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  • Motorcycletomosd7
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TOvarna MOtorni koles Sezana, these are the names on which the name of TOMOS was based. The actual factory was built 1954 in the larger city of Koper by the Jugoslavian government.
Tomos motorcycles and mopeds were manufactured in the country now called Slovenia from 1956. From the beginning Tomos was licensed, by the Austrian PUCH Company, to build the PUCH MS50 moped, developed in 1954, and motorbike versions. For most of their early days they concentrated on the 50cc bikes and mopeds working towards designing and building their own range of models. The model on the left is the 1957 Tomos Colibri VS50K, Much of its Puch heritage can be seen in this model.
The company built its name and reputation on these models and also caused them to give a licence to a company in Holland to produce the Tomos, as the moped craze had taken a good hold in this country.
At this time some racing machines were also manufactured. The first being called the Tomos D3 Colibri derived from the moped. The need for speed and the will to compete had been with the Tomos factory since its very beginning and its lessons and racing experiences have been put back into the production of its other motorcycle models to very good effect. These racing competitions were being run in Jugoslavia and other countries that were termed “The Iron Curtain” countries, for more than 100 years and they were Tomos' best opportunity for the promotion of quality and durability of its two-wheelers. Tomos started with its racing activity as early as the late fifties and recorded its best international achievements in the motorcycling sport with its 50cc racing motorcycles.
The Tomos company called this period “ The glorious beginnings”, and started with a race prepared Puch 250cc SGSS model. In 1956, Tomos set up a racing team which participated in the International competitions in Leningrad and won in the 125cc and 250 cc classes: this was in its very first year of racing. They continued with this larger class and in 1961 and 1962 the team won with their Puch 250cc motorcycles. These were in the Jugoslavian motorcycle races in the class up to 250cc. It was during this time that Tomos begun focusing on the races featuring the under 50cc motorcycle.
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The photographs to the right show the PUCH 250cc SGSS in a sporterised condition. This was the basis of the Tomos racer of 1956 through to 1962. The picture below is of a 1956 PUCH 250cc SGSS split single at the Zolder GP in 1986, not from the Tomos stable, but used to good effect in the East European races.
During the development of its 50cc racing specials, Tomos sponsored the introduction of a class of motorcycles up to 50cc, at the 1959 International Races held in Portorož. This was to enable them to introduce their first racing 50cc motorcycle. Tomos participated in road racing from this period on-wards and when the 50cc capacity racing motorcycles participated, it was solely at a National level of competition. This continued until the FIM's class rules allowed the 50cc capacity to be a World GP class .
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The so-called “Tomos Specials” were the most effective racing motorbikes, in contrast to the serial production machines, and were usually produced in very small numbers and intended only as factory racers. These racing bikes (except the serial ones) did not have any official names, but the Tomos race team, for internal requirements, named them either according to their number of gears (for example, D5, D6,etc.), or after the public presentation they named them after the a specific race season (GP 75, etc.).
The Colibri Special Racer: This motorcycle was developed, from the production Colibri (the license-built Puch MS50), and was their first, factory built, racing motorcycle, which did that very same year win the International Races held in Portorož. This was called the D3 version. There were only two of these racers made. This racing bike, the Colibri was the pioneer of road racing in this class within the Eastern Block and won competitions at times reaching an average speed of 95kmh. During the next year (1960), the Tomos moped again won in its class and also competed successfully in classes up to 125cc.
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It clearly differed from the production Colibri as it was designed to have its handlebars lowered, allowing a racing crouch to be developed by the rider, an oblong fuel tank later replaced the moped one, a sport seat, and a specially adapted tuned exhaust system.
It was fitted with a manual, three-stage gear cluster with the gear change leaver mounted directly on the gearbox selector shaft and the required gear being selected by a twist grip control on the handlebars. Although there wasn’t a visible difference between the serial production and racing engine,  
In 1960, the Tomos Team also participated in an international motorcycling race, out side of the Eastern Block, for the first time. The 50cc racing bike was tested at the Moto-Cup race in Hockenheim organised specifically for the lightweights and mopeds of this event.
