Tag Archives: trials

Sherco Factory Trials options start from $10,490

2022 Sherco ST Factory pricing starts at $10,490

Pricing for Sherco’s 2022 ST Factory Trials range has been set with the new to Australia 125 ST Factory kicking things off at $10,490. The 250 ST Factory will retail for $11,690 and 300 ST Factory for $11,990, with arrival into dealers expected late November at this stage.

2022 Sherco 300 ST Factory
2022 Sherco 300 ST Factory

The French-built 125 ST Factory, 250 ST Factory and 300 ST Factory will go on sale complete with updated graphics and a new red cylinder head while maintaining the premium Factory components – Morad aluminium rims, Michelin tyres, Tech forks, Reiger shock, S3 Hard Rock footpegs, Braktec master cylinder and a Galfer brake disc.

ST Factory Reiger shock

The engines in the 250 and 300 also have a taller second gear in 2022 guise, while the three models are based on the same chassis platform – starting with the tubular section chrome-moly frame.

Models feature the new red cylinder head

The arrival of the 125 ST Factory breaks new ground for Sherco in Australia, with the light and responsive machine an ideal skill-development platform. It’s easy and comfortable to ride especially for juniors and adults yearning for something a little less taxing.

A Braktec master cylinder is fitted and a Galfer brake disc
A Braktec master cylinder is fitted and a Galfer brake disc

The 250 ST Factory and 300 ST Factory add more intensity into the moto trials equation, engineered to traverse the most demanding terrain and take riders to the top of competition – or just epic private outings if that’s more your thing.

2022 Sherco 300 ST Factory
2022 Sherco 300 ST Factory

Contact your local Sherco dealer for more information about the 2022 Factory moto trials range.

The new 2022 Sherco 125 ST Factory
The new 2022 Sherco 125 ST Factory

2022 Sherco Factory Trials Range Specs

2022 Sherco Factory Trials
Engine Single-cylinder, liquid-cooled two-stroke
Capacities 125 ST – 123.7cc; 250 ST – 249.7cc; 300 ST – 294cc
Bore and stroke 125 ST – 54mm x 54mm; 250 ST – 72.8mm x 60mm; 300 ST – 79mm x 60mm
Clutch Hydraulic
Fuel system Keihin 28mm carburetor
Gearbox Five-speed sequential
Frame Tubular section chrome-moly
Front suspension 39mm Tech fork, 165mm travel
Rear suspension Reiger shock, 175mm travel
Front brake 185mm disc with twin-piston caliper
Rear brake 185mm disc with single-piston caliper
Front wheel Morad 21-inch aluminium
Rear wheel Morad 18-inch aluminium
Front tyre Michelin 21-inch
Rear tyre Michelin 18-inch
Wheelbase 1322mm
Seat height 685mm
Fuel capacity 2.4 litres
Prices 125 ST – $10,490; 250 ST – $11,690; 300 ST – $11,990
Availability Late November 2021
Warranty Six months
2022 Sherco 125 ST Factory
2022 Sherco ST Factory bash plate
2022 Sherco ST Factory rotor and brake setup
S3 Hard Rock footpegs
S3 Hard Rock footpegs
Pricing and availability of Sherco's Trials ST Factory range has broken cover
The Sherco’s Trials ST Factory range arrives late November

Source: MCNews.com.au

2022 Beta EVO Trials range updates

2022 Beta EVO Trial

Beta continues to fine-tune its Trial range with updates to the 2022 range primarily focusing on styling and suspension. The new models are expected to start arriving in September.

The EVO has received a series of major updates to the engine, frame, and suspension over its lifespan. This is why for the MY 2022 version, Beta has focused on the details.

2022 Beta EVO 300 2T

Beta’s experience gained in trial competitions contributes directly to the development of its products for the end user, and the EVO range is one of the most extensive in this class, offering a total of six different models created to meet the needs of all riders, from the EVO 80 2T, through to the EVO 300 4T and 2T models.

Major updates have been made to the graphics of the bike, while a number of details – such as the handlebar – have changed colour to create a more modern and aggressive look. The air filter box is also now red, for an eye catching feature.

Functionally, it is the same as before, as the dedicated TwinAir foam filter. The filter is accessible either from above via the small cover or by removing the rear mudguard in a few simple steps.

