Rosselló 257, 3º D – 08008 – T. 93 368 24 81 – F. 93 368 24 82 – www.sogues.com

ÍNDEX

PRESENTATION: Factory and the new TR 280i

The OSSA Factory team

OSSA´S HISTORY

Joining the two-wheeled world First models Evolving towards sporty models… OSSA YANKEE Two legends in OSSA’s history: Mick Andrews

THE MOTORBIKE

We present the OSSA TR 280i Engine Chassis Why use an upside-down? OSSA TR 280i TECHNICAL SPECIFICATIONS

Rosselló 257, 3º D – 08008 Barcelona – T. 93 368 24 81 – F. 93 368 24 82 – www.sogues.com

PRESENTATION OSSA Factory and the new TR 280i

OSSA Factory’s young and dynamic team has chosen the Milan Show (EICMA) to present its new, revolutionary TR 280i. It was at this show, in 1965, that OSSA presented to the world the prototype on which its first trial motorbike was based: a multipurpose model called Scrambler. Today OSSA Factory has again chosen Milan as the venue to present the prototype of a motorcycle that it intends to be a breath of fresh air for the industry.

The new TR 280i offers an innovative and exclusive design concept. It is a trial bike that has inherited the spirit that characterised the shamrock brand in the past. After almost two years’ work, the TR 280i is a very technologically advanced motorbike. With its electronic-injection two-stroke engine it breaks the established mould and is a quality alternative that will undoubtedly win over enthusiasts.

This is the first step towards a future in which other projects and other kinds of bikes will raise OSSA Factory’s profile in the international motorcycle industry.

Rosselló 257, 3º D – 08008 Barcelona – T. 93 368 24 81 – F. 93 368 24 82 – www.sogues.com

The OSSA Factory team

OSSA’s rebirth has been made possible by the efforts of a team led by Jordi Cuxart, President of OSSA Factory, who is the project’s champion and an investor; Joan Gurt, the General Manager and driving force behind the project; Alejandro Laplaza, the Finance Manager and also an investor; and Joan Roma, the Engine Division Manager and the person who brought them all together with an extraordinary vision for the future.

Josep Serra "Xiu" is the engineer and soul of the new TR 280i, the project manager and designer of the prototype. His career is notable for his work at as development manager for an innovative and light trial bike engine, and his collaboration through Xiu Research and Development SL on various projects with , Dunax and , and on Tramontana, an exclusive high- performance sport motorbike.

Rosselló 257, 3º D – 08008 Barcelona – T. 93 368 24 81 – F. 93 368 24 82 – www.sogues.com

OSSA´S HISTORY

OSSA’s beginnings go back to manufacturing cinema equipment at the time soundtracks were being added to the movies. In fact, OSSA (Orfeo Sincronic, S.A.) is derived from orfeo, which in Greek means "choir, orchestra", and the "s" stands for synchronised sound.

In addition to manufacturing machines for the cinema industry, including projectors and loudspeakers, OSSA even had some sewing machines and record players produced by Motobox, a company in the electronics industry.

OSSA gained a share of more than 65% of the Spanish cinema equipment market. Its products were always of the very highest quality. Proof of this is that nowadays its machines are still in operation in a good number of cinemas.

Joining the two-wheeled world

Part of the Giró family, which founded OSSA, worked in the textile industry. After he had been in the merchant navy, Manuel Giró Mingella decided to settle down in Barcelona. He was a great enthusiast of motorboat, car and motorcycle races. Manuel Giró and his brother Ernesto decided to set up the team that drove forward OSSA’s new project and diversified the business.

During the Spanish Civil War, Manuel Giró worked as a motorised messenger carrying dispatches in a motorcycle and . He got together with his friend Ricardo Soriano, a true patron and a motorboat, aeroplane, car and motorcycle enthusiast who lived in . Together they manufactured Motores Soriano outboard motors for high-level competitions.

The Giró family then carried out an expansion plan. They bought a closed-down car factory (Nacional Pescara) that was fitted with modern machinery. In 1942, OSSA presented the first prototype with a Motobecane engine. It was a great success among the public and was later replaced with an engine based on the famous DKW 125 RT.