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1959 Tomos Colibri Racer 50cc
1959 Tomos Colibri Racer 50cc
Only German racers were allowed to compete with the East European motorcycles. Among 32 competitors, riding 5 different makes of motorcycle, the winner was Heinrich Rosenbusch on the Tomos Colibri-D3 Special, which was a great sensation, the bike was the forerunner to the D5 as it had a 5 speed close ratio gear box replacing the 3 speed of the Colibri, and was not the last one. Rosenbusch also set a track record for this category of 113.1 km/h. Due to its number of gears, the ‘winner’ at Hockenheim was called the D5, and it represented the second generation of Tomos racing motorcycles.
Less than a year later, the Hockenheim race was part of the European Championship of the FIM and allowed racers from other countries to compete. Tomos won again, or to be more precise, Miro Zelnik riding the Tomos D-5 racing moped, won.
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The winner of the Hockenheim European Cup road racing competition in the capacity class up to 50cc was the Slovene Miro Zelnik on a Tomos racing motorbike (TMS photo collection).
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1959 Colibri Winner at Portoroz
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  some changes contributed the most to its success in races. Engine output was 5bhp, twice that of the production engine.
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60-61 Motocup-Tomos D3 Colibri and Heinrich RosenBusch
Due to great interest in high-speed racing motorcycles in the category up to 50cc at home and abroad, the first batch of racing motorcycles, type D-5, were produced at the Tomos factory in 1962, which was further improved in 1964 and the following year. This was when major construction changes were made to the racer. In 1964, Tomos won the title of the National Championship of the Netherlands, and the same Swedish title in 1965.
These construction changes gave a single cylinder two-stroke with conventional piston port induction; the engine unit was modified by fitting a five-speed close ratio gear cluster, special cylinder head and an equally special cylinder barrel in aluminium, finned horizontally, similar to the Moto Guzzi. The engine breathing was taken care of by a real factory, off the shelf, racing Italian Dell’Orto SS carburettor with remote float chamber; whilst the exhaust system was very long, with a slender elegant expansion chamber. (shown in the D5 gallery below).
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The D5 had a maximum speed that was in the region of 75-80 mph depending upon gearing. Tomos claimed 8 bhp at 11,000rpm which seems about right compared with the other 50cc two-strokes. These results indicate that the Tomos development team were as good as the best at that time. For 1962, and a full crack at world championship honours, the Tomos engineers headed by Ing. Imperl came up with an all-new effort which owed nothing to the Puch heritage.
Tomos and its Seven Speed Racer:
In 1962 the FIM officially accepted motorcycles with an engine capacity up to 50cc into the calendar of World Road Racing Championships, the GP and MOTO GP. The Tomos team had prepared for this season with a new competitive machine that right from the start was considered one of the favourites.
Coded D7-62 (seven-speed-1962), the heart of the newcomer was an entirely original engine unit; this sported a vertical cylinder and seven gears, with the clutch running at engine speed. But the features of most interest were hidden inside the engine itself, which was constructed on the nearside of the gearbox.
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1962- The Racing Tomos 50cc Code D7
Lubrication was by pump at the bottom end, the dual contact breaker assembly running at half engine speed, whilst the crankshaft flywheel assembly was of double diameter to obtain greater volumetric efficiency via less crankcase volume. But most unusual of all was the aluminium piston without any piston rings or even hardened stainless rubbing coils, which ran in a 38 mm plated alloy, conical, cylinder bore.
The new frame was longer and tubular, making it lighter and more rigid.
The D7-62 was made to win the company their first World Championship title but in the first race of the 1962 50 cc World Championship series at Montjuich Park, Barcelona it had its major downfall, the transmission cost it a high ranking. On a lovely sunny morning the Spanish GP, organised by the Real Moto Club de Cataluña and held within a mile of the centre of Barcelona, got under way just after 9 o'clock in the morning on Sunday 6 May with the 12 lap, 28.29 mile 50 cc event
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The top marques from 1961, Kreidler and Tomos, were both expected to show up well against the might of the works entries from Honda, Suzuki and the local Derbi concern. But, unfortunately for the Yugoslavian team both of the two D7-62s entered struck gearbox problems; although the Italian Gilberto Parlotti still managed to bring his machine home in 9th position. On the flat parts of the racing track the Tomos was faster than its rivals (Kreidler, Honda, and Suzuki), but the difficulties with the transmission stopped Parlotti from being ranked better than ninth.
