We had been waiting for her for a long time. So much so, that some Montesa enthusiasts were beginning to realize that their current bike should last them many more years; others, the most impatient, have relied on two-stroke engines again; and finally, the unsuspecting knew that it was only a matter of time before Montesa got down to work. They are established world champions, they have the wisdom of Honda and a great test bench in Toni Bou and Takahisa Fujinami.
Rumors about the redesign of the Cota 4RT or the arrival of a new saga have been sounding strong since the end of 2011, but it was not until a few weeks ago when Montesa-Honda released a press release that attached a mysterious image.
It was the new Cota 4RT and this image only allowed us to intuit the silhouette of its shapes, where a slimmer tank and more pointed lines ventured, in line with the market trend.
The expectation until the debut has been maximum. Knowing that the name was still Cota 4RT, we sensed that there would not be a total break with the previous model, but rather a general update at a technical and performance level.
G.P. ITALY. BARZIO 7:30 PM
The day chosen for the presentation of the new Montesa Cota 4RT was Saturday, July 6 in the Italian town of Barzio, coinciding with the Trial Grand Prix, which traditionally moves the largest number of spectators on the entire calendar. The Montesa-Honda team made sure that all the specialist press was at this launch, summoning us two days later for a dynamic test at the same venue.
As planned, at 7:30 p.m. Toni Bou and Takahisa Fujinami were in charge of unsheathing the new model in front of more than 200 people. For a good part of them, this first impression was bittersweet, with expectations too high for a model that a priori received few changes compared to its predecessor.
The reality is that the new model does receive important changes, but these, rather than being seen, are felt. For this reason, it was important to wait for the day of the test day to clear up any doubts and draw conclusions about the new work with substance.
MONTESA COTA 4RT IN TWO VERSIONS
The first surprise is that Montesa has not presented one model, but two. This fact would not be news if the trend of the first Cota 4RT had been maintained, where the standard and Repsol Replica versions differed by the decoration and a brief list of special components made of carbon fiber.
In 2014, for the first time, Montesa will present to the market two four-stroke models with important technical and market positioning differences. Montesa has rightly thought of launching a base model, more economically accessible – it will be between 15% and 20% cheaper than the current one – and a second version, called “Race Replica” equipped with “pro” components with a price in the same range as its predecessor.
Montesa Cota 4RT 260: €5,799
Montesa Cota 4RT 260 Race Replica (includes kit): 6.900 €
THE CYCLE PART
The Cota 2014 inherits the frame and swingarm of the previous model in both versions, with the particularity of the aesthetic finish. The 4RT 260 is presented in polished aluminium, in line with the 2005 to 2007 models, while the Race Replica features the same black anodizing treatment as the factory team’s machines.
To find the bulk of the differences we have to refer to the suspension equipment. While the “RR” maintains the well-known Showa package that has given the 4RT so much cachet and distinction since its origins, for the base model it is opted for a new Tech fork and a multi-adjustable rear shock signed by R16V. In these components lies the reason why this version is offered at a much more contained cost. Contrary to what it may seem, this alternative does not imply giving up optimal performance or opting for lower quality components. We will discuss this section in depth later.
As you can see at a glance, the graphs also change. While the base model opts for a dominant corporate red with black details, such as the headlight, handlebars or rims, the Race Replica is created in the image and likeness of the official bikes ridden by Toni Bou and Takahisa Fujinami. As usual, this version receives a series of carbon fiber components, such as the front fork bridge, fork guards, clutch cover, exhaust manifold and silencer.
Another big difference between the two models is the tires. Yes, you read that right. It has been decades since a mass-produced trial bike has been released on the market with tyres other than the well-known Michelin, but Montesa, in its emphasis on finding the balance between the performance that the target audience of the “base” model may demand and price, have decided to bet on equipping Dunlops as standard. The Race Replica model, on the other hand, will be launched with Michelin.
Finally, details such as the footrests, in both cases signed by S3, also vary between both models, being multi-adjustable in the case of the Race Replica. The braking equipment, both calipers and pumps, are now signed by Braktec.
THE 4T MECHANICS
If anything could be beyond doubt, it was that Honda was going to continue betting on valve engines. Consecutive successes in competition are just one of the reasons, but perhaps what weighs most is Honda’s full and forceful commitment to the 4T in all its specialties.