Rosselló 257, 3º D – 08008 Barcelona – T. 93 368 24 81 – F. 93 368 24 82 – www.sogues.com

First models

The first model that OSSA sold was a 125 cc motorcycle that it started to manufacture in 1951. It was a very modern motorcycle for its time. It had a twin cradle frame, rubber and cork disc suspension, a telescopic fork, which was a great innovation at the time, and a very advanced engine. Around 8,000 units were sold, a real success for a first model. A 50 cc motorcycle was later manufactured under a licence from the German company Express. It was by the 50 B version, which had a different chassis. In 1954 the 125 B was produced, followed by the 150 B (commercial model) in 1958, the 125 C in 1959 and the C- 2 in 1960. They all had two-stroke engines.

In 1960, OSSA created a four-stroke model under licence from Morini: the 175 Gran Turismo. It had a Morini engine that ENMA (National Aviation Engine Company, formerly known as ) was subcontracted to manufacture at its headquarters in Barcelona where Paseo San Juan meets Calle Riera San Miguel.

In 1963, Sandro Colombo designed the 160, which gave rise to the 160 T and 160 GT versions. Colombo was a great engineer and a great person, who worked on this and other projects but did not live to see the famous 160 go into production.

Evolving towards sporty models

Eduardo Giró, Manuel’s son, an industrial engineer and a great aeronautical enthusiast, was a key person in the development of OSSA, He created the 175 S and 175 SE models, as well as the later 230 Sport, 250 Sport and subsequent off-road range.

Although his main experience was in commercial models, it was Eduardo Giró who designed the fantastic OSSA 250 monocoque. It was with this motorbike that Santiago Herrero wrote one of the most thrilling pages in Grand Prix history and certainly one of the most exciting chapters in OSSA’s history. The firm stood out for its great engineering team and a staff headcount of more than four hundred workers.

When Eduardo Giró was working on model aeroplane engines and finishing his engineering degree, it became clear that OSSA needed to take a step forward in terms of technology. At a time when motorcycle sales were falling as second-hand small cars were coming onto the market, they needed to follow the market trend by expanding OSSA’s range with sportier bikes.

Rosselló 257, 3º D – 08008 Barcelona – T. 93 368 24 81 – F. 93 368 24 82 – www.sogues.com

OSSA YANKEE

In 1967, Eduardo Werring, OSSA’s sales manager, contacted John Taylor with a view to entering the United States market. Taylor was a great enthusiast who later set up Full Bore, a company whose business included importing accessories, boots (Sidi) and oils.

Taylor suggested manufacturing an exclusive engine to produce motorbikes for the American market. In 1968, after various tests, the first 460 cc Yankee was manufactured. This model was specially designed for Americans. 500 units were manufactured. OSSA made the engine, while the chassis and manufacturing were carried out by the Yankee Motor Corporation. Financial problems put paid to the project and OSSA requested the engine rights back so it could manufacture the Yankee.

Eight years went by from the time this model was created for the American market to the moment it started to be sold in . The Yankee era ended in 1978 and the fastest street engine ever built in Spain died with it, but it perhaps gave birth to the concept of two-stroke, two-cylinder sport bikes.

Rosselló 257, 3º D – 08008 Barcelona – T. 93 368 24 81 – F. 93 368 24 82 – www.sogues.com

Two legends in OSSA´s history

Santi Herrero

Santiago Herrero is one of the icons of the shamrock brand. He will always be remembered as one of the best riders in history, who tragically never won the world championship: an uncrowned champion.

He was awarded his racing licence in 1962, when he raced for and was his own mechanic. He then switched to a Tralla 125 and later the Spanish make Lube hired him for their competition department. In 1964 and 1965 Herrero came third and second respectively in the Spanish 125 cc Championship.

