Montesa 250 Enduro
MONTESA 250 ENDURO
Cycle World Road Test
Getting Into The Theme Of Things
ACTIVE ENDURO RIDERS have no doubt witnessed the dramatic turnabout in equipment this past year. The better riders have switched or are switching to more powerful motorcycles with longtravel suspension in an effort to better cope with the faster schedules now almost commonplace in so many events. Once-suitable machinery with low grunt power must now be modified or just plain forgotten in a dark corner of the garage. “That’s my old enduro bike,” some guy says, pointing to a dusty, once well-used machine. “And this here’s my new one,” again pointing, but this time to a sparkling bright piece of equipment that looks for all the world like a works motocrosser with lights.
Sparking this nearly overnight change, of course, has been the rapid progress made in motocross suspension systems during the last two years, which has not only spread its influence to enduros, but to road racing, Class C dirt competition and observed trials, as well. In light of ail this torogress, interesting new enduro bikes now abound.
One of these is from Montesa, who has christened its much needed and awaited bike the V75 250 Enduro. It’s a totally non-compromise machine ready to do business with any of them. To get into the theme of things, Montesa based the new scoot around its excellent V75 Motocrosser, not the streetoriented King Scorpion. A definite step in the right direction, like the one Bultaco has taken with its Frontera, or Ossa with the new Super Pioneer. But this is really just old hat, for the famous enduro machines from Penton have basically always been motocrossers with lights. Obviously this has been a successful modus operandi for them, since Penton ISDT records and enduro victories are too numerous to mention. At last there are others with the same idea.
Just exactly what is required of a totally serious enduro motorcycle these days? For starters, a motocross chassis, as that’s generally the one with the latest in suspension tricks front and rear. Also, it’s usually the one made from a better quality tubing; but Montesa didn’t quite carry it that far. Instead of chrome moly throughout, most of the V75 chassis is composed of mild steel, excepting stress points, which are reinforced with the stronger, lighter material. Geometry and dimensions are identical to those measurements found on the V75 Motocrosser and Scorpion, though rear shock mounting points differ.
The latest in suspension from Montesa consists of new long-travel forks (7.5 in.) and special cantilever rear suspension
utilizing Telesco shocks (6.5 in.).
Normally, Montesa forks do a good job of soaking up all the hassles Mother Nature has designed into any given stretch of terrain. You notice we said normally. We had a set that completely ignored most of the smaller bumps, jolted the rider’s teeth loose over the big meanies and topped out with a
clank besides. After some experimentation that didn’t do much of anything except waste oil, we disassembled the units, cleaned them thoroughly and put them back together carefully. There had obviously been some sort of foreign material in some of the orifices because, after reassembly and the utilization of 10-wt. Bel-Ray fork oil, the units worked like a dream. At the rear, the situation wasn’t quite that easily remedied.
Fitted to the stock Telesco shocks are some tremendously stiff springs, far too stiff for anyone on our staff, even our infamous 200-lb. official suspension tester. With the stiff spring rate (150 lb.) only about half of the available rear wheel travel is usable, and the machine will pogo its way into some very tense and dangerous situations at high speed over rough terrain. We traded the 12.9-in. Téleseos for a pair of Konis that we had handy, and the change was remarkable, although still not entirely satisfactory. Another switch back to the Téleseos was made, but this time they were fitted with 110-lb. springs, This was by far the most ideal arrangement that we were able to discover during our test period, but time ran out while we were still in the experimental stage, and we had to turn the bike back to Montesa. It only stands to reason that if the V75 Motocrosser can be delivered with near-perfect suspension front and rear, then so can the Enduro 250.. .but that is not
the case. Do some fiddling, however, and you’ll get the
combination. Most of the correct ingredients are already there, Wheel hubs are of Montesa’s own design and have proven strong and capable of doing a good job in two years of production. Spoke lacing is unique and efficient. At both ends the spokes hook up to ridgeless Akront rims that hold up only moderately well in average enduro conditions. Brakes fitted to the inside of the cast aluminum hubs are small, but work fine when dry. However, deep water crossings will render them ineffective for a time, so it’s wise to go easy after a dousing. A decent set of replacement linings would probably cut recovery
time drastically in the wet. Wire cables operate both front and rear units.
