Brad’s Racer Montesa Cappra 360 GP 1968

Cycle World magazine tested the Cappra in their June 1968 issue and their first thoughts were centred around whether the new machine from Montesa could make up for 1968 lost time - “Montesa’s they were referring to the Bultaco 360, the CZ 360, the Greeves 360, the Husqvarna 360 and the Maico 360 - yes, all 360cc machines, it was the big bore capacity du jour. Indeed, it seems unlikely that any year after 1968 would have boasted just six contenders in the big-

bore class, which were all European and which were all exactly the same capacity!

The answer to the question of whether the Cappra could meet the challenge was “Undoubtedly, yes” according to Cycle World. They got straight to the point with copy such as - “The Cappra is fast, has large gobs of mid-range power so necessary in scrambling, and good handling to transmit the power to the track.” That praise and a fast-growing reputation brought many new buyers to the brand and one of those was a very young Brad Lackey. As it happens, the bike on these pages belongs to Brad and he’s very proud to have a Cappra back in his garage. So where did this Montesa journey start for Brad - “The first bike I bought for myself with money I earned was the 1968 360 Cappra. I bought it from the motorcycle shop where I worked sweeping floors and cleaning bikes. I paid $1265.00 at the time and I started racing it right away.”

Let’s see, 1968, and factor in the mature age Brad is now and yes, that was a bloody long time ago and Brad must have been just a lad. He was indeed - “I was only 15 at the time and only rode smaller bikes. I liked the big motor and all that power. I had probably raced it about six months when Montesa started giving me bikes. I was riding for Kim Kimble and Montesa after a few wins in the amateur class.” Brad’s love of big bores had begun and so had his career on sponsored machinery and life at the pointy end.

In the USA at least, the Cappra was available with either a 19” front wheel and swept back handlebars for TT use, or with a 21” front wheel and handlebars more suited to motocross. Cycle World were certainly impressed with the Cappra in either guise, leaning slightly more towards the bike being best suited for TT work - “On a TT course

belated entry in the 360 class is named belated entry in the 360 class is named the Cappra GP. It has to face the best efforts from five other factories in a highly competitive division of racing where there is no room for second rate machinery. Can it meet the challenge?”

Just five other challengers, not too difficult a task you’d think. Cycle World didn’t state those five other bikes but p re s u m a b l y bore class, which were all European and which were all exactly the same capacity!

The answer to the question of whether the Cappra could meet the challenge was

a bloody long time ago and Brad must have Montesa Cappra 3 6 0 G P for Kim Kimble and Montesa after a few wins Words by Ken Smith Photos by John Fulton

the Cappra is a superb machine. It has plenty of horsepower, but most important it is a slider. Bends can be taken in long, controlled slides. For motocross, handling is, in general, good. The fork angle is better suited to TT racing than to scrambles.” They weren’t thrilled though with the solid, cast s t e e l f o o t p e g s but did note that a set of folding footpegs would be available as an option. There was though one other significant problem that arose - Most complaint with the Cappra engine was in regard to starting. It is without doubt, one of the most evil starting machines CYCLE WORLD has tested. The rigid peg will permit only half a stroke on the folding crank and then it stops very suddenly. Unless very thick soled boots are worn, the procedure becomes quite painful after a dozen kicks, and that usually is the number required to bring the engine to life.” Nevertheless, their parting comment was very complimentary - “In the right hands, the Cappra is capable of winning in the desert, in TT racing, or on a motocross circuit.”

But what of that blue colour, weren’t Cappras of this vintage an orange colour? They were indeed, everywhere except the USA. In a test of the 360 Cappra in Cycle Guide magazine in their February 1969 issue, they noted that the Cappras were blue and white as they were the team colours of Dan Gurney. Yes, Dan Gurney the very successful racing driver, race car constructor and race team owner. Cycle Guide were actually testing Dan’s very own Cappra for the magazine and added that - “Dan is one of the guiding forces behind Montesa in this country and a hell of a good bike rider himself.”

