The TRRS One R 2020 that we tested thoroughly at Trialworld, it is not the most Racing model on the market, nor is it an entry-level model, although it could be valid for both things, to compete and to start; it is not the most money-worthy, nor is it the cheapest; It doesn’t come equipped with the most expensive and exclusive components, but they are of great quality.
With this presentation, it seems that this model is an option that does not stand out at all, somewhat bland… but nothing could be further from the truth, because it does stand out in a fundamental aspect, so important as to be decisive when choosing which motorcycle to buy: BALANCED.
KNOW WHAT’S RIGHT FOR YOU
Nowadays, with the stratospheric lives we lead, we tend (the first one to write) to always choose “big horse, walk… or don’t run”, or in other words, “The most expensive and exclusive is the best, and the most powerful engine too”. It’s like an established mantra, something that is often taken for granted and that can even ruin our beginnings in trial.
When choosing a brand or model, there are several aspects to take into account.
One belongs to the emotional plane, that of the passions… the bike that you fall in love with because of its looks and its design, the one that is more powerful or more racing, the one that attracts you for its achievements in competition and what it represents, or because it is the “World Champion” or because it is just the model superior to your best friend and just to see his face the day you wear it for the first time is worth it.
It’s clear that falling in love is very exciting, but you have to choose well who you fall in love with.
This is where other aspects that belong more to the Plane of Common-Sense… You have to look for a bike that you fall in love with, yes; But it has to be economically achievable, with an engine suitable for our level and with equipment and chassis that we are able to take advantage of, and without ruining ourselves in the attempt. In other words, a BALANCED bike.
QUALITY AT A SENSIBLE PRICE
And this is where our TRRS One R stands out, in THE BALANCE, and we already know that the trial… It’s pure balance.
TRS was able to react very well and immediately realized that it was necessary to fill a gap between its best-selling “One RR” and its base model “One”.
Plugging this gap means the creation of a new model that masterfully manages not to interfere with either the price or the focus of the other two. What’s more, it makes it very easy to get a motorcycle from this brand right.
Therefore, as ” there is no bad bike, only bad buy” we will now have such a well-organized product, both in trials with the ONE models, and in trial excursions with their X-Track models, that we will be right for sure if we choose a TRS.
THIS IS WHAT THE TRS MOTORCYCLES RANGE LOOKS LIKE
TRRS One
(Standard or X-Track)
TRRS One R
(the model in question)
2020 TRRS One RR
(standard or X-Track with electric start)
TRRS One Gold
TRRS On-E Kids Electric (16″ or 20″)
WHAT ARE THE DIFFERENCES BETWEEN THE ONE R AND THE REST OF THE RANGE?
To understand this bike we have to understand the other three bikes in the family. The One R is priced at €6,699
Below we have the TRRS One model (5,999 €), a bike that we could say is focused on an audience that wants to get started in trial, or that is looking for a very good performance at a sensible price. It consists of a double-beam aluminium chassis, which gives that TRS character and is shared by all models, in this case in an anodized finish. Very worthy suspensions, especially the fabulous TECH fork with aluminum bars. At the back, an Ollé R16V mono-shock that timidly complies with the rest of the components. The brakes are signed by Braktec with a two-piece 4-piston caliper. The carburetor is the reliable and well-known Dell ́Orto 26 mm. that powers the base engine of the Spanish brand.
Just above the TRRS One R that concerns us in this test, the brand offers us the TRRS One RR (7,399 €), the best-selling model and with everything you need to face any competition right out of the box.
The chassis painted in a Racing red that distinguishes it from the rest quickly, with lightened and machined seatposts, also in anodized red. Premium suspension, with a top-of-the-range Tech fork with 3-way adjustment and steel bars with anti-friction treatment, and a Reiger shock with 3-way adjustment.
The brakes in this case are BRAKTEC but with the 4-piston caliper made in one piece. The carburetor in this case is signed by KEIHIN and is a 28 mm PK that gives a much more Racing and fast character to the new ENGINE REVOLUTION engine that the brand already premiered in the RR 2018. Of course the closed crown, the man overboard as standard, and the footpegs and handlebars are top notch.
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View TRRS One RR 2020 In-Depth Test
And above the RR is the brand’s most exclusive model, the TRRS GOLD (€8,690), which directly inherits Adam Raga’s solutions, with a slightly modified chassis to increase rigidity, 4-way adjustable suspensions, and an engine with crankshaft changes, optimised compression ratio between crankcase and combustion chamber and new cylinder head. which, together with the full carbon filter box, makes it the lightest bike in the category.
AT THE CONTROLS OF THE TRRS ONE R 2020
As I said before, it offers us wisdom and balance. And it does so with a very successful assembly, since the stable and noble chassis of the brand, this time anodized, but full of thick adhesives that give it a very Racing touch, protecting it on practically its entire surface, have incorporated a TECH fork with 2 ways of adjustment and aluminum bars, in exchange for the steel ones with anti-friction treatment but heavier of the RR.