Our machine came equipped with Metzeler Six Day
knobbies, a good all-around choice for varied terrain and conditions. After wearing out the rear rubber, we replaced it with a six-ply Cheng Shin, which worked as well as the new Metzeler as long as the ground was dry. In mud we found the original equipment preferable.
Wheels at both ends of the machine come off quickly with little hassle, an important asset for quick tire changes during > an enduro or ISDT qualifier. Another nice feature for enduros is the front-wheel-drive speedo unit, complete with a grease fitting on the drive mechanism itself, and a rubber-mounted speedometer/odometer that is resettable backward or forward.
Of course, any really serious enduro/ISDT mount has some
special requirements as far as the engine and gearbox go, but this didn't pose too much of a problem for the engineers at the Barcelona Montesa factory. Using what was already on hand in the parts bin, Montesa started with an engine from the `74 VR Motocrosser. But let's face it, a full-blown MX powerplant is not the hot setup for the majority of runs a machine like this will see. So some detuning had to be done.
At the top end Montesa used the VR cylinder head and cylinder, but with a V75 liner. Porting has been changed from the VR model: the exhaust port bridge is completely gone, the port itself has been reshaped, and height has been raised 2mm. Also, the intake side is revised, while transfers and the rear boost port remain the same. Couple these changes with a piston design like the King Scorpion's, which has longer skirts, and power output is decidedly different. No longer is there a sudden explosion in the powerband, but rather, like a turbine, the impulses come on gradually and steadily. But don't think for an instant that this means slowly, for the V75 Enduro makes tracks down the trail in one big hurry.
From the outside, the Enduro's engine looks to be the spitting image of the V75 MXer's: sidecases, crankcase halves, even the cylinder head and cylinder. Some of the internal changes we've already explained, but there are several more interesting points.
Caged roller bearings support the pressed-together crank shaft, which is the same unit found in the Scorpion and V75 MX. Bore and stroke is 70x64mm, for a displacement of 246cc-the same as Yamaha's big-selling enduro, Suzuki's Savage and the CZ. Two small-sized flywheels rest on each side of the roller bearing rod unit, while the primary drive crankshaft gear gives them assistance with it's weighty rota tional mass.
The transmission and primary drive systems are separate and use oils of different viscosities; Bultaco does likewise with its power units, while Ossa runs gearbox oil in both chambers, which are connected. Bultaco and Montesa feel that a lighter weight oil in their primary drives and clutches is the better way to go, but Ossa has no problems running one oil in both. Montesa is the only Spanish manufacturer that uses a gear primary drive system. Bultaco and Ossa go with a double-row chain.
Rather than run a closely spaced bunch of ratios in the gearbox, Montesa wisely went ahead and stole the five wide ratio gears from the Scorpion, which works out on paper, but that has a hangup in actual get-it-dirty-down-the-trail practice. The spread between first and second gear is extremely wide and annoying. The rider is either buzzing the engine unmercifully in first or bogging in second under normal trail riding conditions. Granted, this doesn’t show up nearly as much during WFO blasts across open terrain, but just start winding around through trees on a tight, hilly trail and you get clued in real quick. Flere is where Montesa could have spent a few bucks and cataloged a new part, rather than just pulling one off the shelf. The gearbox ratios in the Scorpion almost coincide with the power traits of this new engine, but almost isn’t what many will want when they’re plopping $1600 on the counter.
The primary sprocket on the V75 has just 11 teeth, while the rear uses 48. Joresa makes the final drive chain. Experience tells us that Joresas usually stretch drastically initially, then settle down and hold up reasonably well with a lot of care. Ignore it, however, and it will leave you stranded the first chance it gets.
