Shoot to Scor'
By TMX Archives on 5th Mar 08
FRENCH manufacturer Scorpa offers three very distinctive trials models for 2008, all of which attempt to do the same thing in very different ways the established SY250 two-stroke, the radical SY250F four-stroke and the gentle SY200F four-stroke. T+MX tester WOODY HOLE braved a grim day in the Lakes with importer Nigel Birkett in order to bring you the flavour of each model. Editor JD cheated' and nipped out one sunny afternoon to grab the static pics... Woody tells the tale...
SY250:
BIRKS told us that the old-favourite two-stroke SY250 model actually dates back to 2001 which was a bit of a surprise to be honest. It's a model that has always been absolutely rock solid and reliable without setting the world on fire. It is a fact that Scorpa doesn't have the strong following like, say, Gas Gas and Beta does, it has always had a bit of an image issue, which is a shame as there's absolutely nothing wrong with the bike.
The original concept remains true which is a simple, basic steel tube frame carrying the bullet-proof Yamaha motor, conventional front suspension and brakes all-round but with a unique linkless rear shock controlling a very light-feeling back-end. Styling, with that sculptured tank has always been 'different' to the rest and I guess you either like that or you don't. I actually like the 2008 version with much improved graphics, black frame and black wheels - very stylish.
There's been no major changes down the years but development has been steady and there's no doubt that it is a good all-round package. It has a bit of a reputation as a 'Clubmans' bike yet hold on, Joe Baker whipped allcomers to win the British Experts Championship last year, showing exactly what it is capable of.
The big change this year is the all-aluminium Marzocchi forks which lightens up the front. This is a significant change and the SY250 now feels much better balanced, front to back. Gone forever is that slightly front-heavy feeling. It is no Gas Gas PRO in the weight department but the SY250 feels light when you are actually riding it which is the important thing. And it feels much more lively this year with the front-end now a better match for the long-travel rear.
The factory says it has raised the footpeg height 5mm to help compensate for the lighter front but to be honest I couldn't notice it. It felt fine whatever and you can now bounce the front around.
As ever the motor is very soft at the bottom but also pulls strongly, especially as it is 'only' a 250 and has that distinctive Yamaha throaty induction roar.
As ever, it sports four really strong, useable section gears, has a very torquey motor and with the ground real green and wet on our test day it was relatively easy to find grip. You can back the motor right down to nothing if you do lose traction and then just feed the power back in - with or without the clutch. Scorpa is claiming a new cylinder head squish band and a higher compression ratio this year. Whatever they have done it works.
I just found this bike really nice to ride. The engine is controllable, the clutch bang-on, running gear and brakes as good as anything and it is a really easy bike to adapt to.
If you have never ridden a Scorpa you really should bag a test ride on an '08 model - I think you'd be surprised.
SY250:
Black frame
Graphics
Marzocchi Aluminium forks
Fork yokes
Handlebars
Lighter skidplate
S3 footpegs
Cylinder head
SY250F
THE last time I rode the SY250F four-stroke was about 18 months ago when it was still really being developed. It was struggling with carburetion and while there was obviously potential in the MX-derived engine, it needed refining.
The 2008 model is a much more finished article. The most important thing with a four-stroke is "Will it start?" and the answer to that is yes, first or second kick every time, hot or cold. And the carburetion was virtually bang-on through the range. Right at the very bottom, I mean about the first 16th of throttle, it seemed flat but above that it was absolutely bang-on. The new Dell Orto pump-jet carb was obviously doing its stuff!
The engine really is strong without being overpowering - and it runs very clean and very smooth. And because the motor is so strong and revs really hard at the top-end I found that you could use first gear for virtually everything - it is a really long, long, gear. Second and third can be used of course, especially on hillclimbs, but you have to hang on. The motor definitely doesn't lose any edge just because you are in a high gear.
There's no denying that you do feel the extra weight over the two-stroke when riding it but it doesn't actually feel a physically big bike. It is in fact very narrow to stand on, the whole bike feels slim - and it is quiet, whether ticking-over or revving. The exhaust only has a single outlet instead of the earlier model's twin pipes and Birks pointed out that the whole rear silencer is new.
The SY250F really does steer well, with the weight actually keeping that front wheel planted, even on very slippery stuff. I really enjoyed riding the bike, everything worked well, clutch, brakes etc. It pulls well through nadgery stuff and then blast up steps with power to spare. It is not the easiest bike to just jump on and ride well though, I found it tricky to understand at first. It would spin when you thought it should be gripping and then find mega traction when logic told you it should spin. It is all about learning to understand the engine.
To be fair, the only thing I really have a problem with is the looks. The chassis is fine with a light steel-tube frame (lighter than the two-stroke) but the styling is just not there. It is all square and slabby-looking and although this year's graphics are an improvement on the original (which was plain with hardly any graphics) I just think that they could do better. Looks are important - even for a trials bike!
SY250F:
Black frame
Graphics
Brake Discs
Aluminium forks
Handlebars
Dell'Orto pump-jet carburettor
Camshaft
Simplified wiring
Ignition coil
Silencer assembly
Lighter skidplate
Rear shock re-valved
SY200F
THIS just has to be a first impression as the genuine 2008 200 model has yet to arrive. The genuine article will sport several major changes including a surprise switch to the lightweight aluminium forks which takes it out of the bargain-basement market and into higher terrritory.
Basically the 200 (actual capacity 180cc) is a lovely little bike. With its punchy, solid motor it is dead easy to ride and I can't help feeling that it will suit the older guy who is out for an easy, fun day out in his local trial.
This is, as near as I can get it, the modern equivalent of a Triumph Cub. With its trail-bike derived Yamaha four-stroke motor, solid chassis and tried and tested running gear what's to go wrong?
I was actually amazed at the performance available, it really was a pleasant surprise. Being honest, there isn't really the absolute power on hand to get you into real trouble but there's more than enough to do the job. There's no worrying over gear selection - bottom. It's all you'll ever need. The motor can be ridden super-slow with the clutch fully home but the long gearing means it will easily handle that nasty climb out of the section. There is quite a jump to second with third very close behind. Both can be used on hill climbs but bottom is the natural default gear.
There is only one problem with the standard 200 - and that's the clutch operation. The clutch lever operates like a switch, it is either in or out. The problem is the clutch arm and although Birks told us that the problem is easily solved the fact remains that it really should be solved at the factory.
In practise it means that the best way to ride the 200 is simply leave the clutch alone - the engine doesn't mind and when you master it you get quite a buzz. The factory really should sort this on the production line though as it spoils an otherwise cracking little bike.
And it should be even more lively in the handling department when it gets its trick new forks...
Specification: