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riffraffretro

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About riffraffretro

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    Advanced Member

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  • Bike
    Cota 247 | 4-Ride

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  • Location
    Monmouthshire, UK

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  1. Yes, they carry a reasonable range of Cota parts and spares.
  2. Yup, this is how I start my 247 fitted with a Venhill decompression kit. It makes the whole process easier IMO, and really does seem to remove the physicality and strain from the starting components.
  3. I saw this on the S3 website earlier and wondered what it was, too. No issues with starting my 4-Ride, hot or cold - zero throttle and a firm, progressive 'sweep' sees it firing-up second kick, every time. S3 kit is usually bang on the money, so maybe things will deteriorate with age/use and starting will become more difficult as time and hours rack-up?
  4. Has anyone carried out this de-cat/power-up conversion on a standard 4-Ride? http://inside.hondamc.com/upload/techdoc/Microdata PDF/COTA/Kit Full Power Cota 4RT 260 (YM14-Eng).pdf Any recommendations for exhaust headers, or other parts? Thanks in advance.
  5. The Polisport fender looks identical to that used by S3... there again, it'll be a case of buying and trying, I guess.
  6. Yes, it's the absence of threaded mounting holes located in the lower section of the steering head that necessitates a different solution. Fair play to S3 for working out a fix, but at £100 a pop, it'll be a few hours spent in the shed with some aluminium plate, an assortment of tools, lots of trial and error and a standard MX fender for me.
  7. S3 manufacture a replacement high level enduro mudguard for the 4 Ride, but at £100 plus it's seriously more costly than buying standard bodywork from the likes of UFO, Polisport, etc. Has anyone had experience of making the change using a generic motocross type mudguard? I'm happy to pay the price for their gear selector kit, considering the engineering involved, but 100 quid for a plastic fender just doesn't seem right.
  8. Yup, it's well worth the effort and looks the part, too. I see that the 'enduro edition' models offered by Colwyn Bay Honda (and others), have the flap fitted from new. I haven't looked at the gearshift relocation kit myself as most of the riding I do is trials-type stuff, so no real issue with the standard position for me. If it's a branded S3 product, it's sure to be well engineered and more than up to the job.
  9. After realising that regular disassembly of the majority of the 4-Ride's rear end simply to check/clean/replace the air filter was a bridge too far, I opted for the S3 access flap kit... fitted today. After careful cutting of the airbox using the supplied template, everything came together nicely; the kit provides adequate access to the filter, with only removal of the seat required and looks well thought through and engineered. IMO, well worth the £59.99 outlay to facilitate air filter changes in minutes, as opposed to hours. Can't recommend enough.
  10. As previously, ensuring the shaft is rotated FULLY clockwise before installing the kick starter (at the five-past-the-hour position) is crucial. I followed other advice on TC relating to fitting a decompression valve (Venhill do a nice one), which makes the whole starting procedure easier and less brutal... I have a 247.
  11. As above, really. I guess that until Bou starts struggling against the competition on the RR (yeah, almost sounds funny, doesn't it?), HRC and Honda have no real incentive to push ahead with new model development. I think that sales of the 260, 300 and 4-Ride are pretty stable, again making justification for a new model difficult financially... just imagine the return on investment that Honda is seeing now, so many years after the initial roll-out of the model range! Interesting times for sure.
  12. eBay is probably your best bet.
  13. I went through exactly the same issue with my Cota - several new and relocated condensers, points (endlessly adjusted), HT leads and caps, timing set-up - then set-up again, replacement kill switch, thorough wiring overhaul, stator check, carburettor rebuild... all to no avail and producing a barely visible spark! During the depths of despair (this process took me 12+ months, on and off), I too, considered selling-on as a 'spares or repair' project - I even came close to buying a fully sorted Bultaco Sherpa, but something inside... along with much encouragement from several TC members, saw me stick with the plan. Suffice to say, an electronic ignition conversion later, along with bottom end rebuild and top-end checks (so easy and rewarding to do - save for removing the primary drive gear from the crankshaft end - aided by the loan of a puller from another TC member), plus a coating of Caswells Tank Sealer, saw her fire-up first time. She's a beauty... raw, unpolished and involving - quite unlike any other bike I've ridden... sure some of the engineering fundamentals are iffy (Spanish 70's engineering), but the handling and performance are remarkably good - plus, there's an ownership experience associated with a bike made almost 50 years ago, which nothing else I've owned can match... I love my 2018 4-Ride, but I love my Cota equally. If you have the desire to see it through, I doubt you'll regret the decision. Keep us posted and good luck - you WILL get there and who knows, you might just enjoy the challenge... I did.
  14. I guess only you know the answer to that question; spending out on classic kit hardly ever pays dividends (financial), but there's often huge satisfaction to be had bringing an old/tired example back from the brink and enjoying the process along the way. Plus of course, you get to own and ride something that's a little less mainstream than opting for a newer model.
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