Scorpa Factory
We had intended to run an article on the 2020 Scorpa 300cc Factory model at this year’s Scottish Six Days Trial but thwarted by the Coronavirus. The tuning talents of the official Scorpa UK importer, Nigel Birkett, are second to none and he is quite a nice guy too, very approachable and proud of the products he imports along with his wife, June. Based in the north of the country at Broughton in Furness in the Lake District, we asked Nigel why the Scorpa is such an obvious choice for many riders at the SSDT year after year. As you read on, you will find out why the orange machines remain so popular at all levels of riding.
Continuing its production and availability as we went to print, Scorpa’s 2020 ‘Factory’ is an evolution from its successful trials range. It’s a three-machine range that makes up the ‘Factory’ models with the choice of 125cc, 250cc and 300cc engine sizes.
QUICK SPIN
Nigel: “I am biased, of course, because I import the Scorpa machines into the UK. All the modern machines are very good, so why would you buy a Scorpa? First and foremost, it’s a proven machine and comes with no nasty surprises. It starts well hot or cold with clean gear selection and a very good strong clutch, giving optimum drive to the rear wheel in all situations. It ‘tracks’ very well and is great at holding the line in any hazard; my friends who ride them in the south, with its steep climbs and muddy conditions, tell me it’s in its element.
I like just how easy they are to ride and, in events such as the ‘Scottish,’ I
do not feel mauled at the end of a long day.
“What would I change? I do like a six-speed gearbox, and fuel injection is maybe for the future. Still, as a closing note, I do like the amount of easy adjustment that anyone can make with a simple screwdriver to a mechanical carburettor in any condition at the side of a section.”
EASY MAINTENANCE
“Easy maintenance goes a long way to pleasing customers, and that is one of the strong points of the Scorpa range of trials machines. On many of the modern machines, a simple operation like changing the spark plug becomes a strip-down affair, as does checking and topping up the coolant levels, changing the air filter and servicing the carburettor.
“At events like the SSDT, where you have allocated time in the morning before you start, you want to be able to just run the tools over the machine with quick, simple checks. With a small range of tools, all the above mentioned can be carried out easily as can the replacement of damaged, worn or broken parts.”
VERY RELIABLE
“In the modern-day world we live in, many of the younger competitors are not very experienced in the maintenance side of anything mechanical. With events that run over a few days, it is a major factor if you want to finish. In reality, the singlecylinder, two- or four-stroke water-cooled engine is very reliable as long as it is fed with a clean supply of air, oil and water.
“The clean lines of the Scorpa trials models make them easy to compete on, and with no obvious parts, apart from the footrests protruding, they pass through and over the rocks with minimal rider effort. It’s only really crash damage that creates any problems.”
SMOOTH RIDE
“Yes, the new clutch arrangement gets the power to the rear wheel in a strong, controllable manner, but then it’s the job of the suspension to make it perform. The modern rider requires good strong suspension and the package on the Scorpa Factory, of the aluminium TECH at the front and the adjustable Reiger at the rear, perform and work very well together.
“Many riders purchase a new machine and never adjust the suspension at the front or rear, or change the oil! It’s just a tip that many riders overlook, but it’s always worth checking on any new machine that the oil grade and amount in the front forks is correct for the rider’s style.
“At the rear don’t just expect the shock absorber to be suited to you and if you’re not sure, do ask; remember that with a Scorpa we are at the end of the phone.”
JAPANESE TO EUROPEAN
“When the move was made from Japanese Yamaha engine to the European one to power the Scorpa trials machines just over a decade ago, the production trend very much mirrored both of the machines in the fact that the models were built around a good solid engine.
“Many of the manufacturers use similar suspension front and rear along with wheels and other components that make up the trials motorcycle. We have 99% of the spare parts on the shelf and in stock for all the models. I am more than happy to pass on my years of experience to the Scorpa customer. Purchasing a Scorpa from one of our many dealers is where the experience begins. For further information on machine setup, I am only at the end of the telephone to provide any support.”
WHAT’S NEW: SCORPA SC FACTORY 125CC
CHASSIS: Rear Shock Absorber: Reiger Adjustable; Front Forks: TECH aluminium 39mm Ǿ; Rear Sprocket: 42 tooth size to improve traction; 2020 Factory Aesthetic Kit.
ENGINE: Clutch: Redesigned with new springs and lever for better ‘Rider’ feel and increased reliability; Cylinder Head Dome is interchangeable for compression adjustments; CDI Unit: New Power Curve; Piston: Vertex ‘Racing’ giving stronger and better performance at low revs; Spark Suppressor: New from NGK for better combustion and a stronger spark.
WHAT’S NEW: SCORPA SC FACTORY 250CC & 300CC
CHASSIS: Rear Shock Absorber: Reiger Adjustable; Front Forks: TECH aluminium 39mm Ǿ; Rear Exhaust: Removable Support; 2020 Factory Aesthetic Kit.
ENGINE: Clutch: Redesigned with new springs and lever for better ‘Rider’ feel and increased reliability; Cylinder Head: Continuous evolution of the compression ratio and dome shape for better engine performance; Cylinder Head Dome is interchangeable for compression adjustments. CDI Unit: New Power Curve; Piston: Vertex ‘Racing’ giving stronger and better performance at low revs; Spark Suppressor: New from NGK for better combustion and a stronger spark.
SCORPA SC FACTORY 300CC SPECIFICATIONS
ENGINE: Single Cylinder Two-Stroke Water Cooled; Cylinder Capacity: 294.00cc; Bore and Stroke: 79mm x 60mm; Cylinder: Nikasil Coated; Carburettor: Keihin Ǿ 28mm; Starting: Geared System with Folding Lever.
EXHAUST: Stainless Steel with Aluminium Silencer.
TRANSMISSION: Five Forward Gears with Sequential Security System to prevent False Neutrals; Primary: Gear Drive; Secondary: Chain CLUTCH: Hydraulic Diaphragm System; Ignition: Electronic Hidria Digital.
CHASSIS: Tubular Section Frame fabricated from Chrome-Molybdenum; Swinging-Arm: Aluminium; Fuel Tank Capacity: 2.6 Litre; Brakes: Hydraulically Operated with Floating Rotor: Front: 185mm; Rear: 145mm.
SUSPENSION: Front: Tech 39mm Ǿ Aluminium Adjustable; Rear: Reiger Progressive Link System with Single Adjustable Shock Absorber offering 175mm travel
WHEELS: Front: Morad 21” Anodized Aluminium Rim; Rear: Morad 18” Anodized Aluminium Rim. DIMENSIONS: Weight: 68.5Kg; Wheelbase: 1,322mm; Ground Clearance: 310mm; Seat Height: 646mm.
For information, visit Scorpa’s ad on page 20.