Chains are even more of a problem with today’s long-travel rear suspension systems, and adjustment can be critical. Fitting a proper tensioner unit adds immeasurably to the life of a chain; they’ve included a good one on the 250 Enduro. This is probably the most important extra on the entire motorcycle.
Back on the intake end of the engine, a fiberglass still airbox doubles as the air filter container and side numberplate holder. The filter itself is a foam-element-type that will be well-protected from the weather as longas the owner seals the side covers of the airbox with silicone seal or a similar substance.
A rubber connector pipe carries the filtered air to the mouth of the new Spanish Amal 2900 “block-type” 32mm carburetor. This is the one being referred to as the “Spanish Mikuni” and that, in fact, has many similarities to that popular model from Japan. There is no need to tickle this one and dribble fuel all over the engine cases and ground. The new Amal is fitted with a Mikuni-style starter jet with an external lever that needs to be flipped down to “choke” the engine. There is now a pilot jet available in three sizes, and main jets are the same as those found in the old-style Amals. The unit is extremely simple and easy to repair or troubleshoot, a definite bonus out in the woods. Rubber hose and hose clamps attach the carb to the intake manifold for a shock-proof installation. External adjustments include an air screw and idle adjustment screw. A screw-on plastic cap compresses the carburetor slide and spring assembly. If the rider should have to remove the slide for any reason along the trail, to raise or lower the needle, for example, a simple loosening of the attaching hose clamp will allow the Amal to be turned sideways so that the slide can be taken out. On many machines there is no room to turn the carb in this manner, but on the 250 Enduro this is not the case. The throttle cable connects to a plastic quarter-turn throttle assembly that aids in reducing arm fatigue after many miles.
Of great importance to enduro riders and trail riders is fuel-tank capacity. Here the Montesa will make for happy faces, since it’s 3.2-gal. fiberglass tank carried us on a 110-mi., good, hard trail ride across the desert without refilling. We said without refilling. In a one-day enduro we managed 90 miles without taking on a drop of pre-mix, which confirmed our suspicions. You’ll probably be very happy with the mileage capabilities of Montesa’s latest off-roader. The only flaw in the fuel system amounts to something minor. . .the fuel petcocks. These are of Montesa’s own design and consist of a rubber bulb in which a steel ball gets squeezed into one of three detent positions for on, off and reserve. The idea sounds good and is novel, but in actual use, when the rider’s hands are tired and mud-covered, they’re a hassle to use. The fuel cap presses into place and is held by a large O-ring. The tank is finished brightly with red paint and black and gold striping accents.
Take a gloss black frame and natural-colored flexible plastic > fenders (we broke the front one in a minor trail tip-over), along with polished brightwork, and the new Montesa makes a very handsome package.
Rider comfort is affected by the overly stiff (as delivered) suspension units, to be sure, but also by an uncomfortable seat. The rear portion of the seat unit is humped up and thinly padded to allow clearance for the rear wheel and its associated long travel. The front portion of the seat is just right, but taller riders will be cramped up there. When the rider slides rearward, he gets pounded, and the slope of the seat slides him forward again, where that cramped feeling takes over once again. It’s annoying.
Handlebar and peg locations should be right for most, but we’d like to see better cleating on the footpegs to keep the boots on them when the going gets wet and sloppy.
At the conclusion of the test we had mixed emotions. The machine was really just what we had been asking for, yet fell short in a few important areas. On the other hand, there were many features that we weren’t expecting, which kind of put things on an even balance. If a potential owner is looking for a
tight woods plonker, he’d best ride the Cota “Trail.” But if he wants a high-speed play bike for desert riding or racing, a machine that can handle an ISDT qualifier or torturous enduro, maybe this is the one.
The faster you are able to ride and the better a rider you are, the better off this V75 Enduro will be. Because it’s designed for the tough stuff, and it can handle it, but only. . .only. . .if you fiddle with it first. After all, it is Spanish, and that means that all the important ingredients are there. . .it’s just the piddling things that you’ll have to go track down. [§l1
MONTESA
250 ENDURO
SPECIFICATIONS
$1560