Santi Herrero, was a very popular person who was much-loved by those around him. He clearly communicated his impressions of the bike at a time when it was not always easy for riders to find tracks they could experiment on. He worked harmoniously and effectively with Eduardo Giró on the development of the OSSA monocoque with a rotary valve engine, which surprised the world. The riders who tested this prototype mounted on a tube chassis spoke mainly of its speed, which was unheard of for its time. On the OSSA 230 cc without a fairing, which produced 30 CV of power, he had won the Spanish Championship with Carlos Giró and Luis Iglesias, and that six-gear motorcycle, with a metal-to-metal clutch, oil pump and monocoque chassis, promised to be highly competitive...

Santi provided great support in developing the Grand Prix engine with which he flew around tracks all around the world. At first he travelled alone with Esteban Oliveras as his mechanic, and later in an odd Seat van that was only manufactured for Cuba.

With the OSSA 250 magnesium monocoque he was on the verge of winning the 250 cc World Championship in 1969. That year he had won three Grands Prix, ahead of the previously unbeatable Yamaha. Their engine structure gave them an extra ten or twenty hp, but they were also a lot heavier than the OSSA monocoque. However, Herrero had to retire during the last race in Yugoslavia and ended up in third place in the World Championship standings.

The following year (1970), after winning in Opatija and leading the championship, the Tourist Trophy race came round, a circuit where victory had an especially sweet taste. He had a mortal accident in the Isle of Man race when he collided with Stanley Wood on Westwood Corner. His loss affected the company so much that it pulled out of racing.

Rosselló 257, 3º D – 08008 Barcelona – T. 93 368 24 81 – F. 93 368 24 82 – www.sogues.com

Mick Andrews

OSSA’s entry, with all of its technological potential, contributed to the make’s popularity in Europe in the Seventies. OSSA signed the British rider Mick Andrews, one of the best of his era. In the summer of 1970 Andrews moved with his wife to Castelldefels, a coastal town not far from Barcelona, to develop the Mick Andrews Replica (MAR). He was a very talented rider, young and keen, and able to give a detailed account of how a trial bike performed.

Mick Andrews and Eduardo Giró developed what would become one of the best trial motorbikes in history, in the Tibidabo mountains, right where the Collserola Tower designed by Norman Foster now stands.

The revolutionary MAR, with its unique look (white with a diagonal green stripe) defined an era and was a real sales success. OSSA and Mick Andrews won the three times and two European championships in 1971 and 1972.

The trade press of the day wrote the following regarding a test of the MAR published in December 1971: “its finishings are close to perfect; it is the best trial motorbike in existence”.

The brand’s diversification extended to and with such emblematic bikes as the Desert series and the Super Pioneer, as well as the unforgettable OSSA Phantom motocross bike. The OSSA Phantom was the first production motorcycle with a chrome molybdenum tube chassis and an aluminium swingarm: it weighed six or seven kilos less than the competition’s bikes. Hakan Carlquist and Gaston Rahier, riders who would later become world champions, helped develop it.

Models such the 250 T, the famous OSSA Copa, and the OSSA trial bike on which Toni Gorgot won the Spanish Championship were later developed.

OSSA finally closed in 1985.

Rosselló 257, 3º D – 08008 Barcelona – T. 93 368 24 81 – F. 93 368 24 82 – www.sogues.com

We present the OSSA TR 280i

OSSA has developed a trial bike, based on a new, highly innovative concept. We have basically worked on redistributing the various parts of the bike logically in terms of the weight distribution and other conditioning factors such as some of the parts’ running temperature. One of these aspects is locating the filter box in a very high, easily-accessible position.

Parts such as the fuel tank, air filter box and radiator have been positioned with the needs of a trial bike in mind. This has been done rationally, with common sense and a clear objective: to make the new OSSA TR 280i a benchmark for this speciality, just as the first MAR – Mike Andrews Replica – was in 1972.

"Having the air filter at the bottom of a trial bike with the fuel tank high up or located next to the exhaust are concepts that do not make sense from our point of view," says Xiu, the project manager. So OSSA’s engineers approached the design of the new OSSA TR 280i by putting the various parts of a trial motorcycle on the table and taking a blank sheet to design and redistribute them based on their needs..

