Montesa 242. Few Questions

[ritchic]

Hi bought myself a 242 few months ago. I'm surprised how little there seem to be around. What's the reasons for this any ideas?

Also is there a way of stiffening up front an rear suspension without spending a fortune seem to be bottoming it all out. But I am 17st so not really surprised.

Thanks in advance

[scorpa250]

Hi The Montesa 242 came out not long before the Mono's came on the scene. Good bike.

[cleanorbust]

If the front forks are air pressurised it may help to increase the pressure a bit. Use a bicycle pump with screw-on adapter, that way you won't lose the pressure when you detach the pump. Could also try inserting or increasing preloader between spring and fork cap.

[lineaway]

By 1981, another round of economic unrest in Spain began to hinder motorcycle manufacturers. Strikes and a shrinking market left Montesa as the only major motorcycle concern in the country; however they were in need for a major influx of capital in order to continue to survive. A loan from the government and shares sold to Honda (to establish a European manufacturing base for their commuter bikes) helped production continue. Indeed, one of the government's stipulations was that Honda would guarantee that production would not stop. Honda was prepared to stockpile trials bikes and to sell them off at a loss in an effort to reach Europe's more profitable market and to bypass restrictive import tariffs.

In July 1985, a major reorganization took place and a large amount of money from Honda was received. By then, only two trials models were offered and the workforce had dwindled to a mere 152 employees. A year later, there were further financial moves between Honda, Spain's government and the Permanyer family, leading to Honda buying the majority of the family's remaining shares. Honda now had an 85% holding and spent another $5 million on modifying and updating the factory.

Montesa was still active in World Trials competition throughout the 1980s and into the 1990s. Even though reduced to only offering one model, the Cota, such riders like former World Champion Eddy Lejeune and Andrew Codina rode the bike to good results in the mid-'80s. In 1992-93, the liquid-cooled Cota 311 was produced; this was to be the last "real" Montesa. In 1994, a new model, the 314R, was introduced. This model featured an HRC Honda powerplant with many other components from Honda. Montesa-mounted Marc Colomer won the World title in 1996 and the 315R followed in early '97. The 315R had a run of 7 years, taking Dougie Lampkin to many world championships, and was replaced by the technically advanced four-stroke Cota 4RT in 2005

[perce]

By 1981, another round of economic unrest in Spain began to hinder motorcycle manufacturers. Strikes and a shrinking market left Montesa as the only major motorcycle concern in the country; however they were in need for a major influx of capital in order to continue to survive. A loan from the government and shares sold to Honda (to establish a European manufacturing base for their commuter bikes) helped production continue. Indeed, one of the government's stipulations was that Honda would guarantee that production would not stop. Honda was prepared to stockpile trials bikes and to sell them off at a loss in an effort to reach Europe's more profitable market and to bypass restrictive import tariffs.

In July 1985, a major reorganization took place and a large amount of money from Honda was received. By then, only two trials models were offered and the workforce had dwindled to a mere 152 employees. A year later, there were further financial moves between Honda, Spain's government and the Permanyer family, leading to Honda buying the majority of the family's remaining shares. Honda now had an 85% holding and spent another $5 million on modifying and updating the factory.

Montesa was still active in World Trials competition throughout the 1980s and into the 1990s. Even though reduced to only offering one model, the Cota, such riders like former World Champion Eddy Lejeune and Andrew Codina rode the bike to good results in the mid-'80s. In 1992-93, the liquid-cooled Cota 311 was produced; this was to be the last "real" Montesa. In 1994, a new model, the 314R, was introduced. This model featured an HRC Honda powerplant with many other components from Honda. Montesa-mounted Marc Colomer won the World title in 1996 and the 315R followed in early '97. The 315R had a run of 7 years, taking Dougie Lampkin to many world championships, and was replaced by the technically advanced four-stroke Cota 4RT in 2005

Hmmmmm.................. it's always nice to credit the work of other people.

[bigshineybike]

Hmmmmm.................. it's always nice to credit the work of other people.

http://en.wikipedia.org/wiki/Montesa_Honda

maybe?

[ritchic]

I'm hoping that as there are so few around that as a few years go by it might make my 242 worth a lot more. That's my hope. And it means I didn't lie when I told the Mrs it was an investment too. I don't think the forks are air. So as for putting preloads packers in. Do I just put underneath the top caps and if so how big should i start

[cleanorbust]

You'll be able to tell if the forks are air type easily as there will be valves incorporated into the caps if so. Recommended pressure on my Cota 247 is 8-12 psi so that should give you a starting point. For preloading, just unscrew the fork caps after slackening the pinch bolts in the fork yoke. Raise the bike off it's wheels for this! Be careful as you unscrew the caps as the threads are fine and the pressure of the spring below it can blow the cap off the fork leg before it's fully unscrewed - keep some downward pressure on the cap as you undo it. If there's no preload spacer in there start with one 15-20mm long. A piece of metal tubing of suitable diameter can be cut to suit. Then just reassemble taking care not to cross-thread the cap.