Starting from the same block that saw the light of day in 2005, Montesa has worked in two directions: mitigating the engine braking effect and optimizing its performance in the medium and high rev range.
What has been the work plan? First of all, to increase performance, increase the displacement to 260cc – 10cc more than the previous model – and redesign the camshaft. The second part of the work, in order to obtain more sensation of agility and control, the effect of engine braking has been minimized through a system of decompression of the crankcase gases.
Finally, as a result of the previous changes, it has been necessary to program a new injection and ignition map in search of better traction.
THE MOMENT OF TRUTH
The experience of the Trialworld test team goes back more than ten years. Throughout this time we have jumped on all the mass-produced two-stroke and four-stroke bikes, including the different ranges that have been launched to date of the Cota 4RT. During this time we have also had the opportunity to get behind the controls of the official Bou and Fujinami bikes, so before getting on the Cota 4RT 260 we had a very clear starting point.
The moment of truth has arrived. At 9:15 a.m., the Montesa team launched a briefing to journalists to explain all the changes of the new model, emphasizing everything that “is not seen” but “can be felt” with the aim of providing the maximum information and not getting carried away by appearances.
ELEGANT MATURITY
If you are one of those who believe in love at first sight, you probably won’t have a crush with the new Cota 4RT. To find its attractiveness, it is not enough to judge its shapes, but you will have to stop and admire the quality of its finishes, valuing that it is a practically immortal companion. Its elegant lines, sharper at the rear and round at the front, leave you almost as indifferent as you are calm, with the feeling that it will surely not be the center of attention of all eyes, but it will not go out of style either.
The Cota 2014 continues to bet on conservative lines, without any surprises. Elegant by nature, small tweaks do give a more agile and fresh air to its rear; The tank, less bulky than its predecessor, although not flat, contributes to improving the overall aesthetics of the whole. Of course, sacrificing fuel capacity to obtain a maximum of 1.9 liters.
Honda is Honda. Starting from an undoubted overall quality, in the series version, perhaps because it is a “pre-series”, we have detected some details that could be improved. For example, the finish of the hubs, in red, seems to be quite improvable; In fact, one of the unused units already had some paint raised. The headlight is of a new design, but in this model it seems excessively sober and with some sticker in red it would be a more attractive set. Finally, we find it very curious that the throttle cable passes directly behind the handlebars, instead of in front, since as it is placed it is easy for the bike to stay accelerated when hooked, for example, with a branch.
AT THE CONTROLS OF THE COTA 4RT
After seeing Fujinami and Bou in action with the production models, it was time for the press. We were in the first turn and we started with the Race Replica version. As the chassis is identical to its predecessor, including the suspension equipment, we took the opportunity to put our five senses into understanding the sensations that the new mechanics gave us.
First of all, start-up. Soft kick, without accelerating. Perfect operation. The sound hasn’t changed – remember that in 2007 we worked on mitigating it – and everything is, a priori, familiar.
The new clutch pump, also signed by Braktec, maintains the optimal line of the previous AJP, with the particularity that in this test unit we have noticed it noticeably harder – something that did not happen later in the Cota 2014 as standard.
As soon as we started, we took advantage of a few meters of road to start engaging gears and close the throttle to make a first assessment of the engine retention. Indeed, the bike no longer digs so blatantly and, without losing the motor effect of a 4T, allows for a more linear and smooth ride. There are no changes in its gear ratio, which despite having a gearbox of only five speeds, the good bass of its engine confirms that it is the right thing to do.
We get to the zones. We found a somewhat slippery and limited terrain for a mid-level driver, with no real opportunities to squeeze the engine on steep hills or steps “without cheating”. It is what it is, so we pay attention to see if we notice those 10 cc of extra cubication. The truth is that at low revs the difference is minimal, but from the mid-rev range you can appreciate a little more grit and ability to reach overrevs with useful power, although we already told you that the terrain limitations invited more to work at low revs and we could not draw further conclusions.
The most obvious improvement in the areas, as we anticipated, is in the reduction of engine braking. Driving is now more agile and intuitive; The bike flows naturally within the zone and, unlike the previous model, it is not as stubborn or tends to dig when you close the throttle fist. In short, everything is easier and more logical, favoring non-stop piloting and those areas where a very sweet touch of gas is needed to be technically effective.
In short, on a mechanical level the improvement over its predecessor is real, but in general it maintains the same tone and you won’t get any big surprises. If they don’t tell you all this, you’ll notice that it’s easier to drive and the engine is fuller, but you’d have a hard time guessing why.
