Montesa Cappra 250 Vr

MONTESA CAPPRA 250 VR

Cycle World Road Test

The Vehkonen Replica: A Proven Performer For The Motocross War

MONTESA’S MAIN emphasis the last few years has been centered around trials machines, and it’s success in this field is well-known. Recently, however, some of this emphasis has been shifted toward motocross competition, and the results have been gratifying, to say the least.

The 1972 World Motocross Championship series was the first ever contested by the Spanish factory, and it came away from the 12-event grind with an impressive 4th overall finish. Number four in the final standings made Montesa the highest placing European factory in the championship, a little tidbit of information that may raise a few eyebrows.

It is interesting to note that Montesa used only one rider during the series (Kalevi Vehkonen), a rider who had never before ridden a Montesa. The ultimate goal of the entire excercise was to put to use the information gained in competition and manufacture a production model similar to the machine Vehkonen rode.

Enter the Vehkonen Replica, Montesa’s best effort to date in a motocross mount. The VR is virtually a totally new design, with very little carryover from earlier models.

Frame design is new and development came about primarily through Vehkonen’s efforts in competition. Though similar in appearance to previous Cappras, nothing is shared.

As before, a single downtube connects at the bottom with a pair of tubes that form the engine cradle. The engine is supported at three points, which should prolong the life of mounting brackets.

At one time Montesa mounted its swinging arm in rubber, but the VR uses proper bronze bushings with a provision for external lubrication. In fact, Montesa recommends that the reservoirs be replenished after each moto.

Chrome moly tubing is used in the swinging arm and at all stress points of the frame. Mild steel is used elsewhere. Gusseting is provided in all the critical areas as well.

Support for the seat and rear fender is made up of a triangulation of bracing and small diameter framework. Frame flex can be a big headache when it occurs, but Montesa’s stout design allows for none of that.

Wheelbase on the new VR is 56 in., which is near to, or the same as, what most of the competitive machines are using these days. However, seat height is a rather tall 34.5 in., although the only time you really notice it is when you’re standing still. Out on the track the height doesn’t seem to affect handling, thanks to a low center of gravity. Riders under 5 ft., 10 in. tall should be warned, however. It will be tippytoe time when you’re sitting on the starting line.

FIM minimum weight requirements have put the lid on extremes in the pound removal department, but Montesa was heavy enough last year to warrant a substantial reduction. The new VR is the lightest production motocrosser the factory has made; and at 220 lb., it’s one of the lightest production 250s available.

The weight reduction was accomplished through judicious use of plastic and aluminum, as well as total redesign of many component parts. Nothing is on the machine that shouldn’t be, unlike a few models of the past.

About the only thing you’ll recognize from earlier models is the plastic fuel tank, now finished in red instead of silver. Gone is the bulbous upswept pipe, the alloy fenders, and large hubs; even the cases are new. Now there are thin, flexible plastic fenders (manufactured by A&A in California and shipped to Spain) and a host of other items we wouldn’t normally expect from Montesa.

Akront aluminum alloy rims are employed for their weight saving benefits, but this advantage is partially overshadowed by the fact that the rim’s design allows mud and debris to collect in the lip portion near the spokes. Hubs are totally new this year, and are two of the most attractive and efficient designs we’ve seen.

The rear unit is a highly polished alloy, conical in shape and strong, as well as light. At the front, the hub is positioned centrally, and is pseudo conical, with a novel spoke arrangement.

Rather than casting a lip on each side of the hub to serve as an attachment point for the spokes, Montesa runs the spokes directly into the side portion of the hub, a method we’ve never seen used. But you can be assured that the stainless steel spokes will have a difficult time pulling themselves loose.

Suspension components on a motocrosser come under some of the most severe treatment imaginable. Weak points come to light promptly, and the rider quickly learns whether or not things are working well beneath him.

The VR rates more than respectably in this all-important category. Front forks are new and damping characteristics are excellent. The fork legs themselves, though, tend to be somewhat vulnerable to damage from flying rocks. This is because of the weight reducing effort; turn down the diameter of the fork legs and the casting becomes rather thin. If a big rock flies your way, you could incur some damage unless you thought to install some protective plastic guards.

Fork bottoming was nonexistent, but an occasional superhard landing got the rear Telesco shocks to compress their full travel. The rear units also had a tendency to get fairly hot after many hard circuits around a rough course, and not work as well as when cool. This is not at all unusual for a production shock absorber, however, and only the most aggressive racers will find fault with them.

