Honda Motor Europe Spain Motorcycle Division

October 8th, 2018

Montesa Cota celebrates its 50th anniversary

1.- MONTESA’S BEGINNINGS (1945-1967)

Montesa is the pioneer production plant in the world of motorcycles (automobiles and motorcycles) in Spain. The name Montesa originates from the order of cavalry founded by king James II of Aragon (Order of Santa María of Montesa and San Jorge of Alfama), linking the motorized “horsemen” of the time to the medieval horsemen. Montesa’s first crest features the shape of a “wax seal” with a medieval “M” and in its bottom area is shows the initials F and P, for Francisco (Bultó) and Pedro (Permanyer).

Its founder was Pere Permanyer Puigjaner, who started his professional career creating, after the Spanish Civil War, Construcciones Mecánicas, a company focused on the installation of gas powered devices for four wheel vehicles (a fuel obtained from the burning of almond kernels). Vital to this company was his knowledge about plant-based fuels acquired through his grandfather’s carbon business. In 1944, the growing rivalry of the business and the with the perspective of fuel restrictions ending, lead Permanyer to explore new industrial alternatives at a moment when the consequences of the Civil War could still be felt, at the same time as the country started to become more dynamic and show a growing necessity of cheap means of transport.

That is why he decided, at the beginning, to built auxiliary engines for bicycles. It was during the hard years of the post-war era in Spain. Fuel was scarce and there were restrictions, but Permanyer was able to predict that in 1944, with the Second World War about the end, the normalization to access to fuels was close and began to value the possibility of reorienting his gas-powered products business to the production of 2-stroke engines for motorcycles. The outlook was encouraging, as there was a great demand for this kind of vehicle all over the country and the industry of Spanish motorcycles was almost inexistent.

His collaborator and friend Josep Antoni Soler i Urgell “Jasu”, with whom he had spent the Civil War fixing vehicles for the air force, introduced him to his brother in law Francisco X. Bultó, a passionate biker that had his own company in Vilanova i la Geltrú, focused in the creation of segments and cylinder liners for automation.

This alliance, created in June 1944, makes them decide to start building light motorcycles in the garages that Permanyer had at number 408 Córcega Street in Barcelona. They distributed their duties: Permanyer would deal with obtaining prime material and accessories, a difficult task at the time. Bultó, on the other hand, would prepare the first designs.

But Spain was isolated from Europe and had a clear lack of material and auxiliary industries. With these difficulties, they abandoned the idea of starting from scratch and instead made the decision of simplifying the production process by copying an already existing model, the Motobecane B1V2

that Francisco X. Bultó had given as a gift to his niece Juan Soler Bultó, taking everything except the fork, the mudguards, the exhaust silencers and little more.

That’s how the XX was born, as they still hadn’t decided the name of the brand, a first prototype that gave way to the A-45 - with 98 cc engine of their own manufacture and with manual shift with three speeds - this time under the name of Montesa, the first model to include the brand name. With the A-45, Montesa started, in 1945, its industrial journey as a producer of serial motorcycles along with the weak national industry represented by Soriano and a reduced number of artisanal brands, such as Gimson, Valsolet, or JV.

The country began a process of regeneration thanks to an economic injection given by the United States. In an era where having an automobile was a synonym for luxury, the decade of the 50s is the perfect scenery for the proliferation of many industries in the area of motorcycles. However, the mediums where still lacking. The low quality of materials and a very basic technology lead to the disappearance of many emerging brands, at the same time as others began their consolidation in the national industry, such as Montesa, Vespa, Rieju, Derbi, Ossa, Sanglas or Moto Guzzi.

In 1950, the commercial success of the A-45 and the B-46 forces Montesa to move to a new production plant in Pamplona Street. During these years, Montesa achieves multiple commercial successes thanks to the various versions of the Brio. At the same time, they start a frenetic promotional activity participating in numerous competitions, and thanks to their international projection, they become the first Spanish brand to participate in the European Fair, the International Fair of Geneva of 1953. However, the implementation of the National Stabilization Plan in 1958, promoted by the government, forces a restructure of the business which requires a decrease of expenses, something that creates tension in between Pere Permanyer and F. X. Bultó, who decides to leave Montesa. A few months later, in March 1959, F. X. Bultó would present the first model of the recently created Bultaco, a brand that would become the main commercial and racing rival of Montesa. Even with the difficulties of the time, Pere Permanyer faces the situation delegating the technical department to Leopoldo Milà, future creator of models as popular as the Impala.