MORE ACCESSIBLE
At the end of the 30-minute test with the first model, we shared a few minutes with the director of the Montesa competition team, Oscar Giró, to share these initial impressions. His words helped us to better understand the positioning of the Cota 2014.
The big news about the new model is perhaps not the launch of the new model itself, but that Montesa now offers a more accessible alternative in economic terms and that aims to compete against the competitive Q2 market. Now that we are clear about the points that have been dealt with to get this 15% discount on the current price, we get behind the controls of the “basic” version of the 2014 Cota.
Passion red. As it could not be otherwise, the corporate colour is the flagship and protagonist of this new model in combination with an elegant black. Obviously, all the carbon fiber that dresses its sister disappears here for the sake of more humble components that, to their credit, do not detract at all from the performance of the whole. The difference in weight is also not appreciable.
With the homework of understanding its mechanics already done, with this model we change our approach to the test: we go to the water. A nearby river at the foot of the areas will help us to put the suspension equipment and the traction of the Dunlop tyres on trial.
The first sensation at the controls of the basic model has been surprising. Although we have not been able to test it in strong obstacles where the Showa set is probably more stable and competitive, in simple and mousetrap areas the result has been highly satisfactory. The first thing we noticed is that these suspensions are faster, bringing an extra joy and agility to the set, giving us the feeling of being in front of a bike more awake and eager to play in the areas.
While the Tech fork was already familiar to us from previous tests – it has been fitted by Sherco, Gas Gas and Jotagas – we were expectant to see the result of the R16V on the Montesa. The conclusion is that we are facing a homogeneous and balanced set, remarkable in performance, but for us it is an unknown in terms of performance at a higher level trial. On the other hand, it confirms that one of the key points in the performance of the suspensions on the Cota 4RT is in its linkages, which suit almost everything.
As for the Dunlops, frankly, we can’t draw any big conclusions. Being new, in 30 minutes of testing, the difference in performance is appreciable, but not atomic in this scenario and time. It will be a different thing in another habitat and demands. In any case, historically the Dunlop is a harder tyre than the Michelin and the feel of its knob is more plastic. If you’re looking for durability, the back isn’t a bad option. However, we recommend in any case to always opt for the Michelin.
Although we haven’t mentioned it before, the weight doesn’t vary from its predecessor, stopping the scales at 73 kilos.
KIT HRC
Optionally, Montesa continues to offer the possibility of acquiring a programmable ECU through a computer system, with the capacity to store two different curves that vary the behavior of its injection and ignition. In this way, the user can, based on his needs or those of the terrain, customize the response of the engine. This alternative, which we have not tested on the 2014, can be interesting for the most demanding riders.
CONCLUSIONS
The Cota 4RT has never ceased to exist, it has simply gone unnoticed since 2009 in an environment where lightness, handling and performance are the workhorses. Montesa can’t compete here. This is also not to say that it should be automatically discarded from the market, but rather that its role should be understood and judged by its attributes, not its limitations.
The 4T continues to have its market and since 2005 there are users who jealously guard their valve bikes. They are part of this potential market. Also those who are looking for a reliable and low-maintenance motorcycle, capable of sacrificing idyllic figures in its technical sheet and looking for a fun alternative to access the mountains by motorcycle. Its road-going approach – don’t forget a petrol supplement – or its ability to satisfy the average user is another of its attributes.
To be honest, we find the “basic” model more interesting because of the price-performance ratio than the “Race Replica”, whose cost is disproportionate in relation to what you can find comparable in the Q2 market if you are looking for greater performance.
In any case, in the coming months we will carry out a dynamic test again in our usual scenario and we will be able to draw more accurate conclusions. So far, this is what the 60 minutes we have been at their controls have given of themselves.
Text: David Quer
Action: David Quer
Photos: Montesa-Honda
MONTESA COTA 4RT 2014 NEWS
* New rear fender.
* New fuel tank.
* New headlight.
* New Braktec brake and clutch pumps.
* New Braktec brake calipers.
* New S3 footpegs (HardRock model on Race model).
* New Tech fork (standard model).
* New R16V shock absorber (standard model).
* Dunlop tyres (standard model).
* Increased displacement up to 260cc
* Camshaft redesign.
* New ECU map.
* Reduced engine braking.
* New chromatic.