The frame is now painted in distinctive Beta red colour to accentuate the hydroformed aluminium structure – a hallmark feature of the EVO.

2022 Beta EVO 200 2T

The suspension has been updated with revised fork settings to optimise the damping curve in both fully compressed and fully extended states. This has been achieved by modifying both the mechanical settings of the suspension and the volume of oil contained in the stanchions – with different quantities used for the right and left hand sides of the fork. This means that EVO is equipped with an asymmetric fork, with the left and right hand stanchions differing both functionally and in internal volume.

The left hand side features adjustable spring length, for setting ride height, while the hydraulic functions of the fork are settable on the right hand stanchion, for customising the damping behaviour and responsiveness of the front end.

By using different oil volumes calibrated specifically for the left- and right- hand stanchions, both the progressiveness of the fork and the precision with which feel is transmitted to the rider have been improved.

2022 Beta EVO 300 2T SS

The functions of the map selector switch, on the other hand, have been maintained. The EVO offers a choice of two different engine maps selectable by the rider with a button practically located on the tank cover. This placement makes the button easy to reach while offering protection against knocks and unintentional operation, while an LED indicator lets the rider immediately identify which map is currently in use.

Below is a quick run down of some of the available models:

Beta Evo 80 2 Str Junior/Senior

The Evo 80 is the ideal bike for newcomers to the sport. The Junior version is by far the easiest bike to use for young riders taking to the saddle of a combustion-engined trial bike for the first time. The Senior version on the other hand is an intermediate step between the smaller bike and the bigger 125 model, sharing the same wheel size with the latter while keeping the intuitive manageability of the 80 cc engine.

Beta Evo 125 2 Str

The smallest homologation ready bike in the range. Light and agile, this is perfect for young riders moving up from lesser classes and making their first forays into more serious competitions. The engine delivers enough performance to overcome any obstacle in safety, while still being fun and easy to handle.

Beta Evo 250 2 Str

This is the ideal bike for riders looking for an agile and easily controllable two-stroke, with a more docile temperament and with slightly less power and torque than the range-topping model. The Evo 250 is ideal for the amateur looking for class-beating performance combined with precisely manageable power and impeccable rideability.

Beta Evo 300 2 Str

The 300 2 Str is the top-of-range model in the Evo family. A bike for lovers of big capacity engines with impressive torque at all engine speeds, and the perfect base for competing even at pro levels. The size of both the frame and the engine have been optimised to maximise the ability of the bike to overcome even the most challenging obstacles and the most technically difficult trials.

2022 Beta EVO 300 2T

Beta Evo 300 2 Str SS

With SS standing for “Super Smooth”, this is the model with the broadest appeal in the whole two-stroke range. A bike that extremely fun to ride with all the main traits of the biggest Beta engine – the 300 cc unit – but with more tempered power delivery at low to mid engine speeds than the standard version which, together with a series of other minor tweaks, make this an even more enjoyable and easy-to-use machine for the less experienced rider.

Beta Evo 300 4 Str

The four-stroke model also boasts an engine capacity of 300 cc, and strikes the balance between performance, tractable engine power and overall usability. This engine embraces a completely different approach to riding than its two-stroke siblings. With plenty of torque and linear, extremely progressive power delivery, this is the perfect bike for the amateur looking for a machine suitable for less challenging competitive use and motorcycle mounting climbing.

2022 Beta EVO Trial range specifications

Source: MCNews.com.au

New flagship factory GasGas TXT GP trials line-up

Factory Limited Edition 2020 GasGas TXT GP 300

Following the recent launch of the 2020 GasGas TXT Racing line-up after the acquisition of the Spanish brand by the KTM Group, GasGas has now released their flagship factory edition trials machines, the TXT GP range.

Australia will receive the top of the range GasGas TXT GP 300.

A limited number of the 550 top tier machines produced will be coming to Australia and are due to arrive by September of this year as the new Australian dealer network takes shape for the GasGas brand.

Using the experience and know-how earned from 15 successful FIM Trial World Championship campaigns, each GasGas TXT GP model is designed and built to deliver uncompromised performance when used on the most challenging terrain.

Australia will receive the top of the range GasGas TXT GP 300.

