Montesa 250 Lacross Special
MONTESA 250 LaCROSS SPECIAL
ALL NEW FROM STEM TO MIDSHIPS.
MIGHTY MONTESA has produced a line of motorcycles that should bring fame and fortune in 1966. Interestingly, it is a short line. No more assorted engine displacements, and like that. Just three models, each powered by an improved version of last year's 250cc "Diablo" engine, and each intended to suit the requirements of the three basic types of rider. Those types are: the road rider, who would find a lot to like in the zippy little 250 Impala Special. A broad middle group of riders, who mostly like to potter around in the rough but travel to and from their favorite playground on the public roads, can find happiness with Montesa's 250 Scorpion. The Scorpion has lighting equipment, dual-seat and passenger pegs, and a relatively mild engine, but its suspension and ground clearance are pure scrambler. The third basic type is the no-holds-barred scambles racing rider, and it is with the Montesa built just for him that we start what will in time (hopefully) be a try-out of the entire Montesa line.
This scrambles rider's delight is the 250cc LaCross Special, and it is more of an improvement than we would have thought possible over the earlier Diablo scrambler. The reason for the improvement is, of course, that while the Diablo was basically a gussied-up touring bike "converted" to scrambles form, the LaCross Special has been built from scratch to go fast across terrain that anyone in their right mind would traverse slowly.
Take, as an example, the forks. The Diablo front end was fairly good; stiffer-than-standard springs had been substituted in the touring-model forks, and they were not much troubled by bottoming. On the other hand, as we noted in our report on the Diablo, it was rather jouncy in really rough ground albeit entirely satisfactory on Western scrambles courses, which are generally quite smooth. Now we have the LaCross Special, with forks that eliminate all the rough-ground jouncing (or nearly so). These forks are not made by Montesa; they are supplied by Telasco, as are the rear suspension units. Though we did not disassemble the Telasco forks to make sure, we feel certain that the information indicating that they are Spanish copies of Ceriani forks is essentially correct. These Telasco forks have an appearance similar to that of the Cerianis, and the same sort of long-travel (6 1/2"), softly-sprung, progressively-damped action. Also, they have the seal-type dust covers and the fork tubes are hard-chromed and finish-ground to eliminate wear. The rear suspension units look much like others of the same general type, but have 5-position cam rings for a wide range of load adjustment. There is not quite so much travel in the rear suspension as one finds up front, but the springing is still quite soft. In all, the Montesa LaCross Special is one of the smoothest-riding scramblers we have tried. One modification you crashers will be pleased to know about is the general strengthening of the spring/shock units. This has been done not so much to take the normal battering as for pure crash-resistance. Bend a shock-stem when you drop a bike and you put the shock out of action. The Montesa will now take a harder thumping than before without such things happening.
Some strengthening has also been done around the rear section of the frame and swing arm, though without any marked change in design. Mostly, the strength has been added by making the bits of heavier-gauge material. And the same sort of routine has been applied to the fiberglass fuel tank, which has been reinforced along seams and load-bearing points to eliminate cracking and leaks. This fuel tank, incidentally, has the wildest racing quick-release filler cap we have ever seen. Under the cap's chrome-plated metal top is a ribbed rubber plug. Just yank it off, fill the tank and then stab it back in position. No threads; no ears to bend; and no leaks.
According to Montesa's information sheet, the LaCross Special's handlebars are supposed to be designed to please all sizes of riders. They don't. The small-tomedium staff members liked them well enough, but we have an ape-armed 6-footer who thought they were atrocious. Of course, these are easily changed, and there wasn't much else we did not unanimously give a numberone rating.
CYCLE WORLD ROAD TEST
Like the seat. Very few scramblers that pass through our hands (or should we say, under our backsides) have seats soft enough for the rutted, rock-strewn country where we do our test riding. The new Montesa is a happy exception, being very soft almost spongy.