Most Spanish machines have a tendency to leak oil from the fork seals, and Montesa is no exception. We were pleased to note, however, that our VR broke tradition. Perhaps the rubber covers over the fork sliders keep much of the harmful grit from damaging the seals.

Aside from the tall seat height mentioned earlier, there is nothing in the Montesa’s makeup to interfere with that all-important rider-to-machine relationship. Handlebars are positioned about right for both stand-up and sit-down riding styles (though in motocross it’s up most of the time). The VR is slim enough to allow a rider to shift his weight back and forth, and what is probably the longest seat on any racer lets him sit precisely where he wants. Narrower engine cases permit ideal foot control locations, as well. Most riders will feel right at home on this new model.

Some motocross mounts offer a rider the most serious of challenges when it comes time for the starting routine. Not so the Cappra. Once the Bing carburetor is well flooded with its “tickler” device, starting the VR is a three-kick affair, at most. The kick starter mechanism is conveniently mounted on the right hand side, which most American riders prefer.

Montesa’s new fuel petcock design is a simple device which made us wonder why no one has thought of it before. The petcock is a hollow rubber capsule with a steel ball inside. The ball will snap into any one of three positons with a squeeze of the fingers. It’s simple, efficient, and apparently foolproof.

Clutch pull is on the heavy side, but once underway, the rider can ignore the clutch during shifts if he so prefers. Gearbox action is smooth and lever travel is short. Montesa has relocated the shift lever to the left side of the machine, since regulations for the 1974 U.S. market require it-quite a departure for long time Montesa riders.

Since our test machine was one of the first models brought into the country, it was fitted with a cylinder barrel and head utilizing the old Montesa style finning. Later models will look considerably different, though porting and internal configurations will be the same. Basically, though, that is where early Montesa heritage ends.

In order to slim down crankcase width, a new Motoplat ignition has been developed. The flywheel/magneto combination is very small and the right side cover has been trimmed considerably.

CAPPRA 250 VR

As before, the crankshaft rides in three ball bearing main bearings and is a pressed together affair consisting of two pieces. The rod big end contains a caged roller/needle bearing, while the small end uses a loose needle arrangement.

The previous left side cover was fairly large in order to make room for the Cota model’s extra flywheel. Montesa used this outer case on its Cappra MXers as well. Since this extra width really wasn’t necessary or desirable on the new machine, a new cover was designed. This, coupled with the new right side case, makes the engine unit narrower by some three inches.

Applying a black finish to the clutch and magneto covers is a nice touch, but after a few rides the paint gets rubbed away by the rider’s boots. Expect to do some touch-up work to keep them looking spiffy.

The bore/stroke configuration has been revised on the new model, and measures out to 70x64mm. This move required a new connecting rod, but the rod’s design has not changed.

The two-ring piston assembly now has an enlarged window area on its rear skirt, and transfer ports have been enlarged as well. Total port area is huge compared to last year’s version.

Of course, with all that portion there has to be an adequate amount of fuel supplied to the engine. This is handled quite nicely by a new 34mm Bing carburetor, made in Spain. A fine nylon screen around the main jet not only keeps foreign matter from clogging up the works, but also prevents fuel surging.

It’s nice to know that changing the main jet is easy. There is room enough for the carburetor to be swiveled around so the bottom float chamber can pop off. And there sits your main jet, a snap to switch.

Air intake is located up high under the seat. Here you find a plastic air box complete with a genuine U.S. “Filtron” foam element; no more of that paper stuff to throw away. The Filtron is secured with two springs that look a bit fragile, but would be easy enough to replace if you stretched them out of shape.

Getting to the element for cleaning is no problem. Simply remove a 14mm nut securing the rear portion of the seat and slide it back off the front retaining bracket. This exposes the filter and also the rubber strap holding the rear of the tank in place. To remove the tank completely from that point, you simply pull the retaining bolt out of the front portion of the unit.

There is no item in routine maintenance that isn’t just that...routine. Small touches such as lube nipples on the control cables and internal cable linings made from nylon give an indication as to just how much thought and planning went into this new model.

Pirelli of Spain developed a new motocross tire for the VR. The rear rubber measures out at 4.50-18, with cleats wrapping well around the outside diameter of the tire. A 3.00-21 on the front has the same wraparound effect, but the footprint is different.

Bottom end power of the new Replica is strong, but the 246cc powerplant really comes on in the mid-range and top end. We were impressed with the amazing throttle response of the new Bing carburetor. The VR runs clean and punch is there when you need it.

With exceptional handling to match exceptional performance, the Vehkonen Replica will surprise many riders who thought Montesa was long since out of the hunt in the motocross war.