Providing riders with everything they need to perform at the very highest level, all TXT GP models feature parts used on the official GasGas Factory Racing machine of Jorge Casales.

In some markets the TXT GP models are available in four capacities, 125, 250, 280 and 300 but Australia will only receive the top of the range TXT GP 300.

2020 GasGas TXT GP

Fitted with premium suspension components, a carbon-fibre airbox, factory racing graphics and many other technical highlights, GasGas TXT GP models allow riders to excel no matter how difficult the competition.

All parts featured on TXT GP machines will be available for purchase from official GasGas Motorcycles dealers, for use on all TXT Racing models.

Source: MCNews.com.au

Royal Enfield Bullet Trial tackles trails

Royal Enfield motorcycles are known for tackling all sorts of terrain at a slow and methodical pace, but now they have a limited-edition Bullet 500 Trial model with slightly more off-road ability.

It will be available in Australia for $9190 ride away which is substantially more than the $7690 for the standard Bullet 500.Royal Enfield Bullet Trial

The thumpers come with a single pipe that rises at a 45-degree angle, a headlight grille, slightly knobby rubber, solo seat, rear rack, bash plate and a side plate.

They come with chrome tanks with day-glo red and olive green frames.

Royal Enfield sent us this history of trials riding and Royal Enfield involvement in the sport.

Trials historyRoyal Enfield Bullet Trial

Go back to the very dawn of motorised transport at the turn of the 20th century and you will find the origin of trials, or ‘reliability trials’, as they were known.

Manufacturers used these trials to demonstrate their machines’ dependability and endurance on the rough, un-metaled highways and byways of Britain. However, when road surfaces improved in the 1920s, trials competitions went ‘off-road’ to dedicated courses, where challenging terrain provided a gruelling test for both man and machine. A trials rider had to negotiate rocky hillside tracks, traverse slippery gullies, pick out a safe line along windswept ridges, slog through claggy mud and wade across boulder-strewn rivers. Points were lost if, in strictly observed sections, a rider so much as put his foot down, a fault referred to as a ‘dab’, if he careered off course or, as often happened, he simply fell off.

The sport became a widely recognised way of highlighting the merits of one manufacturer’s machine over that of another, with tractability, manoeuvrability and, of course, reliability, paramount. Although tuned, lightened and modified where possible to give an edge, the competing motorcycles were clearly derived from standard road bikes. In the majority of cases, competitors would ride their machines some considerable distance to an event, remove the headlight and any other extraneous parts, such as pillion seat and foot rests, give their all in the trial then hopefully still be able to ride home afterwards. Riders and bikes had to be built tough!

Spectators loved the sport. At the height of its popularity in the 1950s and ‘60s tens of thousands of them would brave the worst of the British weather to attend both the club and trade-sponsored trials which took place across the length and breadth of the British countryside every weekend. The top riders were household names pursued by fans seeking their autographs and trials wins, especially in one of the more prestigious national or international events, incontrovertibly led to sales of the road- going motorcycles from which the trials mounts originated.

Bullet TrialRoyal Enfield Bullet Trial

When the Bullet was launched in 1932, the company quickly heralded it as “perfect for touring or trials” and it was soon available with optional wide ratio trials gearing. As the decade progressed, its successes racked up. In the 1935 International Six Days Trial (ISDT), the indisputable pinnacle of the sport which was commonly referred to as the ‘Olympics of motorcycling’, the Royal Enfield team was the only squad riding British motorcycles not to drop a single point. In 1937, Enfield riders won a record-breaking 37 trials trophies along with six gold medals in the ISDT, with legends such as Charlie Rogers, George Holdsworth and Jack Booker riding 250 and 350cc Bullets and the 500cc Special Competition Model to victory.

But it was in the post-war era that Royal Enfield truly came to the fore in trials, largely thanks to the all-new 350cc Bullet. Even though telescopic front forks had become de rigueur from 1945 onwards, motorcycle designers had firmly stuck to the pre-war format of a rigid rear. The Bullet broke with this tradition when Enfield’s head designer, Ted Pardoe, and Tony Wilson-Jones, its chief engineer, incorporated revolutionary swinging arm suspension with oil damped shock absorbers for the first time on any production motorcycle. The suspension’s travel was rather limited at just 2” but it was enough to give its rider improved comfort and, as far as off road grip was concerned, increased adhesion.