At the following World Championship race in Clermont Ferrand a week later in France, the weather could not have been more different, bitterly cold and wet, here the rider, RajkoPiciga with the Tomos D 7 also crossed the finish line ninth. Team-mate Parlotti came home 17th. Both riders again suffered gear-box gremlins which effectively ruined their chances. Next round on the championship trail was the Isle of 'Man TT, but although Tomos originally planned to enter two machines they never put in an appearance and no D7-62 ever took part in an international race again as although, after solving the transmission issues it was felt the D 7 could still be competitive, the Tomos team decided to withdraw it from the World Championships.
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As a result of all the uncertainty around this motorcycle, Tomos decided to scrap the D7-62 bikes and return to their original Puch-based design, and it was to be another two years before the Yugoslav team re-entered the arena.
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Click for another Sound of the D7: Sound Only.
News Flash 1964:  'Tomos racing machines will be imported into Britain'
News of the latest developments came when the Australian privateer, Ron Robinson, visited the Tomos factory. Robinson saw a number of Puch-based production racers awaiting despatch to customers not just in Yugoslavia but also in Holland. In the latter country Ferdinand Swaep was to gain many victories during the 1960's on Tomos machinery and became national champion on more than one occasion. This also led ultimately to the Dutch becoming Tomos’ main export market, a situation that exists to this day.
At the end of 1964, during the Autumn, came news that Tomos racing machines would be imported into Britain by Bolton, Lancashire dealer, John Pomfret. Father of schoolboy road racer Mike Pomfret who at 16 years of age was the proud owner of a dohc Honda CR 110, Pomfret Snr had plans to import the 50 cc Tomos production racer into Britain during 1965 at a price well under £200. The plan came following a 1,450 mile overland journey to the Tomos factory in Yugoslavia by John Pomfret in his J D Pomfret & Son dealership's van.
The production racer code named the D5, was first developed in 1962 but was further developed in 1964 to be more competitive. During 1964 and 1965, the D5 version 2, won two national Championships, The Dutch and the Swedish.  It employed simple piston porting. The capacity of 47.633 cc used 38 mm bore and 42 mm stroke dimensions. The alloy cylinder had a chromed bore and there was a comprehensive [and well made) one-piece expansion chamber exhaust system. Running on an 11:1 compression ratio maximum power output was 8 bhp at 8,500 rpm. This model was not fitted with a rev counter, but Tomos claimed the engine to be virtually unburstable and able to exceed 10,000 rpm with safety. All of the was running through a somewhat under geared five-speed box. There was a cut-out button on the handlebars enabling the rider to carry out clutchless gear changes.
The balance of the machine was spartan to say the least, with a pressed steel frame, spindly suspension and a mixture of moped-type components making up the balance. Steel rimmed wheels featured neat full-width alloy brakes and 2.00 x 19 ins Continental tyres (these needed replacement before any serious competition could take place). Dry weight, complete with dolphin fairing was only 44.5 kg(98 lb). Hardly awe-inspiring specifications, but out on the circuit the tiny Tomos proved capable of 83 mph on optimum gearing and a match for any production 50 of the era, save the much costlier and exotic Honda CR 110.
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In 1965 Tomos developed a new racing motorbike for a comeback into the world’s top racing competitions. This was called the D9 because of the number of gears. Due to a very light frame (made of reinforced polyester) as well as other technical solutions, such as light mechanical disc brakes with an inner grasp (Tomos patent), the motorcycle weighed only 38kg. The Tomos designers wanted to compensate for a modest engine output 11hp at 14,000 rpm,air-cooled engine with a lower weight.
Djurland 1965 Chris Fisker at the start on a Tomos D5 1965
The D9 was also the first Tomos racing motorcycle fuelled through the carburettor with the help of a rotating disc valve of a design similar to that which other competitors had used for years.
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The first races quickly showed that the engine had a tendency to overheat and would require the replacement of the air cooling, fin approach to a water-cooling solution. In 1967, the designer of Tomos racing motorcycles, Janez Imperl made some improvements to the D9 engine and many of its weaknesses were eliminated. Unfortunately, any further improvement plans for this engine were stopped due to the new rules introduced by FIM who set the lowest permissible weight of a 50cc motorcycle 60kg and the maximum number of gears to six.
