Saturday, April 17, 2010


Montesa was Formed in 1944 by Pedro Permanyer and Francisco Xavier "Paco" Bultó. Their first Montesa prototype was based upon the French Motobécane models of that time. Permanyer began to produce his own gas engines, which allowed for a new area in motorcycles to be explored and expanded into. Permanyer and Bultó teamed up in Barcelona and created a light-weight motorcycle. This led to the creation of a bike powered by a 95cc two-stroke engine with no rear suspension. Despite some setbacks, they sold 22 of these units in the first year of production. The next year, the partnership focused on production improvements and meeting the growing demand for their bike. As a successor to the previous model, Bultó designed a new 125cc roadster, which was tested in many the trail-type rallies and semi-enduros that were popular in Spain at the time.

This model went on to enter the 1951 International Six Days Enduro. The bike was entered in by the factory, being ridden by Bultó and G. Cavestany. In the early 1950s, Montesa entered many races in the 125cc class of road racing. These bikes featured six-speed, bolt on gearboxes, in semi-unit construction, with all gears running on needle-roller bearings. By 1956, these Montesa 125s were very competitive and took second, third and fourth places in the Ultra-Lightweight race at the Isle of Man TT.

The most successful Montesa street bike of the '50s was the Brio 80, of which more than 12,000 were produced. The success of the Brio and the other models, led to the opening of a new and larger factory in Espluges de Llobregat. The Brio 80 and Brio 90 models contained many new advances, such as moving the carburetor behind the cylinder, and a handbrake. However, a slump in the Spanish economy had forced Permanyer to cut back on the company's racing activities. Permanyer wanted to pull out of road racing, but Bultó insisted that they stay in. In May 1958, chief designer Bultó left, taking with him several of Montesa's vital personnel. Permanyer had not only lost the brilliant designer Bultó, but also his 30% share of the company.

Fortunately for both, Spain's economy began to improve. Permanyer promoted the all-around champion motorcyclist Pedro Pi from head test rider to chief development engineer. Leopold Mila was made Technical Director and Permanyer's son Javier, was to be Sports Assistant. Work began right away on designing a brand new all-unit-construction 175cc engine that by 1960, would power the latest Impala sports roadster model. This engine would form the basis of the company's future trials and motocross machines. To promote sales of this model, three Impala's were taken to Africa where they covered over 12,000 miles of terrain, most of it being off-road. Back in Spain, Pi was busy winning the Spanish motocross and road race championships and working on a new 250cc version.

Following its introduction in 1965, the 250 engine would be the cornerstone of the company's future success. Mounted on the new 250 Scorpion scrambler, Pi won the Spanish championship again in 1966 and the similarly engined Sport roadster won the Barcelona 24-hour endurance road race. In 1967 the first Montesa trials models appeared and in 1968 retitled the Cota, Pi won the Spanish Trials Championship. After adding this title to go along with the road race and six motocross titles, he retired from competition to devote his full energy to bike development.
In the decade following, Montesa had unprecedented growth around the World and one has to remember that unlike Bulto's bike, the Bultaco, Montesa only sent a small percentage of its production to the States, concentrating mostly on the European market. Trials models were offered in many different sizes 25, 49, 125, 175, 250, 348 and 349, as were motocrossers 125, 175, 250, 360 and 414. This also included a line of street and Enduro models also. In 1973, the VR (Vehkonen Replica) was released and set the standard for 1974, as did the 348 Cota did in 1976. Ulf Karlsson won the World Trials Championship on a Cota in 1980.

cota 247


early moto-x

montesa advert

bike trials

montesa moto-x

Thursday, April 8, 2010

247 frame numbers

Version 180 cubes
Jul. 196821M 0Cota 247 First mass-produced.
Mar. 196821M 500Frame with "ears" rear fender supports New chain guide modified exhaust tube New tube coat mouth with two asparagus intake air filter modified box (3 screws)
Nov. 196821M 1191Chain Guide

Version 110 cubes
Abr. 197021M 1800New Saw New stirrups deposit cap O-ring modified wheel hubs Saddle 110 mm. Duralumin sprocket
Oct. 197021M 2505Duralumin Bridas front suspension