The fact that the new TR 280i has an electronic-injection system has enabled its engineers to redistribute various parts without being constrained by the position of the traditional carburettor. "Sometimes the injection system has been put in the same place as the carburettor would have gone, with the fuel tank at the top of the bike, without considering the option of finding a new position for it. OSSA Factory let me start from scratch and that was a determining factor in taking on this project," said Xiu. .

Rosselló 257, 3º D – 08008 Barcelona – T. 93 368 24 81 – F. 93 368 24 82 – www.sogues.com

OSSA TR 280i

Rosselló 257, 3º D – 08008 Barcelona – T. 93 368 24 81 – F. 93 368 24 82 – www.sogues.com

Engine

Our work in finding the ideal location and set-up for the various parts has resulted in a very small engine with a tilted back reversed cylinder. The intention is to allow the injection system and filter box to be located at the top of the TR 280i. We at OSSA think it is perfectly valid to take the same logical approach to trial bikes as other manufacturers do to specialities such as motocross and enduro.

The new two-stroke engine is very compact with a sigle piece crankcase. The gear change extends out of the right- hand side and the crankshaft is opposite it on the left. Since the housing acts as the chassis, as it is the toughest part of the lot, it has been possible to make a compact block. This simplifies the possibility of access to gear ratios.

Another important aspect is that it is cheaper to maintain since it is really straightforward to work on the engine. It can be considered a conventional engine in terms of geometry or thermodynamics, but we have managed to design a highly compact unit. It is one of the smallest engines around.

The 3-litre fuel tank has been positioned where the radiator has traditionally gone on trial bikes in order to improve the weight distribution. The OSSA Factory team thinks that the lighter a trial bike is the greater the need for the centre of gravity to be shifted forward.

Placing the radiator behind the fuel tank and filter box prevents the radiator from getting covered in mud, which happens so often in trials with the resulting problems with the engine not being able to run at the right temperature.

A stationary motorcycle needs to be able to dissipate the heat from the engine and have a fan fitted on it like on the TR 280i. So although a motorbike used in a different speciality would need fresh air channelling, a trial bike does not. Since the fuel tank protects the radiator, the new TR 280i can run at a constant temperature without being held back by a dirty radiator.

Also, by inverting the cylinder we have been able to fit the inlet practically vertically behind the fuel tank, so the air comes in through the filter at one of the highest points on the bike. This makes the filter better isolated and it is much simpler to get at the filter itself through a cap. Some parts of the injection system are fitted inside underneath the cap. There the parts are not affected by either the engine itself or humidity.

When we distributed the motorbike’s parts we paid close attention to the temperature at which they would each operate. Since the cylinder is tilted back and the exhaust points backwards, the exhaust can start from the rear monoshock, which has a larger volume than on a conventional bike.

Rosselló 257, 3º D – 08008 Barcelona – T. 93 368 24 81 – F. 93 368 24 82 – www.sogues.com

Chassis

Built of aluminium and chrome molybdenum steel, the fuel tank has been tailored to the engine design and fitted towards the front of the bike as a tough part of the unit.

Cast aluminium parts have been fitted to the areas where there is usually a lot of welding and therefore weight on a chrome molybdenum chassis.

The steering pipe, treated aluminium tank, footrests and articulated rod support are also made of cast aluminium. The rest is made of chrome molybdenum steel with a very simple TIG-welded structure.

The suspension has been developed in conjunction with Öhlins (rear) and Marzocchi (front). The rear suspension has an innovative system with an articulated linkage that is well protected and integrated, and is directly joined to the cast part of the chassis. The Öhlins TTX system has been adapted to trial bikes. This is a system in which the piston valves and hydraulic adjustments have been put on the outside. This technology has already been used in motocross and has many advantages for adjustments in terms of simplicity and accessibility.

The front suspension is an upside-down Marzocchi fork, a kind of suspension that has not been used on trial bikes for years. However, unlike other experiences of adapting motocross or enduro suspension, an upside-down fork with aluminium bars has been designed for the TR 280i in close collaboration with Marzocchi, which is exclusive to trial bikes. .

