Retrospective: Montesa Impala Sport 250: 1966-1969

(This Retrospective article was published in the October 2008 issue of Rider.)

Story by Clement Salvadori • Photography by Steve Ready

Back in the 1960s Spanish two-strokes were everywhere, haring along the pavement, scrambling through the hills, flat-tracking around the ovals.

Montesa, Ossa and Bultaco were well-known marques in racing circles, and popular on the street.

As was this Impala Sport 250, a quarter-liter bike claiming some 26 horses, which was a lot in those days. That would equate to a 100-horsepower liter bike—of which there weren’t any back then. The little oversquare ring-ding, with a 72.55mm bore and a 60mm stroke, could rev to 7,500 rpm, and judicious use of the four gears could keep this baby howling.

A stretch of history is needed here, with a touch of politics. There had been a major civil war in Spain in the late 1930s, with more than half a million dead, and by the end in 1939 a dour fascist by the rank and name of General Franco won out. The civil war did do one good thing for the Spanish: it kept the country out of World War II, which allowed entrepreneurs to flourish. The Spaniards were good at agricultural production, and prior to the war had sold food to buy things from abroad like cars and motorcycles. However, with the rest of Europe being bombed to ruins, the Spanish found there was nothing to buy in the way of manufactured goods, and now they had to make their own.

1966 Montesa Impala Sport 250.
1966 Montesa Impala Sport 250.

In 1944 two relatively young fellows, Pedro Permanyer and Francis Bulto, decided to go together into the business of producing personal transportation vehicles, like motorcycles. Permanyer wanted to focus on engines, as this was his passion, and let others do the chassis work. Bulto, a minority partner, leaned toward doing the entire machine; he won. They began production of little 98cc two-strokes in a rigid frame, very basic with a separate engine and three-speed transmission—and in transportation-starved Spain they were an instant success.

The company moved into a large, old factory in Barcelona and competed in one of the first races on the local Montjuich circuit in 1945—and took the first five places in their class. Win on Sunday, sell on Monday. In 1946 they introduced a 125cc version, which also sold extremely well. In 1949 Montesa won at the International Grand Prix of Barcelona, and the crowd went wild. In 1951 the two-strokes did well at the renamed Spanish Grand Prix, and also at the Isle of Man TT. That same year the factory entered two bikes in the International Six Days Trial, Bulto being one of the riders, and got a bronze medal; not bad for first time out. In 1953 the factory began the Brio series of street bikes, the name translating as “strength, force, vigor, manliness,” and these served to pay for the racing expenses.

1966 Montesa Impala Sport 250.
1966 Montesa Impala Sport 250.

In 1954 Montesa took a seventh place in the Ultra Lightweight (125) class at the Isle of Man TT, again surprising the sophisticated four-strokes. A few more GP races were run, with special six-speed gear-boxes, but in 1957 Permanyer pulled the plug on all this professional competition, wishing to focus on machines for the public. Bulto wanted to do more than build road bikes which were occasionally raced; he wanted to build racebikes which were good on the road. They parted company, but when Bulto left with his share of the company in cash, and the latest engine designs, Montesa was in a major hurt.

A new design director, Leopold Mila, took charge, and in 1962 launched the 175 Impala, with an all-new unit-construction engine incorporating an almost square cylinder, 60.9mm bore and 60mm stroke. It was still a piston-port two-stroke, but with an alloy head and an alloy cylinder barrel using a cast-iron liner. Mila wanted to ensure reliability, and so power was limited to 10.5 horses at 5,500 rpm. Primary drive was now by gears, rather than a chain, running power to a four-speed gearbox. A swingarm rear suspension was incorporated.

To promote them the factory sent three bikes and six riders on a 12,500-mile trip through Africa—where the impala antelope is found. Impalas appeared both as street machines and off-road models. A 175 Impala Sport model appeared, boasting 18 horses at 7,000 rpm, with abbreviated fenders to enhance its racy image, and the locals who loved this bike became known as Impalistas. A note here on Montesa business practices: The company chose to concentrate on the European market, while the Bultaco folk were busy promoting their bikes in the United States, which is why Montesa was not a very well-known brand here.

