ALL NEW ON TRIAL

After the excitement that surrounded the official launch of the new – as in brand new – Scorpa in association with the Sherco brand in September 2022 in Italy, it has shall we say, all gone a little quiet. The talk at the presentation was about production machines available by the end of the year; as we know, none appeared. We are led to believe the main reason was the component supply to produce a production run for general sale — a far greater task than you would expect. It is quite understandable, considering post-pandemic global problems and the war in Russia and Ukraine. However, unbeknown to the general public, a new ‘Pre-Series Production’ 2023 Scorpa had been running in the Lake District at the base of the official UK importers Birkett Motosport since late September 2022. Heavily disguised and tested in secret, Nigel had some of his UK-supported riders testing the new machine. The brief was to put 100 hours of riding on the machine to iron out any problems. Scorpa were new to fuel injection on two-stroke trials machines. With Birkett’s superior knowledge in this area of the trials engine, they knew they had the right man, as you are about to uncover as we put the all-new Scorpa on trial with our number-one test rider, Michael Brown.

Words: John Hulme, Nigel Birkett, Michael Brown • Pictures: Trials Media, Scorpa

Ifirst set eyes on the new orange Scorpa at the DL12 Indoor Trial in January. Despite the 100 hours of riding, Nigel presented the machine in showroom condition, to the point that it looked brand new. One week later, we would be testing it on a damp day ‘up north’.

On The Road

A 6am alarm woke me for a road trip up north to the home of Scorpa UK, at Broughton-In- and Michael Brown. Michael retired from mainstream trials a few years ago but is still very much a part of the trials scene, where he can usually be found minding or on supporting duties at World and British Championship events. He rode a Sherco to second place in the 2022 Scottish Six Days Trial, so he is familiar with the workings of the machine and the old engine used in both the Scorpa and the Sherco. Both models come from the same manufacturing process; again, Michael is very much up to speed in all areas. It is also worth noting he has experience with the new fuelinjection systems on both two- and four-stroke engines, having tested both the Vertigo and Montesa machines for the magazines in recent times.

Nigel Birkett is like a time machine in motorcycle trials development; 40 years ago with the mono-shock Yamaha, 30 years ago with the water-cooled TYZ Yamaha, close-on 20 years ago with the Scorpa four-stroke and over ten years ago with the fuel-injected Ossa; a superior mine of information on the workings

The Scorpa is all-new from the ground up. At its heart is a new water-cooled, two-stroke fuel-injected engine. Although the most talked about components in trials are fuel-injected, we all know this is the future. We will see manufacturers move to this electronic fuel delivery instead of the mechanical delivery with the carburettor.

Efi

The heart of the EFI is the injection body or, more precisely, the throttle body with its triple sensors integrated into one to control the atmospheric pressure, throttle position and temperature, making for a very compact Electronic Fuel Injection system. It is not an adaptation of other components; it has been specifically developed for motorcycle trials application. Its diameter is 32mm to optimise efficiency and provide live flow response at all engine speeds and situations. As a result, it is super-efficient, weighing only 350 grams, and reduces fuel consumption through optimised gas exchange.

You can argue Nigel Birkett has more experience in this area, having worked on the Ossa system for over ten years, and his knowledge has been applied to the Scorpa, but more later.

The MY 2023 engine weighs 16kg, providing a 28% reduction in weight — a net reduction of 4.5kg over the old model. A bore and stroke of 79mm x 60mm provide an engine capacity of 294cc from a new cylinder and design, with improved thermodynamics and seven intake transfers. This cylinder also has an improved cooling circuit, utilising redesigned contact surfaces to provide better heat dispersal. In addition, the water pump is located internally in an inverted position, so there can be no contamination between the coolant and the magnesium cases.

Robot Welded

Fabricated from a robot-welding process using a combination of chrome-molybdenum tubes and micro-fusion parts, the all-new frame is fitted with removable forged aluminium front side plates that provide better engine access. Its geometry allows a lower centre of gravity with improved rigidity and increased traction. It certainly gives the appearance of being very robust and functional.

It is also nice to note that the radiator spout is tilted to the front for easier access, and you can also quickly remove the grill without tools as it is now held on with clips — something that has had some thought put into it.

