Revolutionary New Two Stroke – Ossa TR 280i

The Spanish produced Ossa brand of motorcycles were manufactured and sold from 1924 through 1982 when it quietly went out of business. Like a Phoenix rising from the ashes, the brand is back with one of the most technologically advanced two-strokes ever seen.

Ossa TR280i

While everyone in the media is taking about the technologically advanced 2010 YZF450, here comes a two stroke trials machine from a reborn manufacturer, equipped with many of the same advances as the offering from the giant Yamaha corporation.

The Ossa is equipped with a “backwards” two-stroke motor with electronic fuel injection. Yes, fuel injection is possible on a two stroke, and this should be the first fuel injected two stroke to be released to the general public.

This amazing machine is set to be released in July of 2010.

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The following information was found and is believed to be information directly from the Ossa Factory.

Jordi Cuxart,is the President of OSSA Factory and Josep Serra “Xiu” is the engineer and the soul of the new TR 280i.

The fact that the new TR 280i incorporates a system of electronic injection it has allowed its engineers to redistribute different elements without being in favor conditional of the position of the classic carburetor. “Sometimes the injection system has been placed in the same space in which it was the carburetor, with the fuel tank in the high part of the motorcycle, without considering the option to look for a new positioning. OSSA Factory has let start off to me of zero and this one has been a determining aspect at the time of initiating this project” points Xiu.

Motor

The situation and ideal configuration of different elements have given like result a very small motor with the inclined cylinder backwards, the intention to be able to locate in the high part of the TR 280i the system of injection and the filter house. The same logic that other manufacturers apply in specialties like cross or enduro, in OSSA considers that it is perfectly valid for a specialty like the trial.

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The new motor, of 2T, is very compact, with the case of a single piece. The change is extracted straight from lateral and the crank by the opposite side. Considering that the case for of chassis, for the being has been leaving resistant from the set, has been able to make a block compact. Of this form the possibility is simplified of acceding to the change relations.

Another important aspect is that the maintenance is economic since to manipulate the propellent is extremely simple. A conventional motor as far as geometries can be considered or thermodynamics but has obtained an extremely compact set like concept. It is of the smallest motors of the moment.

The fuel tank of three liters of capacity has been placed in the place where conventionally the trial motorcycles mount the radiator to improve the distribution of weights. The equipment of OSSA Factory considers that the more light it is a trial motorcycle, the more necessary turns out to have the advanced center of gravity.

When placing the radiator behind the deposit and the filter house, is avoided something so habitual in the specialty of trial because the radiator is covered with mud, with the consequent problems that entail the fact that the motor cannot work to the appropriate temperature.

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A motorcycle without movement (stopped) has to have the capacity to dissipate the heat of the motor and to mount a electroventilador like in the TR 280i. Therefore, although in a motorcycle of another specialty it would be necessary to apply fresh air canalizations, in a motorcycle of trial no. Since the own fuel tank protects the radiator, the new TR 280i can work to a constant temperature, without being conditional to the possible dirt of the radiator.

On the other hand, to invest the cylinder has allowed to practically mount the admission in vertical after the fuel tank, and so the air intake through filter is located more in one of the elevated points of the motorcycle. Therefore, the watertightness of the filter will be superior and the access to the own filter, very simple through a cover. In the interior, under this same cover, some elements of the injection system will be placed. In this location the components will be affected neither by the temperature of the own motor, nor by the humidity.

In the distribution of the elements of the motorcycle one has considered very the temperature to which will work each of them. When having the inclined cylinder and mounting the escape backwards, from the back monoshock absorber can be defined the escape, whose volume is superior to the one of a conventional motorcycle.

Chassis

Made in aluminum and steel to chromium conditional molybdenum and to the design of the motor, the fuel tank has gotten up in the front part of the motorcycle having formed resistant part of the set.

In the zones where habitually in the chromium chassis molybdenum there is many welds and therefore weight, forged aluminum pieces have mounted.

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The pipe of direction, the treated aluminum deposit, the estriberas and the support of the rods are also in forged aluminum. The rest is of steel to chromium molybdenum, with a very simple and welded structure in TIG.

The suspensions have been developed jointly with Öhlins (back) and Marzocchi (front). The back suspension mounts an innovating system of rods that is prote’ge’ very and integrated and it is united directly to the forged piece of the chassis. System TTX of Öhlins to the specialty of the trial has been adopted, a system by which the hydraulic valves of the piston and settings have been placed in the outside. This technology already has been used in motocross contributing to many advantages concerning settings as far as simplicity and accessibility.

The front suspension is an inverted bracket Marzocchi, a type of suspension that for many years that it was not applied in the specialty of the trial. But unlike other experiences in which a suspension of cross or enduro has adapted, in the TR 280i and close collaboration with Marzocchi, has designed exclusive an inverted bracket for the specialty with aluminum bars.

Because an inverted bracket

The inverted bracket has its logic as far as distribution of efforts to be able to optimize the weight to the maximum. “The maximum moment of force we have in the section of the base inferior, therefore serious logical that point, to the most asked for being, is the one of greater diameter. In a conventional bracket, this phenomenon is solved giving to more section or thickness to the bar. That is that, in when to tension logic, the invested one has advantage. For that reason some manufacturers as Öhlins nor considers another type of suspension that is not the invested one”, point Xiu like person in charge of the project. Why he has not been traditionally thus in the trial?

