securing it with a coil spring.
The Ossa's suspension is Telesco, front and rear. Travel was ample on both ends, but it was necessary to kick the adjustable rear spring/dampers up to the 4th or 5th positions before the rear end could be counted on to remain on the ground during hard braking. The front units offered no trouble.
Perhaps one of the most striking things about the Ossa is its finish and detailing, particularly in light of its duties, for trialers are seldom attractive, much less handsome, and handsome is the least worthy adjective applicable to the Ossa's appearance. Polished alloy, chrome, and paint are flawless. Fiberglass, in addition to being nicely styled, boasts a high degree of finish detailing. It's a veritable show stopper in a class characterized by functionally homely machines.
In the past, CYCLE WORLD has tested many trials bikes, and almost all of them appeared to offer everything the enthusiast could hope for. In short, they invariably look the part. However, it has been disappointing to dis-
cover that a couple of these were grossly deficient in the gymnastics of the sport for which they were intended. Thus it was that the very pretty Ossa was approached with skepticism when the riding chores came around. In fact, the critical eye shone brighter for this trials machine than it has for any other because the Ossa most certainly does not look the part. As it turns out, the Ossa is a superb trialer that is well within the same league of the two award-winning giants, Bultaco and Greeves.
Ascents are its forté. A favorite men-from-the-boys hill was cleaned time and again in first and second gears, and when it became clear that this was child's play for the Ossa, the hill was attacked in third a half-dozen times, resulting in a pair of "cleans" and several one and twodab performances. In tight circus-act sections, the Ossa is a real pleasure, refusing to load up, content to patiently pick its way along. While much of the good manners can be attributed to a fine balance of intake, transfer, and exhaust systems, the Motoplat electronic ignition should not be forgotten for its ability to provide à consistent spark at any engine speed.
With its only fault being a set of brakes that easily can be improved, and performance that is equalled by only two other motorcycles in its class, the Ossa trials earns a four-star commendation because, amazingly, this is the first trials bike Ossa has built! ■
OSSA
230 TRIALER
$750
sPEc~I FICATIONS