Version gray box. New motor
Mar. 197121M 3000Fij. elastic ring back cushion frame New Color New forged lower brackets. New Redesigned petrol tap New Group stock front suspension-cylinder 'round' round exit Escape inertia and magnetic flywheels New air filter New upper intake
Mar. 197121M 3125Polished wheel hubs
Mar. 197121M 3372New start-up gear
Jun. 197121M 3750New handle grips knurled design New rear brake cylinder new design shirt carters Change Piñon improved control sprocket wheel modified New start New gear shift "round"
Jul. 197121M 3789New piston
Jul. 197121M 3825Shocks "golden" without dust
Sep. 197121M 4382New chain tensioner new plastic chain guard.
Sep. 197121M 4456Fixation with asparagus stock
Feb. 197221M 5394Piñon scroll wheel control

Version stylish tank
Jul. 197221M 6600New rear fork easel articles on New Deposit stylized manillar.Fuelles Positioner suspension. New front throttle. New rear brake lever New fixation, on exhaust and muffler additional light is included "stop" and city. New Game clutch plates "cut"
Jul.197221M 6700Supplement carburetor silencer sizing improved. Piñon control wheel 10 teeth

Leftward shift
December 197221M 8100Change left springs New fuel tap New New Edit plunger segments. air filter cover. New pem more separate lever.
May. 197321M 9702Change rear tire
Aug. 197321M 11,001Incorporates end shifters on handlebars direction incorporates audible Duralumin
Sep. 197321M 11,152Incorporation of rubber anti-vibration in the cylinder and cylinder head.
Sep. 197321M 11,240New Pirelli rear cover
Oct. 197321M 12,115Filter element, "Twin-air"

Black frame version
Feb. 197421M 13,107New black frame. Patin improved chain guide new rubber fuel tap
Feb. 197421M 13,291Carburetor with purge in Cuba.

Cota 247 T
Abr. 197421M 13,830First 247 Trail. Tandem Saddle
December 197421M 17,218Natural rubber grips New front tire

Version Ulf Karlson
Jun. 197521M 19,228Ulf Karlson tank protectors are added throttle levers, clutch carters.Palanca Redesigned New pipe plug on carters New pem forged lever

Cota 247 T
Aug. 197521M 19,779UK-based Trail version.
Jul. 197521M 19,872Foodborne new relationship. primary.
Jul. 197521M 19,979Duralumin chain tensioners
Sep. 197521M 20,042Step electrical cables on guard.trasero
Feb. 197621M 21,318Fij caps. duralumin handlebars
Feb. 197621M 21,381Rubber guard is added carburetor.

Cota 247 T
May. 197621M 21,482New decoration red stickers.
Sep. 197621M 21,962Bearing Nylon Cage steering handlebar dural
Oct. 197621M 22,062New seat
Mar. 197721M 23,035New fuel tap
Jul. 197721M 23,635Engine 237 cc (71x60) New French standard syst. aire.Nueva filter susp. Betor rear springs variable.Manguito step between flanges, tubes susp. New hard chrome rear registration plate.

Cota 247 C
Jun. 197821M 25,137Displacement 237 cc (Standard French) New tank New front suspension air pressure plastic fenders

Cota 247 (two seater)
Jul. 197821M 25,307Gas tank. "Type 348" tandem.
14 Oct. 198021M 27,337Last Cota 247 mounted

348 frame numbers

51M 0000First mass-produced Cota 348
3132Change in filter housing is added deflator antiwater screen.
3699Step is added chain guard on engine crankcase forwarding Change speedometer.
3790Change elements of the carburetor
4722New front fender
5059The 3rd gear on the output shaft speed from 15 to 16 teeth, to shorten development
5099Amending the bottom flange of the suspension. to open a passage for cables
5707Improved softness gearshift freewheel is amended and the sliding
6828Support the chain guide diam. fixing holes of the ducts reducidos.Los spacers are fixed. The aim is to prevent wear of the support
7200New dampers susp. back "Telesco Hydrobag" gas improved front suspension, resulting in a more progressive brake strut is changed and the new spring brake and clutch controls protective Eccentric chain tensioning step further reduced
10,107New rubber grips on handlebars
11,307New decoration deposit, with gold and black line New fixing system by roller and rocker gear, which ensures the positioning of these new levers for change and new rear brake rigid optic headlight New flywheel New front suspension with air pressure suspension arm protector
12,305Shocks susp. modified rear

348 carb

I recommend staying with the Amal mk2 on the Cota 348, unless there 
is no change after replacing the needle, needle jet, slide etc.  I 
have found that there are just bad Amals (casting flaws?) and no 
amount of time and parts will fix them.  If going the Mikuni route, 
here is a tried and true setup that has worked.