And the footpegs. These will make the owner and the AMA's officials happy, as they are fixed to the bike in extremely sturdy fashion, but fold up and back at the AMA-prescribed 45-degree angle. Springs are fitted between the frame and the folding portion of the pegs, so the pegs will always snap back into their extended position. This is more important than it may sound, for nothing is more irritating than having to kick a folding peg back in position while trying to proceed full-tilt.
We found a lot to like in the little things, too. In the use of aircraft-type lock nuts so that things do not vibrate loose and fall off. Also, a rather unusual feature is the soft-iron foot-brake lever. This bends fairly easily, but it can be straightened by hand (or with the aid of a couple of hard kicks) after a crash. Some people might object to a lever that bends so easily, but we are inclined to think that is better than one less easily bent, but impossible to straighten without the services of a blacksmith.
The one-piece exhaust pipe was greatly appreciated. The LaCross Special has a very high "high-pipe" and if there was a slip-fit connection, a great, greasy smear would surely appear along the pipe to stain one's trousers. Then too, the one-piece pipe has the advantage of being less likely to come adrift. One disadvantage with this exhaust system is that it runs along rather near one's leg, and it gets very warm. Fortunately, a chrome-plated guard has been provided to prevent direct contact, so while you might occasionally be reminded of a hot pipe's presence next to your leg, you will not get burned.
Some small changes have been made in the Montesa 250 engine/transmission unit. The crankpin diameter has been increased slightly, to 20mm (.788"), which is still quite small. If we did not know the Montesa to be reliable, we would worry about that slender crankpin. There is nothing much to worry about in the rest of the unit. The full-circle crankshaft (which now, we are told, has its balance holes plugged to increase crankcase compression) runs in aircraft-quality ball bearings, and there is a new piston with a cast-in steel expansion-control insert.
Power output has been boosted from last year's 23 bhp to the present claimed 30 bhp by a larger carburetor, and a redesigned cylinder. The carburetor is a Spanish Amal of a pattern identical to that of the 27mm instrument used previously, but the throat size is now out to 30mm. In most particulars, the carburetor is just like the Amal Monobloc, but the makers of the Spanish version have had the good sense to place the main jet where it is accessible from the side. The cylinder has had its ports completely revised, but retains the slip-fit sleeve.
An unusual but very much appreciated accessory that comes with the LaCross Special is a tool-kit, which may be a bit limited in its selection of wrenches but is better than nothing and nothing is what you get with most scramblers. You even get extra jets with the Montesa. A couple richer than standard; and a couple on the leaner side. And, in keeping with a previously-established policy, you get your choice of tires. The Montesas are shipped to the dealer with bare rims, and the dealer then mounts whatever tires you want the cost being included in the bike's list price.
There is even a selection of colors. Blue and white, red and black, and yellow and black all have a decorative gold pin-stripe. The black and gold combination has a red pin-stripe. Frames are done in a fetching "hammertone" silver-grey enamel. The fenders are of polished aluminum-alloy, and the fender braces are chromeplated steel. The front fender is fixed to the lower fork bridge, and has a rubber-bushed attachment to its bracket.
During our performance tests, it became apparent that the Montesa LaCross Special is a shade short of certain other 250cc scramblers in terms of pure power. However, as any experienced competitor knows, there is more to a rough-country scrambles than simply horsepower or quarter-mile performance. You need an engine that responds strongly to throttle almost from an idle — and that is just what you get in the Montesa. Turn the tap anytime and you get action. And you can get the power down to the ground. The Montesa's suspension lets the tires follow the terrain, while you and the rest of the bike glide along undisturbed by all the commotion below.
Actually, the LaCross is one of the rare scramblers that is tractable enough to be ridden for fun; yet fast enough for racing. The exhaust crackle is a bit sharpish for any riding near civilization, but the engine starts easily and can be run gently without getting all choked up and stalling. Too much potential for the outright novice, but a great bike for either the "play-racer" or the serious competitor.
MONTESA LaCROSS SPECIAL
LaCROSS SPECIAL
SPECI FICATIONS
$815
PERFORMANCE