To improve the chain run from the rear sprocket to the drive sprocket, the swingingarm axle fulcrum point has been lowered by 21mm; in theory, it should also provide better rear-wheel traction. The rear suspension has seen some serious input to improve performance. New suspension links consist of a single central rod, unlike the two on the old model, giving a more compact design that reduces friction.

Michael Brown

“This very much talked about new model has been a long time coming. In my opinion, it is a good thing as it means it has been done properly. I have known about the Scorpa’s existence for a couple of years and have had reports from various riders. My first impressions are that they appear to have done an excellent job; it appears very slick and modern.” it more functional; this area takes so much abuse and needs to be durable. They have used the steel micro-fusion process for the footrest hanger, with extra support from below. Other manufacturers use this same process, so we know it works; sagging footrests should now be a thing of the past. The footrest design is very model has been designed by someone who understands the needs of the modern-day rider.

“The integrated fuel pump with fuel injection, the 2.2-litre fuel tank capacity should be more than adequate.

“Both front and rear mudguards appear very durable, and the aesthetics give the appearance the working of the fuel injection setup. He told me the machine would be powerful, and he was not wrong! I cannot emphasise just how good

IT SOUNDS GOOD!

“All the time I was riding the Scorpa, I could see Nigel’s head ticking, and he confirmed my thoughts that it sounds so good with the engine pulling and optimising the torque from the two-stroke engine. At times the crisp, sharp response from the engine makes you aware of just how well it performs in all situations. There is no air-filter induction noise, and the whole package is very mechanically quiet.

“The test area was very slippery, and I had to be at my best to remain feet up. In these situations, the suspension package comes very much into its own. The rear setup is incredibly good, giving the rider a strong, planted feel back.

“While it is not super-slim around the footrest area, it is a bonus to help manoeuvre the machine using your legs and lower body; unlike some other machines, it gives you something to purchase on. Make no mistake, it is a very serious piece of trials kit! It is a new model, and no doubt there will be a few niggling problems, but one thing is for sure, they are not far off the mark, and no doubt when the production machines arrive, they will be very popular.”

Plus Points

“The fuel injection performed so well, and with Nigel involved, it will only get better. The whole machine package is good, as is the quality of the components; the rear suspension is second to none. I really enjoyed my time on the orange machine.”

Minus Points

“I am a six-speed gearbox man; on the Scorpa, it has the first three for sections, fourth for open moorland and fifth for the road work. The 300c engine is very powerful, but a good machine can only be made better with the number of parameters you can adjust with the fuel injection.”

Nigel Birkett

“Having a rider of the high standard of Michael was a pleasure to watch, and it confirmed to me that the new model is very, very good. By the time you read this, we will probably have production models, and the feedback from the time spent with Michael has been very beneficial to further improving the performance. In addition, we can make so many adjustments to the machine to suit an individual rider’s needs with the adjustable EFI mapping, which has to be very much a plus selling point to potential customers.”

For more information on all Scorpa products, please get in touch with the official UK importers, Nigel and June Birkett, at Scorpa UK.

Scorpa 300 2023 Specifications

ENGINE: Single Cylinder Water Cooled Two-stroke; Bore 79mm x 60mm Stroke; Displacement: 294cc; EFI (Electronic Fuel Injection).

IGNITION: Hidria Digital.

CLUTCH: Hydraulically-operated diaphragm system with adjustable pre-load.

GEARBOX: Five Forward Gears.

FRAME: Chrome Molybdenum

Tubular Steel

SWINGING ARM: Aluminium

EXHAUST SYSTEM: Stainless Steel Front Pipe; Aluminium Rear Silencer.

Contact

Web: www.birkettmotosport.com

SUSPENSION: Front: TECH

Aluminium 39mm Ø 165mm Stroke with Dual Settings; Rear: Reiger Adjustable Shock Absorber 165mm Stroke with Progressive Linkage.

BRAKES AND WHEELS: Front:

Hydraulic Controlled Four Piston Floating 185mm Disc with 21” Morad Black Aluminium Wheel Rim; Rear:

Hydraulic Controlled Two Piston 145mm Disc with 18” Morad Black Aluminium Wheel Rim.

DIMENSIONS: Wheelbase: 1,310mm; Ground Clearance: 350mm; Seat height: 704mm.