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The frame was made of reinforced polyester and the Racer weighed only 38kg.
As a result of these changes by the FIM, Tomos adapted to these new requirements by developing a new racing motorcycle, the D6-S, the 6 describing the number of gears. The Tomos Team competed with this new racer in the Jugoslav National Championship in 1968; one year later they also participated in the World Championship races (GP). The Italian racer Gilberto Parlotti won the Italian National Championship in 1969 and 1970 with this bike. Tomos also won the title of National Champion in road racing competitions in Sweden and Finland. (D6-S)
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Gilberto Parlotti TOMOS 50 D6-S Sachsenring 1969
In September 1969 it was announced that the Tomos factory was to market a batch of 50 cc racers for £210 each. The bikes, of which only 12 were to be constructed, would be‘replicas’ of the works bikes campaigned that year by Parlotti and Co. The specification included water-cooling, a six-speed gear-box, double-sided drum front brake and 12 bhp at 12,000 rpm. The engine was still based on the familiar Puch-type design. (See Gallery Below)
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Parlotti was to give Tomos their best ever GP with a rostrum position (3rd) in the 1970 West German GP before leaving to ride for the Italian Morbidelli team in the 125 cc class. He was replaced by another Italian, Luigi Rinaudo who rode the latest Tomos to 4th place in the Czech GP and 7th in the Spanish GP.
1970 The GP D6 and GP71: 
That year Tomos had developed a new machine, the GP71 for Parlotti; with a frame of fibre-glass it had a disc valve, a water-cooled engine instead of the orthodox piston-port type used in the D6-S during 1969 and 1970. The frame was moulded in two halves which were then  bonded together. To save weight it was designed and built to have its fuel tank incorporated into the frame and a transparent window was included so that the exact fuel levels could be seen at a glance.
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Luigi Rinaudo D6-S 
The weight of the complete frame was only 6.8 kg (15 lb) but its design complemented the rest of he bike, making it a very forgiving and usable mount. The rear fork was made of pressed-steel and had a narrow pivot so that the rider could tuck his legs in close to reduce the frontal area. The engine had a bore and stroke of 40 x 39.6 mm and revved to 15,500 rpm. Maximum power output was 15.5 bhp. The primary drive was by straight-cut gears to a six-speed close ratio gearbox. The maximum speed was over 100 mph.
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However later testing proved that the GP71 still couldn’t match the class-leading Derbi and Kreidler machinery who’s credentials were Derbi 50 – 15,5 bhp at 14.500 rpm and Kreidler Van Veen 50 –15,5 bhp at 14.500 rpm.. The next year (1972) Rinaudo was 5th in East Germany, whilst local riders Miklos (6th) and Seljak (9th) upheld Yugoslav honours in the domestic GP at Opatija.
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Gilberto Parlotti (17 September 1940 – 9 June 1972) was an Italian professional motorcycle racer competing in the FIM World Championship between 1969 and 1972 . He competed for the Benelli Derbi Morbidelli and Tomos factories.
Parlotti was born in Zero Branco Treviso Italy . After winning the first two 125cc races of the 1972 Grand Prix motorcycle racing season West Germany and France , Parlotti decided to race at the 1972 Isle of Man TT Races to take advantage of his main championship rival Angel Nieto's absence from the Isle of Man Mountain Course. While lying in first place on the second lap during the 1972 125cc Ultra-Lightweight TT race held in heavy rain, Gilberto Parlotti crashed his 125cc Morbidelli motorcycle at the Verandah section on the A18 Mountain Road and died from his injuries.
The death of Gilberto Parolotti helped bring about the end of the Isle of Man TT Races as a world championship event. After his death, his close friend Giacomo Agostini announced he would never again race at the Isle of Man TT Races.
When the German Kreidler company won the title of the National Champion in 1975, after 13 victorious years of Tomos wins, the Tomos Company started developing a series of new road-racing motorcycles. They were to be based on a prototype that was developed in 1971 and the gallery below gives an idea of the way Tomos was thinking.