British motorcycle manufacturers usually unveiled their forthcoming year’s models at the all-important Earls Court Motorcycle Show, held in London each November. When he came to showcasing the new swinging-arm Bullet, Royal Enfield took the unorthodox step of revealing it at a trial, entering three prototype machines in the 1948 Colmore Cup.Royal Enfield Bullet Trial

This unexpected move was a shrewd one because the bike’s rear suspension caught everyone’s attention, including journalists from both of the UK’s weekly motorcycle magazines, The MotorCycle and Motorcycling. Both magazines published 2-page features on the bike. While victory may not have come on the course that day, it was certainly achieved in terms of publicity.

The positive showing that these new Bullets made in competitions during the following months meant that two were selected for the British Trophy team to take part in that year’s ISDT, held in San Remo, Italy. Success followed with both Bullet riders, Charlie Rogers and Vic Brittain, winning gold medals and contributing to the British team’s first place position.

The road-going version of the Bullet took centre stage on the Royal Enfield stand at that year’s Earls Court Show, and it became the backbone of the range for the following 14 years. The company’s annual sales brochures usually featured a trials variant, available to the club level rider by special order. However, pukka works machines were reserved for a select few professional riders. These were specially tuned and modified in the factory competition shop and lavished with, what were for the time, exotic lightweight materials, such as magnesium for crankcases and aluminium alloy for wheel hubs.

Johnny Brittain

Royal Enfield Bullet Trial
Johnny Brittain

Although Royal Enfield had employed a number of highly skilled riders over the years it had never had a true star. All that changed in 1950 when a precociously talented 18-year-old joined the company. John Victor Brittain, universally known as Johnny Brittain, was the son of 1920s and ‘30s legend, Vic Brittain, a multi-skilled rider who successfully competed in everything from ISDTs to TT races, scrambles and fairground daredevil stunts and who had been persuaded to come out of retirement and join Enfield for one year in order to ride a Bullet in the famed 1948 ISDT win.

Somewhat gangly, quietly-spoken and immensely dedicated, Johnny soon showed his mettle, picking up first class awards in one day trials and a gold medal in that year’s ISDT. “In the early days,” he recalls, “my competitors openly ridiculed me, deriding the spring-frame Bullet. They were still on rigid-framed bikes and would say things like: ‘I pity you having to ride that Enfield with that bouncy rear suspension.’ They were soon laughing on the other side of their faces when I began winning, and it took several years for all the other manufacturers to catch up and adopt the Bullet’s swinging arm suspension, which gave me a real edge.”

On his famous 350cc trials Bullet, registration number HNP 331, Johnny won the prestigious Scottish Six Days Trial twice, an arduous 900 mile contest spread over six long days, (1952 and 1957), the formidable Scott Trial twice (1955 and 1956), the tough British Experts Trial twice, where he was its youngest ever winner (1952 and 1953), and amassed over 50 major championship wins and a huge haul of open trial first places. Beginning with his first ISDT campaign on a Royal Enfield in the 1950 competition, Johnny accumulated 13 gold medals over 15 years, although some of those rides were on a 500 Twin and a 500 Bullet rather than HNP 331.

Johnny Brittain’s works trials Bullets of 1956 and 1957 were all conquering. In ’56, he triumphed in the ACU Star championship and his tally of wins included the Welsh Trophy, the Scott, Mitchell and Streatham trials, the Alan Hurst, Shropshire and Patland Cups as well as second places in the Scottish Six Days Trial and two other major events. The following year, he clocked up wins in the Scottish Six Days, Vic Brittain (named in honour of his father), Cleveland, Travers, Red Rose and Cotswold Trials amongst others.

To mark this tremendous run of results the firm released a Bullet closely based on his winning machine in 1958. Named the 350 Trials Works Replica, it aimed to give its rider a great starting point from which to compete in trials. Employing the same lighter, all-welded frame made of aircraft quality chrome-molybdenum, it sported a slimmed-down 21⁄2 gallon petrol tank, 21” front wheel, knobbly tyres, alloy mudguards, a sump guard, high-level exhaust, Lucas Wader magneto and a slimline gearbox with low gearing.