1966 Montesa Impala Sport 250.
1966 Montesa Impala Sport 250.

Mila, never a man to rest on his laurels, decided that a quarter-liter version of the engine was in order, and bored it out to 72.55mm, bolting it into a Scorpion Scrambler chassis in 1965. This was a highly competitive motocrosser, and the racing world took it to heart. In 1966 the road-going Impala Sport 250, referred to as a turismo model, was introduced, with the motor rated at the aforesaid 26 horsepower at 7,500 rpm, using a 30mm Amal 389 carburetor to feed the thirsty beast. This was another money-maker—it did everything well at a low price. The engine, chassis and brakes all worked to enviable standards, and a stock model was good for almost 100 mph.
A road-racing version was also built. Immediately a pair of brothers took one to the Barcelona 24 Hours and came out the winner, beating not only the competitor Bultaco but also much bigger bikes like a Triumph Bonneville and a BMW twin. At this point Permanyer decided to go back into racing and show his old partner who was the better man.

Before long there was a trials version of the 250, first called merely the Montesa Trial, but soon retitled as the Cota—the word meaning a heraldic coat of arms. The Impala Sport 250 was a minor sales success; almost 10,000 were built over four years, and sketchy records show that only 700 ever came to the United States. By 1970 the factory was concentrating on off-road bikes, motocross, trials and enduro, and production of the 250 Impala was ceased after 1969. For a few years the only street machines made by Montesa were scooters and mopeds.
As an afterword it should be noted that the company was making good profits in the 1970s, and Montesa and Bultaco were vying hammer and tongs for the trophies. In 1980 the Cota won the World Trials Championship. But that did not save the company from financial crisis, and it partnered with Honda in 1982.

1966 Montesa Impala Sport 250.
1966 Montesa Impala Sport 250.
1966 Montesa Impala Sport 250.
1966 Montesa Impala Sport 250.


  1. I just wanted to compliment the owner of the handsome example
    pictured. Based on what I can tell from the photos, you did a first-rate
    job of restoring this rare ( in the USA ) bike. I was lucky enough to have
    ridden one several times in the early seventies. Low weight, good power
    and brakes and terrific handling. In my opinion it was easily the equal
    of the Bultaco Metralla. Back in the day, the only things I thought it needed
    were a magnetically-dampened speedometer and a six-volt battery in the
    electrical system. Some would probably demand oil injection, but I could
    make do without.

  2. The reason for Spanish entrepreneurs to start doing their own manufactured goods was Franco’s regime imposed autarchy (rather than absence of production from other European countries who -unlike Spain- would soon benefit from the Marshall Plan)
    Spanish products by that time were not as good as the ’60s ’70s due to severe restrictions on imports and lack of foreign competition.

    Montesa’s founding partner, Mr.Permanyer quitted racing competition due late 50’s crisis which lead to 1958’s “Plan de Estabililizacion Nacional”.
    Mr.Bulto, a racing passionate, firmly believed that ‘sales follow the racing flag’. This is why he left Montesa the way you describe in the article to found Bultaco.

    IMO, it was the rivalry which originated ever since this rupture, the dynamic factor behind Spanish motorcycling industry international success at that time;
    which began ‘onroad’ in the ’60s with Bultaco, Montesa and Ossa,
    continued in the ’70s small cc. World Championships won by the renowned driver Angel Nieto racing Derbi,
    and the late ’60s and ’70s ‘offroad’ boom starred by Montesa, Bultaco and Ossa.