VM 26mm. main jet--115 pilot jet--30 needle jet--0-2 needle--5F21 slide--1.0
Set for altitude of 1500 ft.
Regards, Jared                              

project: 247

Well, I've decided to forget the 348/349 hybrid project…..not AHRMA legal. 'Nuff said! Instead, I'm in the process of getting this "almost like new" Cota 247. The owner is shipping it to me, and hopefully I'll receive it soon. It should make a great winter project!! I plan on stripping it, and building it back up. Spending too much money I'm sure of, in the process. If any body has any tips on working on the 247's, let me know. I'm going to finish the 348 that I own (making sure to have it ready for AHRMA 2000), and then I'll start on the 247.

My goal is to finish it well before the beginning of the new trials season. I think I should be able to do that!! I know the bike looks rough, but I'm also getting some extra parts. I'll try to cover the rebuild here, from start to finish. This should make an interesting motorcycle and it should also make a good "back-up" bike incase my 348 breaks down.

Let me know what you think of the project, and help me out if you have any parts for sale that would fit this bike. As soon as I receive the bike, I'll make my first posting on the start of the project.

part 2:
Well I just received my first box of 247 Cota parts. I opened the box, and found a very well used gas tank, a pair of handlebars, a set of original shocks, and two exhaust pipes. One of the pipes has the exhaust tip cut off of it, but the other one is complete. Both header pipes on each one was in very good shape. I went to the buffer with these, and was able to really buff these up. That's one thing I really like about the 247's…..those polished header pipes look GREAT!! If any one out there has a parts manual for this bike, and would like to make a copy for me, I would greatly appreciate it. I would even be willing to make some copies of whatever 348/349 stuff I have. The previous owner of this 247 is supposed to send out another box of parts on Fri. 12/10, so I should receive the next box on Tues. or Wed. The gas tank will have to be stripped down, and re-glassed in areas.

part 3:
I received my next set of parts the day before Christmas Eve. What an early Christmas present (to my self, of course)!!!! I opened both boxes and found a hoard of parts. After inventory, I had received the following parts: one complete 247 engine, a set of forks, triple clamps, front and rear axles, clutch lever and cable, a 27mm Amal carb, a rear wheel (large brake hub), a decent rear sprocket, and a very well used (more so than the last ) gas tank w/ seat base. I should get the other engine, frame, and front wheel this week.

Here is a little history on our project bike. This was taken from Jared Bates' Southwest Montesawebsite (Montesa of the Month). You should all go check out his page and his specials of the month. We are all going to need to get our bikes ready for the new season, … drop Jared a line to get those parts for your Cota!!! Also check out the History of Montesa and the Clymer Service Manual (1965-1974) at Jared's.

Early in 1967, two trials prototypes, based upon the Cappra 250 motocrosser were built. These were the Mk 1's and while not very successful, they did serve as a starting point for further Cota development. 65 Rayer Replica's (Mk 2's) were built in Oct-Nov of 67', changes included: 5 speed gearbox, softer clutch, alloy rims, 1.5 gal fuel tank, squish band cylinder head, and improved ignition coil. In December of 1967, Don Smith had been asked to test the new Cota in an effort to sort out the new model in time for the 1968 SSDT. Later in the year, Don Smith signed a contract and began preparations for the Scottish. Only four Montesa's were entered as compared to 82 Bultaco's and 5 Ossa's. Even with shifting problems, Smith finished sixth overall. Following this, the Mk 3's went on sale. Following a very short production run, the Mk 4's were released (late 1970) changes included, smaller wheel hubs, more ground clearance, and many other detail changes.
The above bike is owned by Phil Harvey, and was restored by Phil. The engine was built by S/W Montesa, which also supplied many of the parts Phil needed for his beautiful restoration.

