iconic558

Late to the party, but any other ideas for a usable seat...2012 Beta 250 EVO, just to ride 10 mins to my local practice area. I saw a Beta with the Jitsie seat and not high enough by a long way. Cheers guys😎

Yes, it's a been a known issue for a long time now. Speaking with In Motion, they did look into producing some kick start components, but regretably couldn't find a cost effective solution.

After a chat with In Motion and a few days of trying the Web to source specific engine parts, including a Spanish vender, the spares situation is worse than I thought. I run and ran more than a few classic bikes and cars, some of which are fairly eccentric, but never failed to find a lead on parts, until now. Although, these Cota 200s are well thought of think I'll pass on this model, of only for the parts availability. Maybe a useful heads up if anyone else looking at these, they are great value, but....😎

Hi guys, long time no see, hope everyone is doing well. OK, what is the current situation for Cota 200C parts, still miserable? ...are kickstart gears and piston kits an issue as they used to be? Anything else I need to know? Looking to pick one up in the near future after selling my 247C and 248 a few years back. Best regards guys and thanks for your help. 😎

ATF as B40, worked fine on mine. Any clutch drag, whip out the metal plates, rough up with 80 grit and enjoy.

Much of the issues with these SWM clutches is simply down to incorrect clutch lever and perch, decent cable correctly routed, proper set up, roughed up steel plates once they get old and polished and draggy. Need to be OE Domino, but they get broken and owners go cheap, then the bikes change hands and, well you know. My mate had a brand new Tl320 back in the day and the clutch action was a revelation after Spainish ones. Out of all the twinshocks I've owned my TL320 had the lightest pull and smoothest consistent operation of all of them, Sherpas, Cotas, Honda TL, Ossa, even my Beta Rev I kid you not.

Why not go OE Dellorto? Last time I bought a properly jetted, as in original spec' Dellorto is was £120 with delivery.....bolt on, no faff, good to go, enjoy for decades. Those OKOs are probably ok but some do have I issues with them, I know my Honda Camino runs a Wabron, a good copy of a butterfly Keihin, but, again some have no end of issues. Just a heads up. 😎

Thanks for the reply. From memory the 349 is actually a 349cc, a first for Montesa, a model nomenclature that makes sense😀

Snap, sort of. I once trialed a borrowed Beamish, a lovely looker, a right pain to ride😀

Many thanks Barnesy

No idea, quite a few in the Eastern Centre. I've done a few minor jobs and lookysees on my 247C and, it appears a well nailed together bike, nicer than my Bully was. Some excentric bits like tapers but, bar that nice to wrench on.

Thanks Larry😎

Hi guys, this old girl has popped up for sale up the road and, looks like I'll be the new owner. All there, up on it's toes, bit of cosmetics hopefully...ohh, those mudguards😀 It'll join my 1978 247C which is my first ever 'keeper' twin shock having owned an SWM320, TL125, and Bultaco 198B twice. The old 247C is light, nimble, small with a smoooooth and easy engine, we just get on if you get my drift. Always had a soft spot for Montys. I know the 348 was really a 305cc but compared to the 247C, a bigger bike, heavier and, I'm wondering a bike more suited for an expert rider... I'm more a, well let's be honest, certainly, more novice/intermediate but, hey I'm expert at observing. So, 348, hero or villain in my hands? ... I'll bring it home anyway as I'm very shallow and, like pretty things in bright colours😀 Thanks guys

Maybe useful, there's a few VM carb threads here. Mikuni Tuning and Jetting Guide - THE VINTAGE BIKE BUILDER http://www.vintagebikebuilder.com/mikuni-tuning-and-jetting-guide.html The OKO is a VM copy from what little I know so may help on these too. 😎

Hi there, maybe worth checking if you have the 'correct' jet needle and body. ......from your symptoms, I wonder if your throttle slide has too small a cutaway, again various sizes available. Good luck.

Many thanks for your help guys, very interesting 😎

Title says it all really.....or more a case of what was lying around in the p*** and panic before they closed up shop? Many thanks guys, stay safe

Dave there is a Facebook site dedicated to the 247, lots of 247C owners on there😎 Great bikes, I love mine, super smoooooth engine and physically a small chassis, all really helps on the modern day sections. The 'C' is for competition, they were designed to be lighter than other '247' class bikes. The odd cubic capacity was something to do with French tax breaks as France was a large market for Montesa back then. You'll probably know by now that most simply put a '250' jug 'n slug on it as the 237cc pistons/rings are made of unobtanium.

many thanks guy?

looking for a website for trials events, enduro and road/circuit racing would be a bonus too ...off to tour France late August by 1992 Honda Revere again (remember them?) or new fangled high tech Wee Strom not sure which yet, so would be great to take in a trial etc Then off to Northern Spain. cheers guys

I know the current wisdom is 250 jug n slug but is anyone doing the original 237cc piston kits yet? Cheers guys

PS I should add original as left factory, some bikes head angles 'fatten out' with use so I'm told?

I've never ridden a cut 'n shut that rode any good....they tuck under or fall into corners in my experience. Good friend of mine has a very modified TY175 on mark 5 frame, nothing on that bike is std bar steering geometry. He has tried various head angles but feels Yamaha got it right back in the day.

I gota say, my SWM 320 1980 std bar 10mm on the arm was THE best clutch of any trials bike I've owned, modern or old. I rode a new 1982 back in the day and that was fine too. Just had new proper cable, proper Domino leavers and perches, steels roughed up with 80 grit, running ATF, set up correctly.....and greased balls oooer.