Ever since, and up to this moment, the industrial and racing activities of Montesa haven’t stopped, from the production of road models, like the famous Impala, to off-road ones, such as the Cota, Cappra and Enduro, achieving both national and international prestige.

2- THE BEGINNING OF TRIAL (TRIAL 250)- 1967

The country was immersed in an era of economical and industrial growth. The end of the 60s mark the boom of tourism and the liberation of foreign capital in the nation. The automation sector is also at its peak. Renault and Citroën begin their production in Spain and the Seat 600 becomes the most popular vehicle of the time. For Montesa it’s a time of great success, lead by the popular Impala, and its derivate models, making a new industrial expansion necessary, something that took place in 1962 with a new production plant in Esplugues del Llobregat, in Barcelona. Its increased production capacity allows Montesa to expand its product range with the manufacture of mopeds and the expansion to new markets, such as the United States, where various Montesa models achieved a notorious popularity. At the end of the decade, and as a reflection of the Montesa’s new success, the first trial model is born, which not only brought on more volume to the business, but also a lot of prestige to the image and the quality of the brand. This bet on trial defines the historical event that Montesa is celebrating today with an uninterrupted production of trial models during a surprising time lapse of half a century.

In the 60’s trial was a very popular specialty, especially in Great Britain, where the competition season started at the beginning of autumn, when the speed and motocross races ended, and it was a good occasion for the great pilots to stay active in a fun and competitive way. Montesa was aware of this tendency and at the end of the decade, starting on the basis of the successful engine of the Impala, they begin their incursion into countryside motorcycles such as the trial motorcycles. It was showcased in April of 1967 in the Motorcycle Fair in Barcelona by the name

of Trial 250, but only 44 units were built. The introduction to competition of this model took place in the first Trial of Sant Llorenç (in Terrassa) on October the 1st 1967, where Pere Pi placed third.

3- COTA: THE LEGENDAY MODEL. COTA 247, THE PIONEER

After the launching of the Montesa’s first serial model for trial, the Trial 250 in 1967, with those epic 44 units. Montesa, and more specifically Pere Pi acting as a pilot-technician, along with Jordi Ros and Leopoldo Milà, continued working on the evolution of the motorcycle, which resulted in a completely new and revolutionary model for the time.

But…what was it going to be called? To decide this, Pi decided to ask the question to the various people that composed the different departments of the factory. Each of them gave their opinion and a commercial name, and so, after various rounds and by elimination, the final names chosen where Daina and Cota. However, in the end, the final decision was left to Pere Permanyer and he chose the name of Cota. It was the right the decision, the name is short and powerful, easy to remember in any language, and it showed a Montesa’s relation to the world of trial because “cota” is a way of naming a part of the mountains (literally height or altitude), the natural habitat for this motorcycle. That is how the name was chosen and that’s how the epic model was born, the first and the pioneer: the Montesa Cota 247.

The Cota 247 became a sales phenomenon thanks to its attractive design, with an integrated fuel tank and seat, that won the brand the Delta de plata prize in the area of industrial design at the Adi-Fad.

In May 1968, Montesa made its official debut at the International Six Days of Trial of Scotland, with the Cota 247, ridden by Don Smith, Charlie Harris and Pere Pi. Don Smith, in his first international contact with Montesa in the Six Days, placed third in the general classification, which meant that the whole world anticipated the possibilities off the new Montesa in Trial. Another important event in the history of the Cota 247 was when Pere Pi won the first Spanish Trial Championship in 1968.

The greatness of the Cota 247 was based on the fact that it was the basis for the development of other Cota models, such as the Ulf Karlson variant (produced in 1974, with another crankcase and clutch arm over the crankcase). The Swedish pilot placed second at the EuroAmerican Championship and Montesa launched the Cota VUK (Ulf Karlson model) which included the improvements of his racing model. Another version worth mentioning is the 247 T model (T for trail, the first of this type, born in 1974, and equipped with a two-seater and a fuel tank with a capacity of 8,1 liters), which would be followed by the 247 Trial, in the year 1978, already featuring the appellation in its name (as well as being a two-seater, this one featuring a revolutionary fuel tank, in this case with a capacity of 6,5 liters, which lifted itself longitudinally, giving easy access to the filter, carburetor and spark plug, without the need of tools).