[ritchic]

Yeah they aren't air then. Thanks cleanorbust I'll give that a go then. Mind you think I need to sort gearbox out first. Rebuilt it an fine for a while but all of a sudden I can only get neutral and 2nd. I'm hopin this is just the rubbish selector

[cleanorbust]

The 247 can give problem of selecting 1st and 2nd only, if the carrier for the selector pawls is replaced upside down. Sounds like yours is a different problem though...

[perce]

The selectors are weak. I remember mine breaking when my bike was a year so old. I can't remember what they did but there was a mod done on it by the dealer. Must have worked as I understand the old girl is still going 30 odd years later.

[woody]

242 is a very good bike with power not unlike the 240 Fantic but a bit smoother off idle. Chassis and suspension perform well, gear selector mechanism suffers from the common Mont problem of chipping the ends off the pawls if the gear lever catches a rock or suchlike. Clutch is the weak point as typically Montesa - can be a bit grabby and erratic, but most classic events would mean you can ride without worrying too much about having to use the clutch a lot in sections. Dutch rider Eddy Moreman developed some after-market plates which eliminated the grabby action

Monts generally aren't as favoured as the spares situation isn't as good as Bultaco or Ossa but they are available usually, just may take a bit longer to find certain parts.

Definitely one of the best twinshock bikes

[perce]

I was not trying for xtra credit, just giving a newbie a quick history lesson as the link would not give the appropriate paragraphs such as this.

You obviously don't have the wit to grasp a topical joke

http://www.trialscentral.com/forums/topic/53251-don-smith-steve-saunders-and-john-hulme/

Edited January 16, 2015 by perce

[fernacticus]

Hello Mate,

 

I have been running a 242 for a while now and absolutely love it. It steers very well with quite a roomy feel to it. The power is very good with enough beans to get you up anything.

 

Mine however is not standard. After running it for a bit, a 304 came up which I bought for parts, as a lot of parts are interchangeable.

Currently mine has;

 

304 seat/tank because it's plastic so modern petrol doesn't eat it, slimmer and fits with a little trimming around the shock mounts.

 

304 ignition cos it's electronic.

 

304 gearbox, clutch and primary because they have changed the primary ratio to speed up the gearbox which takes a bit of load off it. The 242s tend to be a bit hard on the gearbox and any little helps. The downside is that you have to run a tiny gearbox sprocket to get the gearing down again. The upside is that the 304 clutch is MUCH nicer and even lets me select neutral!!!

 

OKO 26mm carb cos the standard Amal will be worn out and the OKO costs much less. I bought mine from a company in Germany Called Scootermax.de and it was about £60-00 delivered as opposed to about a ton for an Amal. If you go that route don't go buying a load of jets and stuff, I can tell you what I'm running and you can just order them. It's pretty close as delivered.

 

304 forks cos they are stiffer, use a better mudguard mount, have much better axle clamps with a bigger axle. You have to buy different bearings and get some spacers turned up and a make a torque arm if you want to stay drum braked though. They were worth the trouble though.

 

As for suspension, if you weigh 17st. you are probably going to need stiffer string rather than just spacers but to start with I would try 30 - 40mm of spacer and oil 125mm from the top of the tubes, collapsed all the way to the stop and spring out. As for shocks stiffer springs or preload all the way!

 

Hope you stick with it, they are really good bikes, but I don't think you will be able to plan your retirement on it's future value!

 

Where abouts in the country are you?

 

 

[nigel dabster]

Hello Mate,

 

I have been running a 242 for a while now and absolutely love it. It steers very well with quite a roomy feel to it. The power is very good with enough beans to get you up anything.

 

Mine however is not standard. After running it for a bit, a 304 came up which I bought for parts, as a lot of parts are interchangeable.

Currently mine has;

 

304 seat/tank because it's plastic so modern petrol doesn't eat it, slimmer and fits with a little trimming around the shock mounts.

 

304 ignition cos it's electronic.

 

304 gearbox, clutch and primary because they have changed the primary ratio to speed up the gearbox which takes a bit of load off it. The 242s tend to be a bit hard on the gearbox and any little helps. The downside is that you have to run a tiny gearbox sprocket to get the gearing down again. The upside is that the 304 clutch is MUCH nicer and even lets me select neutral!!!

 

OKO 26mm carb cos the standard Amal will be worn out and the OKO costs much less. I bought mine from a company in Germany Called Scootermax.de and it was about £60-00 delivered as opposed to about a ton for an Amal. If you go that route don't go buying a load of jets and stuff, I can tell you what I'm running and you can just order them. It's pretty close as delivered.

 

304 forks cos they are stiffer, use a better mudguard mount, have much better axle clamps with a bigger axle. You have to buy different bearings and get some spacers turned up and a make a torque arm if you want to stay drum braked though. They were worth the trouble though.

 

As for suspension, if you weigh 17st. you are probably going to need stiffer string rather than just spacers but to start with I would try 30 - 40mm of spacer and oil 125mm from the top of the tubes, collapsed all the way to the stop and spring out. As for shocks stiffer springs or preload all the way!

 

Hope you stick with it, they are really good bikes, but I don't think you will be able to plan your retirement on it's future value!

 

Where abouts in the country are you?

 

Where are you fernaticus as im thinking of doing much the same as have two 242,s and one 304