Montesa 175 Enduro
MONTESA 175 ENDURO
CYCLE WORLD ROAD TEST
WE HAVE USUALLY been pleased with the Montesas we have tested in the past. Each new model that comes along continues to strengthen our faith in Spain's largest motorcycle manufacturer. Some design features (such as the unusual front forks) appear on all Montesas and we might often think that Montesas differ too little from model to model to be effective in their diverse tasks. However, each new model with its seemingly insignificant differences, proves to be just that little bit better at the job for which it was intended.
We have previously described how the 175 engine was derived from the-successful 125cc version (August 1963, cw), the larger displacement being achieved by simply boring out the cylinder and fitting a larger piston, making the bore/stroke ratio slightly over "square." The original design must have been extremely good and very robust as the displacement increase has not altered the good reliability record that Montesa enjoys. There is nothing unusual about the engine layout by present day single cylinder twostroke standards, and this may be the key to its success. When a manufacturer is satisfied with the engine being used, effort can be put into detail things as finish and handling, resulting in a more versatile finished product.
Cylinder and cylinder head are black anodized in their "as cast" state; this materially helps cooling in that heat radiates better from dark surfaces. Finning is very generous, particularly in the area of the exhaust port. This, coupled with a deep exhaust pipe spigot, helps to get as much heat as possible away from this critical region of a two-stroke cylinder, thus minimizing the possibilities of piston seizures.
The port finish is of a very high standard from the mould. However, carrying attention to detail one step further, there is evidence of the ports being trimmed to match up with mating ports, manifolds, etc. An iron liner is used for the cylinder bore and all the cylinder muff ports are touched up to blend with the liner ''windows." The rather steep intake port angle aids breathing, as the gasses are already "aimed" down towards the crankcase.
Construction is the in-unit type layout. There were no signs of oil leaks around the case joints during our lengthy series of tests, in fact, except for some of the usual spray pattern left by typical two-stroke misting in the carburetor region (this was kept to a minimum by the very unique filter holder shape), there was little to indicate that the machine had been used for seven hundred miles. Instantly noticeable, even to the most untutored eye, are the polished castings that make up the lower portion of the engine,
making cleaning chores a little more pleasant besides being attractive. These cases house the mag-dyno unit that supplies voltage to the ignition coil under the gas tank, and full lighting equipment, which is standard on the Enduro. The all-metal clutch is neatly tucked away in the left side case.
As noted in the past, the light, almost unbelievable soft lever pressure gives one an insecure feeling at first, until the inevitable discovery that the clutch just will not slip.
We do criticize the cables. The inner cable appears to be strong enough and we have not heard of undue breakages, but the outer casing, particularly on the front brake,
compresses to the extent that the lever is quite spongy. In actual fact, both the front and rear brakes are excellent and more than adequate for a machine of this weight. Many reasons can be found for the light overall weight; wheel rims are deep rib alloy in the best racing tradition, the large streamlined panel under the seat, air cleaner holder, chain guard and license plate holder are all molded plastic of very high quality, matching the engine for finish.
Low overall weight is probably the reason Montesa has retained the single loop frame (we prefer double loop).
There are gussets at all the stress points and at no time did we feel the frame was flexing. Welds were a bit rough but we could not see any indication of weak spots. One item that does add weight is the enormous steel gas tank.
The seat is typically Montesa, very large and very comfortable. The machine has rear pegs and was used for carrying a passenger over a considerable distance in the rough without the usual complaints regarding comfort. Bars are quite flat but wide permitting a relaxed riding position and added considerably to the overall rider comfort.
Front fork extension below the wheel spindle is actually the damper section of the fork. Damper oil can be changed (from lighter to heavier, or vice versa) by simply removing the cup-shaped reservoir and refilling. This is an advantage to the rider who might want to "fine-tune" the suspension to suit his weight; at any rate we found no objections whatever to the standard arrangement. Few forks boast a full five-inch travel and this is undoubtedly one of the reasons why the Enduro left its rivals behind when the going got really rough. Handling permitted rider confidence that few machines, particularly lightweights, could equal.
Only two objections marred an otherwise enjoyable test and we feel they are worthy of mention. Third and fourth gear are horribly far apart for an Enduro machine, where there is normally considerable juggling between these two.
Secondly, and somewhat easier to rectify, is the exhaust system. We do not call it a muffler, because it is the most illegal device we have had around in quite some time. We have been assured of a quieter exhaust on all new machines from the factory shortly; we certainly hope so. •
MONTESA 175 ENDURO