The Cota 247 stayed in production for 12 years, until 1980, and it even co-existed with other more technologically advanced models such as the 348, born in 1977. More than 20,000 unites were produced of the most emblematic model among the 43 variants born out of the Cota.

4.- A UNIQUE INDUSTRIAL PROJECT IN SPAIN. MONTESA COTA, 50 YEARS OF UNINTERRUPTED PRODUCTION

Montesa Cota is the only motorcycle model to be produced and commercialized uninterruptedly during 50 years in Spain (from 1968 up to today). Its formula for success is based on the efforts of the R+D department and the high-quality technology of the motorcycles, that adapted to the necessities of the market at every moment.

The Montesa Cota is the motorcycle with the most longevity produced in Spain and the motorcycle (not scooter) that has been in production longer in Europe.

The Cota model is of vital importance for Montesa. Proof of this is that during the mid 70s the brand managed to produce more than 26,000 units per year, most of which were a variety of versions of Cota models.

Since its appearance in 1968 160,000 Montesa Cota’s have been sold. In these 50 years Montesa has launched 43 variants of this model. And what’s more impressive, we are talking about 50 years of production of a model that isn’t a means of transport, but destined to a specialized audience.

Montesa enjoyed a golden age both with the Cota and in the world of trial during the 70s, mainly in the arch of time in between 1972 and 1977, when it exploded in trial launching a great variety of models that reached users of all ages and riding levels. The models 247, 25, 49, 123, 172 and 348 would be showcased one after another. It was an explosion in trial, both in the commercial area and in the competition one. The dealerships sold units with relentless activity and there was a high level of participation in competitions. There were trials all over Spain and an infinity of Montesa Cota’s could be seen in towns, home garages of second residences and in summer… Fathers and sons rode their Cota 247/348 and the small Cota 25/49. The small Cotas, many of them still kept to this day, where the fruit of the wish of many, a dream. They were considered a revolution because it was a model made exclusively for a child audience, an important step as it created a passion for Montesa, a passion that translated in the sale of superior models and high fidelity to the brand. Some people even used the Cota as a means of daily urban transport to go, for example, to college. Many are bikers to this day, and trial fans, thanks to the Montesa Cota and that golden age that meant the motorization of Spain and outside our borders. This is the period where Montesa strengthened its identity as a producer of high-quality motorcycles and forged the great prestige it has even nowadays.

5.- 50 AÑOS OF RANGE. MODEL LISTA

The Cota is half a century old, recognized for its great presence and a very prolific production. Since its appearance in 1968, 160,000 units have been sold, in between the 43 versions produced.

The models with most commercial success are: 247, 348, 123, 74, 49, 315, y 4RT. Just as a reference the first versions of the Cota 247, known by the code 21M, signified a production of more than 20,000 units. MODEL YEAR Trial 250 1967 COTA 247 1968-1978 COTA 25 1971-1974 COTA 123 1972-1980 COTA 49 1972-1978 COTA 74 1972-1978 COTA 123 T 1974 COTA 247 T 1974-1976 COTA 247 ULF KARLSON 1974 COTA 25 A 1974-1978 COTA 25 C 1974-1978 COTA 172 1975

COTA 348 1976-1978 COTA 74 T 1976 348 TRAIL 1977 COTA 247 C 1978 247 TRAIL 1978 COTA 123 TRAIL 1979 COTA 200 1980 COTA 248 1980 COTA 349 1980-º1982 MH 200 1980 MH 123 1980 COTA 348 TRAIL 1982 349 MH 1982 COTA 350 1983 COTA 242 1984-1985 COTA 330 1985 COTA 125 1986 COTA 304 1986 COTA 335 1986-1988 COTA 307 1987 COTA 308 1988 COTA 309 1988 COTA 335 Trail 1988 COTA 310 1991

