We have mentioned numerous times how the Classic Trials scene has exploded in Europe - likely by the older generation, who no longer can or want to tackle the new hop & bop Trials, but who still love the original concept of what Trials riding was all about. This generation, also have the money to spend on updating the old bikes with new suspension and other upgrades that make them fun to compete with.
( Remember our original concept of the Outlaw Trial - Classic/Vintage on Saturday - Modern on Sunday??)
Trial legend Bernie Schreiber will be the master of ceremonies when the FIM launches its first-ever FIM Trial Vintage Trophy at Monza in Italy on Saturday, September 24.
Sharing the iconic venue just north of Milan with the FIM Trial des Nations that will be held the following day, this major new event will showcase everything that’s beloved about vintage trial with an emphasis on retro riders and their period machines with a trophy for the most authentic motorcycle.
Schreiber was the FIM Trial World Champion in 1979 and remains the only American to achieve this incredible feat. When he first burst onto the world stage in 1974 his unique style helped to revolutionise the sport and techniques he developed can be traced all the way through to today’s superstars.
The Californian is a regular face at vintage events and is highly-respected for his insight into trial. He will be heavily involved before and during the event, conducting interviews with former top stars and some of the main movers and shakers on the vintage scene.
“It’s an honour and a pleasure to have been chosen by the FIM to actively participate in this first edition,†said Schreiber. “It’s a real challenge because launching such an event in such a short time is difficult but the idea of ​​bringing together, over the same weekend, two ‘worlds’ of trial that are far too distant in my opinion particularly excites me.
“It is true that I had an important period in my career with an Italian manufacturer near Milan and even competed within the confines of the Monza circuit. Bringing together friends and riders who have helped write the history of the sport and organizing activities around a beautiful FIM event – which also welcomes the Trial des Nations – is extraordinary.â€
CTR Director Thierry Michaud was also a rider back then and is certainly no stranger to vintage trial.
“I am delighted to know that Bernie has spontaneously agreed to join us for this first edition,†said Michaud. “His collaboration is essential and his presence and his initiatives will undoubtedly be very important. We know that initiating and setting up such an event is difficult but we are convinced that trial enthusiasts will be there – with or without their bikes!
“Beyond competition, the FIM’s desire is to bring together as many people as possible around a unique event. As Bernie immediately understood, the concept of ​​​​celebrating the history past and present activities of trial all together is very exciting.
“And it won’t just be about trial’s big names. The event will also highlight those people who over the years have worked tirelessly behind the scenes – often with little or no recognition – to shape the sport we all love.
“The prize-giving will be held together with the Trial des Nations presentation to cap off a great action-packed weekend mixing generations and trial style.
“See you on September 24 at Monza!â€
( Maybe Stan could go to compete on his Majesty???)
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Below we have copied an article from one of the Euro websites which talks about Beta and the reasons why we have seen few changes on the Evo model since 2009. - Please allow for the translation mistakes and grammar.
This is probably the question that the general public asks itself when
presents a new model. Well, living it up close, it has its interesting explanation.
If we look closely, the “big lists” of changes occur, mainly, in “young models” that emerge in a more disruptive way and have the need to evolve very quickly, since, once the models are put into circulation and competition, very obvious ideas emerge on how to “solve or improve” certain technical details.
In the case of the EVO range , which was born in 2009, that stage arrived during the years 2015 and 2016, where important mechanical and cycle-level improvements were introduced. Although it may seem that evolution has been slow since then, the Beta EVO is one of those bikes that continues to evolve in the shadows and edition after edition you feel that there is a more than evident dynamic improvement.
Beta EVO Factory MY 2022
In a very competitive market context at the level of brands, models and types of products, it seems that the vast majority are looking for technological values ​​on which to base their commercial arguments. On the other side are us, the users, who value the courage of brands and innovation, but when it comes to choosing us, the weight that trust in the product and its reliability is decisive .
is pulling the most gum from its EVO range . We could open a debate about what should be the maximum useful life of a range on the market, or if the innovations should be more disruptive, but one thing is clear: Beta pays off in every way.
In our case, that we have the direct distribution of most of the manufacturers in the market, we understand what the public of each brand is like and what motivates each user to purchase. In the case of Beta, we have an owner who is very loyal to the brand and very knowledgeable about it, so its character, reliability and exclusivity have a much higher decision weight than that of the “news list” for the current year.
, and the top of the range, which is called “Factory†or “RR†. The reality is that more than 90% demand the latter, the “full”. Beta is perhaps the brand that has the most public of the standard model , although it is something that also has to do with its manufacturing windows (the standard ones are manufactured between September and October, while the Factory ones arrive until March or April), so the weight of sales between models is very distributed.Is it worth the extra cost of the Factory version?As usual, it is more profitable for the motorcycle extras to come as standard, than to buy them separately. In the case at hand, the €700 that separate the standard model from the
are very well justified, both in terms of cycle and mechanical features, in addition to the finishes, such as the steering yokes and other details, which in the standard they are excessively basic.
Therefore, the answer is yes, especially if we take into account that this extra outlay is also valued in the future as an increase in the
Dynamically the
transmits an extraordinary nobility. Its frame is one of the best on the market , because it combines poise and stability, with a much higher turning angle than its rivals. That is to say, the EVO has an extraordinary virtue to be effective in the line trial , without moving, since it combines that aforementioned poise with the ability to turn where the rest do not reach.
Another aspect that I like the most about the EVO is its traction capacity . Here it is capable of marking more distances with the standard version, since the new spring and rear shock settings suit it fantastically. For example, when you climb a step or ramp, at the reception it is common to lose that inertia and we look, helped with the body, for that traction that ends up getting us out of the obstacle; there it is unbeatable. It’s amazing how effectively he picks up grip again and comes out in a controlled way.
This leads me to tell you more about its mechanics . We have always been great defenders of medium displacements, since the “three hundred” offer excessive torque and power for a large part of the users (low and medium level, especially), who end up penalizing physically and technically because managing their power requires more precision. .
The most demanding “three hundred†are those offered by TRRS and GASGAS. In the case of Beta, her engine has a dual personality , since at low revs you feel that you have good torque and that “grip” that we mentioned, but with the virtue of being easy to squeeze . That is to say, it is not a power that enters from below runaway, but rather it is progressive , so that when you want “chicha” you open the tap and you have what you expect: a powerful engine and great ability to climb in the high range of revolutions. This reflection is also explained by the fact that Beta does not offer intermediate versions between the 250cc and 300cc, knowing that the “quarter liter” has almost residual manufacturing. That is, they are required to have a “three hundred” suitable for all audiences.
Another of the peculiarities of the Beta EVO is its clutch . As in the case of the Montesa, the system is actuated by springs and not by a diaphragm. This gives the Beta EVO a very high resistance, durability and efficiency, although the touch is somewhat more preloaded than in the case of rival brands; perhaps we noticed that the response is more direct and this helps to shoot the bike in the most demanding situations.
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The bottom line is that we love the Beta Evo, especially the new SS 300 model, which is likely the best one for 40% of the riders out there. - Of course we have always promoted the 200 for the same reasons - easy to ride and start.
Not that we are happy with the one piece rear fender - mainly because they break easily and are way overpriced.
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