FIRST KEY POINT: THE SHOCK ABSORBER
They also incorporate a REIGER shock absorber with the same body as the RR but one less adjustment option, this one with only 2 ways, which correspond to the spring preload and the extension. More than enough for 90% of us who will never act on shock compression.
Therefore, the behavior of the REIGER of the One R is exactly as noble and smooth as that of its older sisters, but with a fixed compression speed, since it is only adjustable preload and rebound, which in the end are the settings that we use the most in a trial bike, to seek the compromise that the suspensions are fast enough when it comes to propelling us without losing too much stability.
In this section, the One R is well above the inferior One, which in return drops in price significantly.
SECOND KEY POINT: THE ENGINE
We also think it’s a great success to have equipped this chassis with the ENGINE REVOLUTION engine, identical to the one fitted to the RR (the standard One still mounts the 2017 engine). The main difference is in the power delivery in the low and mid ranges, which is much more usable, but without losing a stretch of a very lively engine. And the second big difference from the standard One engine (2017 engine) is the clutch.
MORE PREMIUM COMPONENTS
They haven’t skimped on powering the fantastic engine either, and in the One R we also find the 28mm KEIHIN carburetor that completes this engine, along with the fantastic diaphragm clutch.
In the field of braking, we find a Braktec monobloc caliper, which although it is not the same as the RR, it does improve performance compared to the One. The great advantage of these calipers is that they improve braking substantially by avoiding deformations and torsions suffered by 2-piece calipers and that take energy away from the bite.
COMPONENTS WE’RE MISSING
The crown is open, so if we want to compete we must at least put a sticker on it for safety and to comply with the verifications of any race. Exactly the same thing happens with the man overboard, which does not equip this model. The stirrups are made of steel, but with great grip and a large hole to dislodge the mud, simple but effective. We also find details such as the new chain tensioner or the side protectors of the chassis, a good detail that saves us an element that would be mandatory to buy separately in auxiliary industry.
In the tyre section, the brand has chosen to incorporate the DUNLOP D803GP that we know very well at TW and that we love for their behaviour, grip and durability.
AT THE CONTROLS
It’s time to ride this new model, which the brand produces in 125/250/280/300 cc. and from which we have chosen the 250 cc.
The first thing, for personal obsessions, is to put on the new DOMINO grips, which are more resistant to falls, have a slightly larger outer diameter and a very comfortable wire holder housing. Also my aluminum Hard Rock footpegs, the handlebar adjustment a little forward and the clutch tension at its exact point.
Ready to “kick it out” and once underway, the sound and riding position convey that it is our bike of a lifetime, but with the feel of a “new bike”.
ELASTIC AND EASY TO MANAGE
The 250cc has a perfect bass, easy to manage at all times and that, together with the precise clutch, makes the bike go exactly where I want and when I want.
I enjoy some well-known stones, not very big, but they need to be very technical and the feeling of control is total. It looks like we’re riding a BIKETRIAL bike, it moves easily, the brakes are very precise. Making the suspensions work in harmony with the movements of the body is simple and the enjoyment is maximum.
With the engine and the rider already warm, we tried to do a step with 3 different techniques and the bike behaves very agile and very stable at the same time, the bike takes off very easily and it seems that we have known each other all our lives.
It’s time to stretch the engine to see what the little 250cc is capable of. And it responds with more than enough forcefulness, it’s not a 300 cc but I can’t think of many situations in an area where the beastly punch of a big engine is decisive. On the other hand, I do think that most of us will be able to get the most out of the 250 cc.
Perhaps, having only 5 speeds, in very long interzones and with such a large distance between 4th and 5th gear, we will find ourselves in trouble constantly changing from one to the other, which would not happen with a larger engine. It is something to take into account, of course, depending on the areas where we practice our sport.
The gear ratios from 1st to 3rd are correct, and I do the usual zones in the same old gears comfortably. One less thing to think about. In 3rd gear we face a long dirt ramp with little traction and from a standstill that is a piece of cake for the little One R.
LIGHTNESS AND STABILITY
If it is balanced in terms of components and price, it is even more so in terms of its performance. It’s an easy bike, but it gives you a very racing feeling; It is light and very agile, but it has a great chassis that also gives it great stability; It has very lively suspensions that propel you very easily, but also very good traction on slippery surfaces.
And as for its aesthetics, something similar happens, it has a sporty look, but with a touch of sobriety, which means that not all eyes are taken by the RR. In fact, it’s her older sister who overshadows her prominence, not her performance.
Maybe there’s an aesthetic part that doesn’t convince me, I’m referring to the seatposts, which give a somewhat bland touch to the front end. A simple black seatpost would have been much better, but we’ve already said that the TRS One R is a balanced bike… Not perfect.