EVASION 1991 COTA 311 1992-1993 COTA 314 R 1994-1995 COTA 315 R 1996-2004 COTA 4RT 2005-2013 COTA 4RT 260 2014-present COTA 4RT 260 Race Replica 2014-present COTA 4RT 300 RR 2016-present 4RIDE 2017-present

6.- THE INCORPORATION OF HONDA TECHNOLOGY

Montesa Honda is one of the few motorcycle production plants left in Spain at the present time. In the year 1983 Montesa signs an agreement with Honda to produce models of the brand in the production plant in Esplugues del Llobregat (MTX75 and MBX75). This agreement culminates in 1986 with the creation of the Montesa Honda society - the social capital ended up being an 88% that belonged to Honda Motor and 12% for the Spanish partners - with the commitment, by Honda, of producing and building the popular models Cota 125, 200 and 349 that were distributed through their web of sales in Europe under the acronym of MH. In January 1987 the new Cota 355 came out and in November of the same year, the Cota 307, the first generation of Cota with the engine “123” which would replace the engine base of the models “348”. Then, in 1992, the Cota 311, the last authentic 100% Montesa model, known because it featured the aluminum twin-spar frame made by Verlicchi, as well as being the first model with a liquid-cooled 2-stroke 260cc engine. Thanks to its print and its aesthetic with the authentic Montesa red, it was unmistakable.

As a direct evolution of the Cota 311, in October 1993, the Cota 314 R was born. A motorcycle known for the novelty of its engine, the first of a saga produced by HRC in Japan, it was developed collaboratively with Montesa, a historical alliance that still holds strong. For the first time ever the emblematic HRC (Honda Racing Corporation) acronym can be seen engraved in the engine covers. The Cota 314 was revolutionary because it included, for the first time in a trial motorcycle, the Digital CDI electronic ignition, a technology developed in the emblematic Honda NR750 for road. The Digital CDI allows the regulation of the response of the propulsor, depending on terrain and the necessities of the pilot, thanks to two engine maps. The Cota 314 still had a clutch cable and six gear shifts for its of 261,3 cc offering a power of 14 CV at 4,400 rpm. They kept Verlicchi’s Italian frame from the 311, but with some changes, like a new rear suspension and a system of “Pro Link” with variable progressiveness, a technology that Honda had already tested in its cross models. It was sold with two unique decorations, the red 1994 one with a blue fuel tank (the colors of HRC) and the white 1995 one with purple and red strokes.

But the most important technical collaboration with Honda came with the Cota 315 R. Based on the 314, the 315 prototype would be born, motorcycle with which the brand would compete before launching the serial model and the one used by Marc Colomer to win the World Championship Outdoor in 1996. It was in the year 1997 when Montesa showcased the Cota 315 R model, as a relay of the 314 and they did so endorse by a world title. The engineers proposed a motorcycle that was true to the style of the brand with a twin-spar aluminum frame, but with a new construction, made by the Italians Verlicchi. At the same time HRC Japan brought a new two- stroke 249 cc technology, with a 5 speed shift (to reduce weight, one less than the 314), hydraulic clutch (bye bye cable), a Dell’Orto carburetor of 26 mm with direct admission to the crankcase and, as to be expected, CDI electronic ignition with variable advance…It made for an engine of 17,5 CV at 5,000 rpm. It also had an incredibly light weight of 73 kilos.

At the time Montesa said of the Cota 315: “Coming directly from high competitions, for specialists and lovers of trial comes the world champion motorcycle. As is. Compact and light, powerful and stable. It’s a perfect technological combination over a reduced size to achieve maximum maneuverability”.

In its seven commercial editions, the Cota 315 kept its architecture as is, changing only the decoration - the red was altered by black and white - and in the year 2000, the initial Paioli fork was replaced by the much more effective and durable Showa. If there is anything for which the 315 R is noticeable is its effective and reliable frame. It was the last frame of the Cota saga to feature a two-stroke technology. And even if it’s been ten years since its last sale, it’s still a current motorcycle, sought after and with clients still looking for it. It’s a modern classic.

It is a motorcycle proven by its successes in eleven World Championships. The first in outdoor class in 1996 with Marc Colomer, joined by Doug Lampkin, Takahisa Fijunami and Laia Sanz in different editions and categories - that is why the various models of the Cota 315 R series displayed the number 1 on the fuel tank, to remind everyone of their status as champions-.

