Montesa Cota 301RR

Trial Magazine - - CONTENTS - FEA­TURE: TRIAL MAG­A­ZINE WITH STEVE COL­LEY • PIC­TURES: MONTESA

When you see the ti­tle Cota 301RR, you can as­sure your­self that you are pur­chas­ing a gen­uine Montesa ‘Race Replica’. The RR is based around the ma­chine of the 2019 FIM Trial2 World Cham­pi­onship winner from Spain, Gabriel Mar­celli, and the 2018 world cham­pion from Italy, Mat­teo Grat­tarola. Yes, it’s an evo­lu­tion of the long-stand­ing Cota 4RT model, but one which in­cludes an in­crease in the en­gine ca­pac­ity to 298cc which is the max­i­mum dis­place­ment al­lowed in the FIM Trial2 class. As with all the Montesa Cota mod­els like 4RT 260 and 4RIDE, the Montesa Cota 301RR is man­u­fac­tured for world­wide distri­bu­tion in the Montesa-Honda fa­cil­ity at Santa Per­petua de Mo­goda, Barcelona, Spain.

It’s a fact that all the tri­als man­u­fac­tur­ers are evolv­ing their cur­rent mod­els as op­posed to pro­duc­ing brand new ones, and the lat­est Montesa Cota 301RR 2020 model is no dif­fer­ent. Since 2003, the com­pany’s suc­cess­ful CRF 250cc mo­tocross en­gine (a 250cc sin­gle­cylin­der four-valve OHC liq­uid-cooled en­gine), has been de­vel­oped to pro­vide a well-proven and re­li­able power unit that has taken Toni

Bou to his 26 FIM world ti­tles. The en­gine is cur­rently in the process made more com­pact and lighter in weight.

The en­gine ca­pac­ity grew from the 250cc in 2013 with the in­tro­duc­tion of the 260cc model be­fore mov­ing to the 300RR model with its en­gine ca­pac­ity of 288cc in 2015 as we ar­rive at the Cota 301RR and its 298cc for 2020. It also en­joys a light­weight, sim­ple in­te­grated fuel in­jec­tion sys­tem (PGM-FI) with a lower vol­ume than a con­ven­tional car­bu­ret­tor. It comes in a sin­gle piece to­gether with the throt­tle body and the ECU that per­forms in­stan­ta­neous cal­cu­la­tions of a wide range of vari­ables such as the en­vi­ron­ment, en­gine tem­per­a­ture and at­mo­spheric pressure. Pre­sen­ta­tion: Steve ‘show­time’ Col­ley

We are pretty sure that many peo­ple in the tri­als world and beyond will be fa­mil­iar with our Steve Col­ley, aptly named ‘Mr. Show­time’ by the Sh­effield In­door Trial pro­moter, the late Neil Cross­waite. He has rid­den fac­tory-sup­ported two-stroke ma­chines from Fan­tic, Beta and Gas

Gas, hav­ing won at world cham­pi­onship level. He can add mul­ti­ple Bri­tish ti­tles and Scot­tish Six Days Trial and Scott Trial vic­to­ries to his name too! He needs no in­tro­duc­tion.

Steve re­tired from main­stream tri­als a few years ago but is ever-pop­u­lar with his tri­als demon­stra­tions and shows which he car­ries out on a pair of Montesa Cota 300RR ma­chines.

Steve Col­ley: “Not so long ago, mov­ing from two- to four-stroke ma­chines was a mas­sive change for me but one I soon came to en­joy. The en­gine noise is enough to give you that feel-good fac­tor; twist the throt­tle and en­joy.

I have watched the suc­cess of Toni Bou, and his 26 world ti­tles, with much ad­mi­ra­tion there­fore nat­u­rally de­lighted when I was in­vited to join him, and fel­low test riders, at the of­fi­cial pre­sen­ta­tion of this new model in Oc­to­ber with my good friend, and Trial Mag­a­zine ed­i­tor, John Hulme.