Rosselló 257, 3º D – 08008 Barcelona – T. 93 368 24 81 – F. 93 368 24 82 – www.sogues.com

Why use an upside-down fork?

The logic behind the upside-down fork is distributing the forces so as to optimise the weight to the max. "The greatest force is in the lower base section, so it is only logical for the point under greatest strain to have the largest diameter. In conventional forks this has been solved by increasing the section or thickness of the bar. So in terms of stresses an upside-down fork has an advantage. Some manufacturers such as Öhlins will not even consider any kind of suspension other than upside-down suspension", said Xiu, the project manager. But why have they not been traditionally used on trial bikes?

The upside-down suspensions previously used came from other specialities and were applied to trial bikes. As the OSSA Factory teams sees it, the problem was that up until now no-one had developed a fork specifically for trial bikes. Hence the agreement between OSSA Factory and Marzocchi to develop an upside-down fork. Marzocchi knows how to make light aluminium forks and OSSA Factory knows the requirements for this speciality.

Last year Marzocchi showed us an upside-down fork and at OSSA Factory the project was adapted to the needs of modern trial bikes. "We think that if we remove the disadvantages of an upside-down fork we can open the path to developing lighter upside-down forks than are currently available, since their logical configuration of forces should allow us to make the unit lighter," said Josep Serra "Xiu".

A priori, there are two main disadvantages to using an upside-down fork on a trial bike:

1) The turning angle is reduced by the wider diameter of the bar, which interferes with the chassis: the solution that OSSA Factory provides on its TR 280i consists of putting the entire offset on the suspension brackets instead of spreading it between the brackets and the base of the fork. "This has also allowed us to move the brake calliper to the rear of the fork and have it operate through compression rather than traction," said Xiu.

2) Rigidity-torsion: the solution is an over-sized upside-down fork with a 40 mm diameter made of aluminium to reduce the effect of torsion bending as much as possible.

Having solved these two problems, all that remains is for our test rider to put the finishing touches to the bike and allow it to captivate our potential customers. "We have to open our eyes to evolution. Evolving is an important part of what OSSA Factory is", according to the project manager. Meanwhile, Marc Colomer is evolving this system with highly promising results.

OSSA Factory is entering bike trials with its own technology and an experienced team with the same competitive spirit as enabled the shamrock brand to triumph.

The new engine parts will be ready in December and testing of the completed motorbike will start in January. Production is planned to start in July 2010.

Rosselló 257, 3º D – 08008 Barcelona – T. 93 368 24 81 – F. 93 368 24 82 – www.sogues.com

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OSSA Factory TR 280i TECHNICAL SPECIFICATIONS

Engine

Capacity 272.2 cc Type Two-stroke single cylinder with a reed intake directly into the crankcase. Cooling system Liquid. Bore x stroke 76x60 mm Fuel supply EFI Kokusan Battery-less System. Ignition CDI Kokusan digital magnetic flywheel. Clutch Hydraulic control. Gear box 6-speed. Transmission Primary through gears, secondary by chain. Engine lubrication 2.5% mix Gear and clutch lubrication 700 cc of Gear Extreme 75W oil

Chassis

Type: CR-MO steel tube profile with pipe and bottom made of cast aluminium. Front suspension Marzocchi upside-down adjustable fork, 40 mm diameter. Optional conventional Marzocchi 40 mm aluminium. Rear suspension Variable progression system with TTX OHlins monoshock. Front brake 185 mm diameter disk with four-piston calliper. Rear brake 150 mm diameter disk with two-piston calliper. Front wheel 28 spokes with a 2.75x21 tyre. Rear wheel 28 spokes with a 4.00x18 tubeless tyre. Engine protector Made of AA7075. Kick-start Cast aluminium. Gear and brake pedal: Cast aluminium with retractable toe.

Weight and dimensions

Wheelbase 1,328 mm Seat height 655 mm Tank capacity 3 litres Dry weight 67 kg

Rosselló 257, 3º D – 08008 Barcelona – T. 93 368 24 81 – F. 93 368 24 82 – www.sogues.com