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To the most successful rider Gilberto Parlotti.
Please click on the Motorsport Memorial logo to read a PDF of their write-up and view the gallery below.
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Tragically, Parlotti lost his life in a TT race on the Island of Man and so the GP 71 didn’t get a chance to try and level with the competition.
The most successful Tomos rider Gilberto Parlotti
In the second half of 1978 the most important Yugoslavian motorcycle races for the Grand Prix of Yugoslavia were for the first time to be held at the new racing track in Grobnik near Rijeka.
It was obvious at first sight that with this new GP 78, as it was called, the Tomos designers had paid a lot of attention to the reduction of air resistance. For this purpose they applied an innovative engine cooling system: instead of a large radiator in the centre, they fitted the engine with two smaller radiators at each side. 
Other important improvements included the front forks and rear shock absorbers, disc brakes made of a light casting and sprayed molybdenum, and rims made of cast magnesium. The new GP 78 didn’t cross the finish line at the Grand Prix of Yugoslavia in 1978 due to a defect with the exhaust pipe. 
In 1979 the aerodynamics were tested in the wind tunnel of the Institute of Faculty of Mechanical Engineering in Belgrade at speeds up to 170 km/h.
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Testing and optimising the aerodynamics of the Tomos GP 79 in a wind tunnel
The Tomos company’s investments in research and development bore fruit in 1982, when Zdravko Matulja won the title of the European Champion in the category up to 50cc with their new racing motorcycle DM GP. In this period, the company had officially withdrawn from racing, however, it continued to support Zdravko Matulja financially and by providing equipment in the seasons from 1982 to 1983.
In 1983 a Tomos racing motorcycle came again very close to the rivals in the same category. The 1983 season was also the last one to include 50cc motorcycles in the World Championships.
Although Tomos recorded excellent results in road racing competitions, it should also be pointed out that the company’s Cross 50 Junior and Senior machines took part in many motocross competitions in the 1970’s and significantly contributed to the popularisation of this sport, in particular amongst the younger generations. Further to this, Tomos also supported speedway racing with "off the shelf" production models as well as supporting other events as a good way of promoting and popularising the brand.
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In the gallery below the first two pictures are of an early 1970s Tomos GP50 and the next six are of the Tomos 50 GP D6.
TOMOS DM GP MK3 1978
These were called the “Specials” and were improved and supplemented constantly until they finally made the models GP (Grand Prix) in 1975, DMS 76, GP 77, GP 78 and GP 79, the latter reaching the top speed of 204 kmh at the tests carried out at the Grobnik airport; however, they were not allowed to use it at the official races, since the improvements were not in line with the applicable regulations. Model titles followed the normal approach -  DMS, GP75 to GP79. 
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1-Tomos Gp71 Prototype
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DMS GP engine type 77
The gallery below shows the 1982 Record Breaker created by the Tomos development team.
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The Tomos GP 78-79
1975 Tomos DMS 75
1975 Tomos DMS 75
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Tomos DMS GP75/76, Year of Manufacture 1975/76, Capacity 49cc, Developing 14bhp, Transmission 6 gears, Speed 160km / h. Made for sale to the public and for the factory team
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TOMOS DMS GP 1975/76 Mk 1
TOMOS DMS GP 1977
Tomos DMS 75/76, 50cc Disc Valve
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Nestling on the Croatian coast in the mountains above the city of Rijeka is the Automotodrom Grobnik, once home to the stars of the motorcycling world but now rather forgotten by international racing. Fast and flowing, it remains the only FIA and FIM-accredited circuit in Croatia.
This racetrack was formed through the conversion of some of the old runways of the airfield and the surrounding land. 
Circuit History
While racing in the Kvarner area has a long tradition, it was the decision of the FIM that the Opatija street circuit was simply too dangerous that sparked an intense rush to prepare a permanent course. The deaths of Urich Graf and Giovanni Ziggiotto plus 19 other rider injuries in 1977 proved the final straw and road racing was banned completely from World Championship the following year. If the Yugoslavian Grand Prix was to be held, a modern circuit would be required.