Cool: “This is how I would de­scribe the new grey ‘look’ for 2020. With the new mod­ern aes­thet­ics, the Cota 301RR has a more ‘rac­ing’ and ag­gres­sive look, fur­ther en­dorsed by its an­gu­lar lines and real ‘get on me and ride’ ap­proach to its pre­sen­ta­tion.

“It starts for me with the new LED rac­ing head­light mould­ing, and fur­ther new de­sign has been ap­plied to the rear mud­guard, which is slightly higher than be­fore. With two litres of fuel avail­able in the alu­minium tank, it’s been re­designed and, left be­hind, are the rounded shapes giv­ing it once again that ‘rac­ing’ theme.

“The model we have on test here is pre­sented

in the grey colour scheme, which I be­lieve is what will come to the UK mar­ket, but for the more nos­tal­gic sup­port­ers of the Montesa Cota range, a red and black op­tion will be­come avail­able. The ex­cel­lent alu­minium frame and swing­ing arm are re­tained, giv­ing it an over­all weight of 73 ki­los.

Qual­ity: “The stan­dard of build qual­ity and com­po­nents is sec­ond to none. In the clean, mod­ern Barcelona fac­tory all the pro­cesses are car­ried out by a team of ded­i­cated and ex­pe­ri­enced en­gi­neers and fit­ters whose du­ties in­clude the as­sem­bly of the en­gine, in­jec­tion mould­ing of the plas­tics, the fabri­ca­tion of the alu­minium frame, swing­ing arm and fuel tank and fi­nal as­sem­bly. The fact that this is car­ried out in-house guar­an­tees a high level of build qual­ity in all ar­eas. You only have to have a look at a Montesa that’s a few years old; they still sound good and with high-level com­po­nents fit­ted they also last well. The strong point on any Montesa pur­chase has to be the resid­ual value, which re­mains very strong even after all these years of pro­duc­tion.

“To pro­tect the crank­case, a new rub­ber has been placed be­tween it and the sump shield to ab­sorb im­pact. Sturdy and re­li­able Tech branded 39 Ø front forks of­fer­ing 175mm of ad­justable travel in preload and ex­ten­sion are fit­ted, while at the rear, the Showa shock ab­sorber pro­vides 170mm of travel and is also ad­justable.

Per­for­mance: “Many peo­ple find the ‘brak­ing’ ef­fect of a four-stroke en­gine very in­tru­sive in their rid­ing style, but on this new en­gine the di­am­e­ter of the crank­case breather is now 2.25mm, whereas be­fore it was 1.9mm. It is iden­ti­cal to the ma­chines rid­den by Bou and Fu­ji­nami. En­gine per­for­mance is more than am­ple but very con­trol­lable. The en­gine map­ping was ar­rived at after many hours of test­ing. It also ben­e­fited from a se­ries of changes in the ECU de­part­ment, to­gether with a re­design of the crank­case gas de­com­pres­sion sys­tem in favour of an ap­par­ent re­duc­tion of the en­gine brake to make it lighter and more man­age­able. It is very much tuned to suit all riders. I felt that the power was very us­able, smooth and con­trol­lable.

“The new alu­minium si­lencer has more back pressure which has been achieved by in­creas­ing the vol­ume of the in­ner tube. All this, to­gether with the other changes in the en­gine has re­sulted in a no­table in­crease in torque, ben­e­fit­ing from up to 16% more power and torque in low and medium rev­o­lu­tions.”

Con­clu­sion: “I loved it; from the su­per-smooth power de­liv­ery to the ‘plush’ feel­ing from the ex­cel­lent sus­pen­sion pack­age to the pow­er­ful brakes. A very light feel to the clutch op­er­at­ing sys­tem pro­pels you for­ward with a firm, strong, tractable feel, and the tried and tested gear­box se­lec­tion with a choice of five gears has a very ‘slick’ op­er­at­ing feel­ing.

“I do one day want to re­turn to the Scot­tish Six Days Trial with­out the pressure of know­ing I have to win and, when I do, I can as­sure you it will be on a Montesa Cota 4RT — they are su­perb where re­li­a­bil­ity comes as stan­dard.”

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