6. 4RT, LATEST GENERATION PGMI-FI 4-STROKE TECHNOLOGY IN FAVOUR OF THE ENVIRONMENT

Using the synergy of technology between Montesa and Honda, the brand has established itself as a great 4-stroke competitor in trial. In 2004, Montesa begun building its trial models with 4- stroke engines, more respectful of the environment. In 2004, they launched the revolutionary Cota 4RT leaving behind the production of the 2-stroke mechanics for trial motorcycles. Montesa’s bet was visionary and a complete success towards the future. Since its launch, the Cota 4RT has always been considered in high regard, being the one with the most technological charge. Following the tendency since the beginning of the century that affected off-road motocross and enduro, when it comes to the bet made by the brands on 4-stroke engines and leaving behind the 2-stroke ones, Montesa did the same in 2005 for trial. The Cota 4RT was born using the technical experience of Honda - owner of the brand - with the cross CRF 250, making Montesa a pioneer by selling a trial frame with PGM-FI electronic fuel-injection, without battery power. The 4RT has all the advantages of a valve engine, compared to a two-stroke, such as more traction or not having to make a mix for the fuel - no more white smoke-.

For the cycle part, Montesa stayed true to the aluminum frame it had been using for years on the Cota 311, 314R and 315R, but with a new design, as well as using premium materials like the Showa suspensions. There is no doubt about the quality of the components and the finish of the bike. Valued for its reliability and endurance, the 4RT is also valued by those that practice trial because it doesn’t use much fuel.

To give it a little more dynamic character, in 2014 the displacement of the 4RT was changed from 249cc to 260cc. And in 2016 a new engine with more displacement (288 cc) and a lighter chassis (72 kg), was made, the basis of the Cota 300 RR (Race Ready).

7. 4RIDE. DERIVED FROM THE COTA WITH A MORE ADVENTURE/TRIAL FORMAT

The concept of trial, excursion or evasion was always important for Montesa, beyond making trial motorcycles to do areas. Montesa had already made this kind of motorcycle in the past, all emblematic and with 2-stroke engines: the 247 Trial (1947, the first two-seater/“75, UK trial style), the 348 Trail (1977/’79/’82, with its swiveling longitudinal fuel tank, including a seat in the same piece, which, when lifted, gave access to the filter, the carburetor and the spark plug, without the need for tools), the 335 Trail (from 1986, with a blue seat, PRS suspension with monoshock and brake discs on both axles), and the Evasion (from 1991, with its unmistakable pink seat, mint green bodywork). But since the appearance of the Cota 4RT (2005) Montesa hadn’t created this option on its valve trial motorcycle.

The 4Ride reclaims the adventure side of the Cota just as it has during its whole existence: more comfort with a wider and higher seat, more autonomy with a fuel tank with more capacity, more versatility as it can carry more, and more speed as it can run with more relief. All of this maintaining the trial aptitudes in technical steps as a fundamental premise. High points of the bike are reflected in the 4,4-liter fuel tank (1,9 in the 4RT), the specific subchassis that holds the seat, under which there is a very useful space to place objects (useful even for an extra bottle of fuel) and the Tech fork with a travel of 38 (15 mm extra). The rear disk is bigger (183 mm. in comparison to the 150 of the Cota). And to all this we also have to add a specific bodywork, as well as elements such as illumination, speedometer…

8. MONTESA TODAY

Currently Montesa Honda’s production plant in Santa Perpètua de Mogoda (Barcelona) produces trial models of the brand Montesa and Honda exclusively for the whole world.

Montesa Honda, in its history from 1945 to 2017, accumulates a total production of 1,276.000 units, 441,000 units under the brand Montesa and 835,000 units with Honda.

At the moment Montea produces the models, Cota 300RR, Cota 4RT260, Cota Race Replica, 4Ride and Honda RTL exclusively for the whole world.

It also produces components for the three division of the Honda group (automobiles, motorcycles and power products).

9. 50 YEARS OF SPORTING SUCCESSES. COTA, THE CHAMPION

Montesa is an iconic brand when it comes to sports, and a big part of this success is given by the Cota, the motorcycle that has given the brand more world titles.

