In the same way British trials machines reflected a company’s roadster range and were a tool to sell road machines, so the Japanese industry was interested in volume sales too. Stand a typical 350/500 four-stroke single comp bike next to its stablemate roadster and the similarity is obvious, the comp model may have smaller fuel and oil tanks, blade type mudguards and so on, but the heritage is clear. Their works riders would be seen to be winning on what was being sold and woe betide any rider who dare demand something a little more special.
By the time any of the Japanese factories took an interest in this trials thing the scene had changed. British factories were gone, their star riders available to help the Oriental designers and engineers understand what was needed for success in the feet-up game. The Japanese industry had an advantage or two over British factories, first of all they were selling thousands of tiny machines to Asian countries and income from such sales allowed the factories to experiment, and competition department budgets are the stuff of legend. These newcomers were also unfettered by the need to have their star riders on production based machines, as long as the logo