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Tomos presented a new racing motorcycle with (as with the D9 and D6/GP71 before) a light frame made of reinforced polyester. The year being 1978, the model code was DM GP78. For this series, Tomos had developed a completely self-supporting monocoque frame made of carbon fibre-reinforced plastic to compete for the internal racing series and the motorcycle World Championship round for the first time. The rear wheel was housed in a conventional steel swinging arm and the front fork unit was supplied by Marzocchi
Photo right ; Showing the close proximity between the automotodrome and the airport. 
The local motor club stepped up to the plate and a new course was designed and, across just two months in late spring/early summer 1978, the circuit was constructed. The rapid pace of construction was aided by the use of prisoners and the army, the latter of whom was responsible for laying the track surface. Notably the asphalt used was extremely high in grip, especially in the wet, and has also proved very long lasting.
Despite many doubts, the circuit was in fact ready in time to host the Grand Prix on September 17, the last race of the season - albeit without the 500cc class taking part. Australian Gregg Hansford enjoyed the most success at the inaugural event, with pole and a win in the 350cc class, followed by a 250cc victory. In the 125cc class, Ángel Nieto took the win, while Ricardo Tormo passed the finishing line first in the 50cc race. All told, it was a remarkably successful first event.
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The wheels were made of 18 inches Magnesium alloy from Campagnolo, and the front suspension produced by Marzzochi with the tubes having a diameter of 28 mm. The engine had a fuel delivery through a rotating disc and was cooled by water circulation, the drive was through a 6 speed gearbox. With all of this the engine weight, with all liquids was 45 kilograms and reached 18 horsepower at 18,500 rpm. This is incredibly impressive data for a motorcycle of that time considering it was only 50cc of volume. 
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Articles 'The First Jugoslav Racer in Britain' and 'The Tomos 50 by Sean Wood'
My thanks to Motor Cycle News for producing these articles
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A Jump Forward.  It is now 1982 and Zdravko Matulja is on the runway of Grobnik airport and is sitting on the updated Tomos DM-GP motorcycle recently prepared for its next 50cc Grand Prix outing. The timing light goes green and Zdravko is off the line, the run takes seconds and he records a record speed of 204 kilometres per hour. What an achievement!
An interesting fact is that the speed of this motorcycle was, on a normal run, 199 kmh. The support team tried to understand how this difference in kph  arose on this final run and they realised that with an increase in the ambient temperature, the previous runs and the speed that the tyres had expanded and their radius increased, resulting in approximately 5 km of difference.
So, the DM-GP with the updated record at the 204-kmh, created at Grobnik Airport, was now generally called the "Matulja" model. However the Tomos "Matulja" DM-GP motocycle could not be used at races due to some aerodynamic supplements that were otherwise prohibited by the rules. 
There are various places on the Internet, in forums and also on more serious reference pages, where information can be found suggesting that the record was reached on a ring-road or motorway. This information is not accurate as the record was obtained using the main runway of the Grobnik Airport. Previously the highest calculated average speed of this type of motorcycle was 180kmh.
In 1983, unfortunately for all fans of these wonderful bikes and the miniaturised technology, the World Championship of the 50cc class to  was extinguished. From that moment, the Tomos development was terminated for financial reasons, and their success moves into history. The most famous drivers of the Tomos models, DMS and DM-GP, were Zoran Krstic, Petar Verbic, Alojz Pavlic and the charismatic Zdravko Matulja.
EUROCUP 50cc, Grobnik September 2017 RACE 1, Tomos DM GP 1977
A small gallery of videos concerning the Tomos Stable
Tomos GP Replica - Grobnik Race Track , 18th June 2016 (01)
Tomos DMS GP 1977
Tomos DMS GP 1977
Tomos DMS GP 1979 Disc Valve replica
Tomos D6 at Grobnik in Grab The Flag 2017 - Race 1
Tomos GP Replica - Grobnik, 18th June 2016 (02)
The TOMOS Colibri Special (D-3)
First race at Grobnik circuit for 50cc eurocup with Tomos D6 50cc. 1st place in piston port class.
Tomos GP Replica at Grobnik, 18th June 2016 (03)
This page has been created by researching into English documentation, but I have also had to translate from Serbian, Slovak, Portuguese, German and Slovian. If I have mis-interpreted any information I can only ask those with the knowledge to correct me.
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