In May 1968 Montesa made its debut with the Cota 247 at the International Trial of the Six Days of Scotland, with Don Smith taking third place. A year later they won the championship by teams. Also, Pere Pi became the first Spanish Champion with a 247.

It’s the beginning of an epic pairing in the world of motor sports: Montesa and trial. Montesa is an all-time world referent in the area of motor sports, accumulating 65 world titles (21 by brands and 44 by pilots). Toni Bou, Cota’s best ally, has won the last 24 trail championships - both indoor (now known as XTrial) and Outdoor (now called TrialGP).

Along with Toni Bou, who has been winning titles uninterruptedly since 2007, there are other who have achieved success in world chanmpionships with a Cota: Ulf Karlson, 1; Marc Colomer, 3; Dougie Lampkin, 6; Takahisa Fujinami, 1; Laia Sanz, 8; Alfredo Gómez, 1 Júnior.

This is the best example of the quality and innovation of the products fruit of the collaboration between Montesa and Honda, and applied to the most demanding market: high competition.

Also worth mentioning is that both Honda and Montesa are the only motorcycles of the Trial World Championships (outdoor and indoor) that equip 4-stroke technology. The results in both categories prove once more the great reliability and competitiveness of these models, even with the handicap of competing with lighter machines such as the 2-stroke ones. From then on, the successes obtained in competition just reinforced this philosophy.

Montesa is the clear leader of World Trial in the XXI century. Since the year 2000 up to the present, 2018, in the outdoor world championships, Montesa has won 18 world titles out of 19, as well as 17 pilot World Championships.

NOTABLE CHRONOLOGY

1967. The Trial 250 is launched, predecessor of the Cota and the first trial motorcycle created by Montesa.

1968. The Montesa Cota 247 is created. Its main novelty is the unity of the fuel tank and seat thought out by Pere Pi, who was inspired by the shape of a banana, and would become a clear identifier of the Cota models. It won then them Delta de Plata prize for industrial design given by the ADI-FAD. The same year, with this motorcycle, Pere Pi wins the pilot and brand titles and the first Spanish Trial Championship, in front of the Sherpa created by Bultaco.

1969. The English Don Smith, the first foreign pilot to run for Montesa in trial, wins the first great international victory with a Cota 247 at the European Trial Championship and wins the teams competition at the SSDT with Smith, Farley and Telling.

1971. The Cota 25 is born, with the same image and style of its older sister, the Cota 247. Its small 48 cc engine was “hung” on the chassis, held by two straps. With it, the child trials become extremely popular in the 70s, becoming a sort of school for future pilots. The model, with various renovations throughout the years, was made up until 1982. That same year the Cota 49 started being produced - with the same engine - for older children. It had larger rims, 19” in front and 19” behind, in comparison to the wheels of the Cota 25, which measured 16” and 15”.

1972. Following the same objectives as the Cota 25, the Cota 123 is launched, aimed at an adolescent audience and to be used not only to practice trial, but also as a means of transport. Pere Pi proved the value of this motorcycle by winning the first edition of the 3D of Trial of Santigosa, beating motorcycles with more displacement.

1974. Malcolm Rathmell becomes champion of European Trial and the pilot Ulf Karlson places second at the Euroamerican Championship. The evolution of his motorcycle will be launched in serie the next year under the name of Cota VUK (Version Ulf Karlson).

1975. Malcolm Rathmell achieves the first victory for Montesa at the World Trial Championship with his Cota, specifically at the second test, which took place in Belgium. The Cota 127 is born to satisfy the need of clients that were looking for a bit more power than the one given by the 123 without losing the agility of riding. It’s made in two versions, red and green with golden rims.

1976. The Cota 348 begins to be produced, developed in competition by Rathmell, whose name is screen printed under the seat, it signifies a complete renovation in comparison to the 247 model. It was a commercial success.

1979. An important year: Rathmell wins for the first time with a Montesa the Six Days of Trial in Scotland, riding a Cota 349, a model that had a transparent tube at the right side of the fuel tank to see the level of fuel.