    Congratulations to the author of the article featured in for showing a portrait of the Spanish motorcycling industry with an icon like the Montesa impala 😉

    Un abrazo,

    Jordy Beat

    Barcelona (Spain)

    • Can anyone familiar with the Impala and Bultaco Metralla, explain the true differences: is one Marque more reliable than the other -or less reliable!? Was one more expensive to buy new? Was one renowned for better build quality? Faster? For longer? etc. Id really like to know as the owner of a 200 Metralla…

      • There was a saying back then: “Con Bultaco a todo taco, con Montesa llegarás.”
        Means something like ‘with Bultaco full fast, with Montesa you’ll arrive’.
        In general Bultaco were predominantly performance oriented machines, whereas Montesa’s use to be more balanced and reliable. Both attributes congruent with the different personalities of each founder, Bultó a racing passionate and Permanyer a diligent industrialist.
        What I think is illustrative is the number of machines runing these days. As with most classic brands, you only see Bultacos in events. However, you still see plenty of Montesas from those times in today’s streets (of Barcelona) and roads.

        • My Impala Sport served me very well back in the late 70s as day to day transport. The only thing I did to it (apart from teenage two-stroke tuning) was to replace the crankshaft oil seals which had hardened from sitting in a shed for three years before I bought it. I also notice the number of Impala on the streets of Barcelona recently protesting the banning of classic vehicles from the city centre 🙂

  3. I was looking for a late 50’s lightweight fiften years or so ago but came accross an Impala Commando in scruffy but complete condition. It required a con-rod kit and new crank shaft seals but the old rings were OK .I have ridden it all year round ever since wearing out several tyres even taking it to France and Spain for the 5000 curves.All I have had to do to it since is fit a new HT coil, one or two crank seals and a condenser. The head has not been lifted in eleven plus years.
    I bought another one ,this time a 175 Sport to which I fittted a 196 kart barrel and use it for hill;- climbs and parades . Both cracking bikesI.

    I would buy another if it turned up.

    LLoyd Watson ( Cornwall GB )

    • Hi Lloyd, What were the symptoms that made you replace the crank seals?
      I have a 250 sport and have fitted a new carb and condenser but can’t get it to run right – worse when hot. the single coil LT connector has continuity with ground – is this right?

      SH Bristol GB

        • I had an Impala Sport when I was 17. I resurrected it from the shed of a neighbour. The symptoms of leaky crank seals were very, very obvious on mine – the first time I started it, it blew most of the engine oil out the (impressively) noisy exhaust! luckily crank seals can be replaced without splitting the engine. A great little bike. Good handing, amazing front brake and a quick and strong engine. Awful, awful lights…. DCG121K in case anyone’s seen it!

  4. Hi I am in the middle of preparing my Impala for painting and rather fancy the blue shown on this bike . Does anyone know the colour please ?


  5. Hello Simon. Yes, the last time I rode it on Boxing day it was fine, but I can’t say exactly what was the problem – I replaced the horn/earth switches and moved the condenser to under the tank. I replaced the plug with a different ‘new’ one – I suspect the plug. it now ticks over as it should and starts easily once in use. (ie not left standing for weeks). I plan making some longer rides in the spring. Cheers.

  6. Wow, lots of memories! As a an ex bike mechanic turned university student in the late 60’s I had one of these bikes purchased new from my ex employer. Got a speeding ticket in a radar trap and went to court and beat it. When I left the courthouse the same cop pulled me over and ticketed me for excessive noise. Managed to talk my way out of it. About a week later I was on the 401 bound for Toronto and passed a semi. As I pulled in in front of him the %%%##$ seized on me. All I could hear were diesel horns and shrieking brakes. Managed to hit the gravel shoulder without killing myself, ( I was a dirt bike racer) but scared the crap out of me. After about 1/2 hour I gave it a kick and it started. Turned out to be bad crank seals. Sold it soon after.

  7. In the late 60’s into the 70’s when I was in high school my father bought a new
    Montesa 250 sport. It was a fast bike for its day, while my brother and I rode the sears
    gilera 124’s my father would outrun us. I only rode it a few times before going into the
    military. Our neighbor bought it while I was away, when I returned I tried buying it back
    but he wouldn’t sell.
    Well in the meantime I’ve owned bultaco’s and ossa’s I’ve never had another montesa.


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