In other times inverted suspensions derived from other specialties applied to the trial had been used. The problem, from the point of view of the equipment of OSSA Factory, is that until now never a specific bracket for the specialty of the Trial had been developed. In the agreement between OSSA Factory and Marzocchi to develop an inverted bracket there. Marzocchi knows how to realise light brackets in aluminum and OSSA Factory it knows the exigencies the specialty.

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Marzocchi presented/displayed the past year an inverted bracket and in OSSA Factory the project to the needs of the present trial has adapted. “We think that if we eliminated the disadvantages of an inverted one, we will be able to lay the way to develop inverted brackets lighter than the present ones, since its logical configuration of efforts must allow to us to lighten the set”, indicates Josep Serra “Xiu”.

A priori, the main disadvantages of a bracket inverted in trial are two:

1) Angular displacement reduced by the greater diameter of the bar that interferes with the chassis: The solution that contributes to OSSA Factory in its TR 280i consists of giving all the offset in the suspension billets, instead of to distribute it enters billets and foot of bracket. “This also has allowed us to relocate the clamp of brake in the back part of the bracket to work to compression instead of a traction” according to Xiu.

2) Rigidity-torsion: The solution is an inverted bracket over-sized with a diameter of 40 mm and made in aluminum to reduce to the maximum the effect of flexion in the torsion.

Solved these two problems, it is only the completion on the part of the pilot of tests and to seduce the potential clients “We must be on the awares to the evolution. To evolve is an important part of OSSA Factory”, indicates the person in charge of the project. On the other hand, Marc Colomer is evolving this system with very hopeful results.
Really, OSSA Factory enters with own technology the specialty of the Trial and it does with a human equipment with experience and the competitive spirit who made prevail to the mark of the clover.

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The components of the new motor will be finished in the month of December and the completed motorcycle will begin to try in January. Its production is predicted for the month of 2010 July.

List of credits OSSA Factory TR 280i

Motor

Piston displacement 272.2 cc
Monocilíndrico type two times with admission by laminae directly to the case
Liquid cooling system
Diameter x Race 76×60 mm
Feeding EFI Kokusan Batery-less System
Flying ignition magnetic digitalis CDI Kokusan
Clutch Hydraulic control
Gear box 6 speeds
Primary transmission by gears, secondary by chain
Motor lubrication Mixture 2.5%
Lubrication 700 change and engages cc. of oil type Gear Extreme 75W

Chassis

Tubular Perfil type in steel CR-MO, with pipe and part forged inferior aluminum
Front suspension adjustable inverted Bracket with diameter aluminum bars 40 mm Marzocchi
Optional conventional diameter 40 mm Marzocchi aluminum
Back suspension System of variable progressiveness with monoshock absorber TTX Ohlins
Front brake Disc of 185 mm of diameter with clamp of four pistons
Back brake Disc of 150 mm of diameter with clamp of two pistons
Front wheel Of 28 radios with tire 2,75×21
Back wheel Of 28 radios with tire 4,00×18 without camera
Constructed motor protector in AA7075
Pedal takes forged Aluminum
Pedal of change and brake: Aluminum forged with retractable toe

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Measures

Wheelbase 1,328 mm
Height seat 655 mm
Capacity deposit 3 liters
Empty weight 67 kg

Information found at www.todotrial.com

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8 thoughts on “Revolutionary New Two Stroke – Ossa TR 280i

  1. First Zundapp,then Ancillotti and now Ossa resurrected. Yes indeed there is a light at the end of the tunnel.The trials bike looks superb – is there a Phantom and Super Pioneer to follow?.

  2. I remember Mr Boyesen doing that reverse cylinder trick on a sx125 years back, I just cant find any info on it, did anyone else see it ?

  3. Is it regular fuel injection or direct fuel injection?

    With DI you would have a 250cc bike with more low end torque than a 320cc 4st and weigh 12 pounds less. and that is a BIG difference and BIG benefit on a light trials bike.

  4. Yes, and in an ironic twist of fate the 4t tech has been gatered up by 2t tech gurus at Ossa and now the 4t’s take a seat further in the back. The 2010 YZ 450 got 9 pounds heavier. Ossa’s come back makes for “another” manufacturer who will help deal the death blow to the big 4′s 4 stroke fantasy.

    Add Greeves to list also, and I think everyone should go out a buy a new 2 stroke in 2010.

    What a “4 joke”

  5. Pingback: Tweets that mention Revolutionary New Two Stroke – Ossa TR 280i :: twostrokemotocross.com -- Topsy.com

  6. Yup, where’s yours Junior? My God, this is awesome! In the day where the Big 4 and the AMA want nothing but 4 jokes, you get all these past championship brands coming out with new iron…and much to the dismay of the AMA and the Big 4 they are all 2 strokes! Hey 4 joke lovers…can you see the writing on the wall?

  7. This is truly amazing news. Just knowing that a small factory can create such an innovative product completely captures the imagination.

    It gives hope that the technology displayed here will expand to other companies in the near future. Whether the big 4 decide to build the machines that racers want or not will not make a difference as long as there are companies that will.

    Maybe some of us will have to think “outside the box” and look at brands of machines that we would have never bothered to consider in the past, if they are willing to build the bikes that we want.

    In a way this is a turn about of sorts. In the 1950′s through the early 1970′s the so-called off-brands were very popular. That is until the Japanese figured out how to build (well copy at first) these bikes and build them inexpensively and ready to race.

    Now the Big 4 seem to be attempting to tell the racers what they should want, instead of listening to what their customers are asking for. Of course this is opposite of what they had done to become the leaders in the industry.

    The race tracks will see some machines made in places other than Japan.

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