1980. The first world title. Ulf Karlson wins the World Trial Championship for Montesa with a Cota 349. Its important to remember that Ulf was loyal to the brand all through his racing career. During the same year, the Finnish Yrjö Vesterinen, in his first and only year on a Cota 349, wins the Six Days of Scotland, becoming the first non-British pilot to achieve this.

1981. The Cotas of this year abandon their characteristic color red of their fuel tanks in exchange for the color white with a red frame, which can be seen in the elaborate range of the 123, 200, 248 and 349 cc. Manuel Soler will be one of the referent pilots this year wining three world championships: in Spain, Austria and, the most important one, in Germany, the last test of the world championship, giving the victory by brands to Montesa.

1982. Toni Gorgot becomes a part of Montesa with a Cota 349/4 (the one with army green flaps) and wins the Spanish Championship, as well as a noticeable fourth position and the World Championship. At the same time, a young pilot from trailsin, Andreu Codina, is put in charge of piloting and evolving the Cota 242.

1983. Gorgot achieves the first victory of a Spanish pilot on a Spanish motorcycle at the SSDT, a historical event. The crisis that affects Spanish production plants and led to the closing of Bultaco and OSSA, reaches Montesa, but an agreement with Honda saves the company and the first MH (Montesa-Honda) Cotas start coming out of the production line with these initials on the fuel tank.

1985. The young Italian pilot Diego Bosis is in charge of riding the Cota 330 with which he places fifth in the Italian Championship. His relationship with the brand would last a year more and in 1986 he would place sixth at the World Championship.

1987. The Cota 307 is showcased at the fairs in Paris and Milan, with a renewed aesthetic and important technical advances. The Cota 335 in the hands of the French Philippe Berlatier will place fifth in the World Championship.

1989. The Cota 310 is born, the successor fo the Cota 309 and 307, decorated with eye-catching colors such as green and yellow. Even with the novelty of its Marzocchi inverted fork, its technology will not be up to pair with its Italian competitors, still being cooled by air.

1992. A white Cota 311 ridden by Gabino Renales is in charge of taking Petra, the mascot for the Paralympics of Barcelona in 92 at the inauguration that takes place at the Olympic Stadium in Montjuic. The serial model, in red, is known for its novel and durable double nest frame made out of aluminum and, especially, for being the first serial water-cooled Cota.

1993. The pilot from Cantabria Amós Bilbao is signed by Montesa and is put in charge of competing and developing the Cota 314, with which he will participate in the World Championship and the Spanish Championship. Its evolution, launched the next year, will be called Cota 314R.

1996. Sixteen years later, Marc Colomer achieves the second pilot world title for Montesa on a Cota 315R. The same year, he will also win the Indoor World Championship.

2000. Dougie Lampkin begins his leadership on a Montesa Cota 315R. This year he will crown himself in the World Indoor, Outdoor and Britain’s Championships.

2002. Amós Bilbao wins the SSDT. A Spanish pilot on a Spanish motorcycle, it will be the first time this happens since Gorgot in 1983.

2004. The Japanese Takahisa Fujinami wins a world title on a Cota 315R with a 2-stroke engine. The pilot Laia Sanz is signed by Montesa and wins the World Championship, the European Championship and the Spanish Championship in their Women’s category. A full house.

2005. Is the first year model for the four stroke engine Cota 4RT, featuring a 250 cc engine displacement.

2007. A young and promising pilot, Toni Bou, is signed by Montesa, and is put in charge of taking the Cota with a 4-stroke Honda engine to competitions. With this, the longest and most successful relationship of a pilot with Montesa Honda, one that still lasts, begins, full of world titles and with an absolute leadership.

2014. The 4RT 260 is born. The displacement is increased from the original 249 cc to 260 cc.

2016. The Cota 4RT 300 RR arrives with a displacement of 283 cc.

2018. Toni Bou wins his 24th title - 12 in outdoor and another 12 in indoor - all with Montesa and a Cota 4RT. The 21st brand title for Montesa. A triplet in the Trial 2 with the Italian Matteo Grattarola (Honda) as champion along with the British Toby Martin and Gabriel Marcelli from Galicia, both pilots for Montesa, in the final podium.

2018 To celebrate the 50th Anniversary of the Cota, Montesa launches a special edition limited to 50 units based on the Cota 300RR.