Even the engine was given the works treatment as its bottom end was formed around heavier 500cc Bullet flywheels, resulting in a motor which plonked like a gas engine, and its barrel was cast in aluminium alloy. Finished in polychromatic silver grey, the Trials Works Replica was a beauty to look at as well as to ride.Royal Enfield Bullet Trial

Johnny wasn’t Royal Enfield’s sole trials rider though. There was always a works team at major events which, over the years, included Johnny’s younger brother, Pat, as well as other leading lights of the trials circuit such as Tom Ellis, ‘Jolly’ Jack Stocker, Don Evans, Peter Fletcher, Peter Gaunt and Peter Stirland. Even Bill Lomas, long before he became a two- time motorcycle grand prix world champion, won a first class award on a Royal Enfield trials Bullet.

By the end of the 1950s, however, the days of the heavyweight trials motorcycle were numbered. Responding to the trend for ever lighter bikes, with revvier engines that could snap the front wheel up and over obstacles and make best use of the constantly improving tyre compounds and tread patterns, Royal Enfield refocused its trials ambitions around the new, unit-construction 250cc Crusader.

The story of Royal Enfield’s trials motorcycles doesn’t end with the 1967 Redditch factory closure. Over subsequent decades, many owners have undertaken trials conversions, using both British and Indian road Bullets as their starting point. Although the majority have standard gearing and see only occasional light greenlaning use, a significant number have been built to fully competitive specification and are regular entrants in classic trials events, including the celebrated Scottish Pre-65 Trial, a revered annual competition held in the highlands of Scotland ahead of the Scottish Six Days Trial.

Source: MotorbikeWriter.com

Royal Enfield faces new Trials ahead

Royal Enfield is facing trialling times with a new CEO, plans to build an assembly factory in Thailand and the launch of Trials versions of its 350cc and 500cc Bullet.

Bullet Trials

While the new Trials bikes could hardly be used for trials riding, they do show a slightly more off-road emphasis, although they have avoided the usual trendy scrambler styling.

Instead, they get a single pipe that rises at a 45-degree angle, headlight grille, slightly knobby rubber, solo seat, rear rack, bash plate and a side plate.

They come with chrome tanks in a day-glo red and an olive green.

The Trials versions look pretty cool and should be able to tackle some dirtier roads.

Not that gnarly tracks have ever stumped the RE thumpers.Royal Enfield Trials

Many tours are conducted up the Himalayan mountains on these bikes and I did a trip around Sri Lanka last year that included some rough dirt tracks with ease on a Classic 500.

There is no word yet on when or whether they will be available in Australia, but they shouldn’t cost any more than the current crop.


Royal Enfield CEO Siddhartha Lal trials
Siddhartha Lal

Parent company Eicher Motors has announced the appointment of Vinod K. Dasari as the Chief Executive Officer of Royal Enfield to take over from Siddhartha Lal who will continue as the Managing Director of Eicher Motors Ltd.

Siddhartha says the new CEO will lead the company “into its next phase of evolution to a global brand”.

Vinod has been CEO and Managing Director of Ashok Leyland since 2011 and also served as President of the Society of Indian Automobile Manufacturers and President of Automotive Research Association of India.

“Vinod is a proven leader who combines business vision and people skills. He has been a catalyst in reviving the fortunes of his previous company and re-shaping the dynamics of a hitherto slow-moving industry,” Siddhartha says.

Thai plant

Thailand Triumph factory trials
Thailand Triumph factory

Royal Enfield also recently announced it would build an assembly plant in Thailand to cater for rising demand in the domestic market.

There is no confirmation that the bikes will be exported to other countries, but it has also not been ruled out.

Thailand has become the new automotive powerhouse.

It is now the largest automotive manufacturer in South East Asia and the 12th in the world, thanks to protective tariffs, corporate tax breaks and a central location wth several ports for export.

In 2015, Thailand made 1.8 motorcycles, with domestic sales of 1.6 million and exports of 350,000 units.

Australia gets 80% of the Triumph range, Ducati Scramblers and some small- and medium-capacity Japanese bikes and scooters from Thailand.

Source: MotorbikeWriter.com