Dan’s position as a guiding force behind Montesa may though have been a bit overstated. VMX Magazine contacted Montesa expert Marc Pape, who in turn contacted Jared Bates for some clarification (by way of background, Jared owned Southwest Montesa in the USA and upon his retirement turned Southwest Montesa over to Marc). Jared disagreed that Dan Gurney had any role in the development of the Cappra and advised that - “Dan Gurney became interested in the Montesa brand, became a stockholder in the corporation, and he later brought in John Klug; and these two were primarily instrumental in obtaining large-scale financing from Orange County Bank (California) in order to make large orders from Permanyer, Inc. in Spain possible. Also, Ritchie Ginther and Phil Hill were also stockholders and later, Mickey Thompson.” Cycle Guide were equally as impressed with the Cappra and

placed it in the top three of its class - “If you want to win the 500cc class in motocross racing, this has to be one of the two or three bikes you’ll be picking from.” Both power and handling were strongly praised - “At any speed over idle the wick can be turned up and the bike will move smartly

away, no spitting back through the carb, no bucking or lunging, just a smooth transition from slow to fast, very fast. The Montesa is no slouch. No machine, no matter how powerful, will get around a race course unless it handles and here the Montesa is second to none.” The Cappra also led the field in braking performance, sporting a twin leading shoe front brake. Cycle Guide were a bit surprised but liked the idea - “A thing that’s rare on any true dirt racing bike is a double leading shoe front brake. Usually they work too well, that is to say it’s difficult to get on one hard without locking up the front wheel. Montesa uses one and much to our surprsie we had no difficulty in using it. It was possible to lock the wheel up but it took a clumsy hand to do it. One

point we did like about it, it can be operated with just two fingers.”

Marc Pape’s thoughts on the Cappra 360 were similarly enthusiastic and he also had a few words to say on the robustness of the 360 engine - “As far as the 360 goes, in the context of the times, it was very competitive. Heavy, slow revving, not so good handling, just like all of the other makes at the time. They were virtually unbreakable and of course the Amal carburetor could sometimes cause fits. The points ignition was also something that would need tending to. A Mikuni carburetor and electronic ignition solved those problems even at the sacrifice of purists who like things original. I can attest to the robust nature of the engines as I have restored close to a dozen of them and rarely is there more than a broken bushing or worn bearings and seals that need replacing. Nearly all of the engines I have built were on standard bore pistons as well. I am currently working on one that has a very low serial number and was likely in the first weeks of production.”

Marc also provided some production numbers, for this model (1968-1970) as follows: 36M (European model) = 506 units 46M (USA model) = 502 units 46M (DS Desert Special model) = 210 units

So it’s not hard to see why Brad Lackey found success as a teenager on board the ‘68 360 Cappra. He was lucky that two examples landed in his lap but they did require complete restoration - “A friend who is also a big collector gave me two 1968 360s. So I guess you can say they were not hard to find! The one you see on these pages was a complete restoration - motor, wheels, paint from the ground up. Abraham Lopez Jr. was recommended to me for the job. He only works with Montesas and is here in Northern California. He did all the work in trade for the other 1968 360 that I had.”

We’ll turn over to Brad for the final word on just how much he values the Montesa in his collection - “Abraham did a great job and it is the most beautiful bike in my collection. It sparkles like jewelry. I am very happy with the restoration and having the bike here at home. Great memories of my early years of racing here in California!”

SPECIFICATIONS MONTESA CAPPRA 360 GP

Production Year 1968 Dimensions Seat Height 800mm 31.5” Wheelbase 1372mm 54” Ground Clearance 211mm 8.3” Weight – dry 106kg 235lbs Engine Type Two stroke single Bore x Stroke 78mm x 73.5mm Capacity 351.2cc Power 38hp@6,500rpm Compression Ratio 10:1 Oil System Premix Carburettor 32mm Amal Monobloc Type B Induction Piston port Ignition Flywheel magneto Clutch Wet multiplate all-steel 15 plates

Transmission Type Four speed Primary Reduction Gear 1.91:1 Secondary Reduction Chain 11T/46T Chassis Front Suspension Ceriani forks Rear Suspension Telesco twin rear shocks Front Tyre Pirelli 3.00 x 21 or 3.50x19 Rear Tyre Pirelli 4.00 x 18 Front Brake Twin-leading-shoe drum Rear Brake SLS drum Capacities Fuel Tank 8.5 litres 2.25 gallons Oil Capacity - gearbox One pint 600cc

Main: The blue and white supposedly reflected the involvement of Dan Gurney in US market models but that is open for debate. Insets: 1. The 360 engine pumped out 38hp which was plenty for the period. 2. Amal 32mm Monobloc fed the beast.