Gordon Farley on a Mk3 at the 1969 Scott Trial. Farley's works bike was usually fitted with much smaller and lighter wheel hubs from the Montesa moped model. For the Scott trial, which was a speed oriented event, he reverted back to the larger and more powerful standard front brake hub, but retained the smaller rear unit.

part 4:
Some of you may already know that I have been working on the first 247 Motor. I have had great difficulty getting the flywheel off, and I have yet to complete the job. I have been successful in stripping the treads off of my flywheel puller, and stressing myself out. I am still awaiting the rest of my parts, and I will keep everyone posted on my progress. I've decided to turn my attention to my 348, so as to get it ready for competition. The AHRMA trials meet at Casey (20 miles east of my house) is in April, and I want to be fully prepared to have some FUN, by then.

part 5:
Well it's been a while since I last updated this,….so that means I've had plenty of time to be outside in the garage working on the 247. I stripped the extra engine down, and found a disintegrated lower end and a missing piston. The "good" engine had a stripped shift shaft, so I took the one out of the extra engine. This meant that I had to split the case on the good engine. As you may remember, I had yet to get the stubborn mag off of the "good" engine. The mag on the bad engine practically fell off, but I guess my hours of persistence paid off and the mag finally broke loose on the "good" engine.
I got everything stripped down, cleaned, the new shaft installed, and everything buttoned back. I was getting stoked about getting the thing running, but first I had to clean the carb. It had nasty deposits in the float bowl so I set to cleaning and scrapping on it and……….POP!!…..there sudenly appears a hole in the bottom of the bowl. I guess someone had patched it before, and I pushed their patching material out. Well not going to get it started today!!
The next day I patched the float bowl, and let it set up. Then I got the carb bolted on and tried to fire her up!! I've got a spark, but it just won't go. I found a new plug, just in case the plug was firing intermittently. Sure enough…….next try and …………….PUTT, PUTT, PUTT!!!!
I decided to strip the frame and get it ready to paint, now that I know that it runs. I have since gotten the frame painted white, and started reassembly. I've decided not to go crazy with a period restoration for now. I'm just going to get it presentable for now...and ride it a little. I'm going to get another 247 from Erwin Roman (pictured below), and hopefully I can make some of my missing parts by looking at his 247, and maybe I can get another early 247 pieced together.
BTW, this project sparked a message from Lonnie Ortiz. Lonnie also has a '70 247 and has been looking for a cylinder for his bike for some time. I sent him my extra cylinder, and he said he would send pictures after he gets it going. Lonnie sounds excited about getting his Cota going……..CAN YOU REALLY BLAME HIM????? I didn't think so!!!

I'll get pictures of the updated Project 247 soon, and in the mean time I will be fixing various small problems, such as a cracked header pipe, worn out shocks, and a nasty gas tank, not to mention sourcing some missing parts such as a kickstarter, shifter, and some fenders. Stay tuned………………….

part 6:
Well, I ordered some alloy fenders , a new set of Sammy Miller handlebars, and a new front fender mount, all from Speed and Sport. The fenders (made by Sammy Miller, I believe) were a great fit, with the exception of some minor trimming. I ended up cutting off about 3 inches in length, and cutting a little out of the rear fender for chain clearance. I would highly recommend these fenders to anyone who is looking for a replacement for those "classic" looking Montesa fenders. The front fender mount was just as good. It is a black welded steel unit that is very stout!! I got ready to enlarge the fender mount holes, and I thought I was going to destroy my drill bit in the process. It turned out fine, and I have since ordered one for my 348. Speed and Sport lists the fender mount as a 247 item, but I tried it out on my 348, and it fit. In my opinion, this mount would ad considerable strength and rigidity to the front end of the Montesa's. I ordered all new cables from Rocky Mountain Montesa, and John was more than kind, in our dealings. The early Cota parts seem a little pricey, but there it probably no way around this. I had my bike all ready minus a good gas tank. That's when Erwin Roman said he would go ahead and send me the '70 gas tank he had, along with some various parts, I still needed (shifter, correct kickstarter, cable adjusters, etc.). I received the tank, and basically just set it on the pick, filled it up with gas, and started the Cota up!! The bike runs great, and I like the way it feels. It's not as maneuverable or torquey as my 348, but hey..there was a lot of development in between those two bikes. I can't get used to the left side brake- IN THE WOODS, and I don't think I want to switch back and forth between the 247 and 348. I'm content with riding the 247 on easy trails, and around the yard. It's a great bike, that has GREAT looks!! I THINK I'll keep in in my growing collection of Montesa's ….OF COURSE I WILL!!!