sparks2

Mark - surely you mean colour co-ordinated.

Blue, same colour as the frame.

Hi There are 19 DOTs listed in an entry of 209. Included in the 19 are the 3 man DOT works team of Dave Younghusband, Eric Adcock and Bob Hart. There are some blanks against some of the riding numbers so that would suggest that there were somewhat less than 209 starters. Regards Sparks

Hi In the 1961 SSDT programme a J. Noble was down to ride a 500cc BSA. (which in those days would have been the Gold Star trials). His Club was the Edinburgh St George MC and riding number was 187. Could it have been a late change of machine?? Is this of help. Regards Sparks

That's a shame Hope you can rebuild it

I've had good results with Wren's waterproof dubbin

Hi Thanks for your reply zerorev3rev4 The pegs will miss the ports either way round. The transfer cutouts are symetrical, so again, will work either way. However, the consensus, is that the longer skirt should be to the front, just as you say. Thanks again. Regards Sparks2

Hi A light gear oil in the gearbox (any modern brand). And ATF in the clutch case. Regards Sparks

Hi Can anyone remember which way round the Cota 247 piston is assembled ? Long or short skirt to the front ? Thanks in anticipation. Regards Sparks2

Jeeves, I think I know where your coming from. But, my philosophy would be -- IF what you have is usable and looks the part and is even period then use it. What would happen if Jerry could not find, as is likely, a steel top yoke? Would years of anguish, shame and sleepless nights follow? Yours sparks

We don't do concours. Don't bother looking for Sherman tank bits. It's period - has to be - no one has valued these bikes for donkeys years (I know I have one). Keep it and enjoy looking down at ordinary mortals.

Don't see how a 'proper' one could fail. They are skillfully fabricated from mild steel, a Sherman tank like construction and weigh nearly as much. No fatigue problems with MS and far stronger than any aluminium alloy yoke, so how does one fail , Beats me. And, I agree with Woody it's not a later Montesa yoke. Save yourself a headache and keep it. It's strange we buy a new or nearly new bike and then 'have' to spend on the aftermarket or blingy bits just to make the machine that little bit better (or prove the healthy bank balance), and then look down on those unfortunates with standard machines. There then comes a time when everything has to be returned to 'standard' --- Madness. Yours again controversally Sparks

Yes, I noticed straight away, but just didn't think to mention it. I assume it must be a contempory mod rather like the stronger aftermarket Bultaco top yoke from SHM and Jim Sandiford. Interestingly the alloy yoke introduces some Bultaco type tiller effect (with the bars behind the stem), the very thing that the intelligent ones now try to do away with. As they say, keep something long enough and it comes back into fashion again , .... , and again. Why change it, it was probably designed and made for the Cota. Yours, controversally Sparks

Are you sure it's not just that the chrome liner has completely worn off, disintergrated, etc. I've seen this more than once.

Woody Do you think the steel liners are as effective as cast iron? Regards Sparks

A good few years ago, worked with a chap, who went out and bought a 1930's Brough Superior, big money of course. Could hardly ride a bike and certainly wouldn't listen to advice from me. First maintenance job - changed the oil for Castrol R. I couldn't believe it at the time either. Regards Sparks

Hi Good information, Thanks for posting Martin. Regards Sparks

He only made one. And that was twin downtube.

No, beats me A close copy of the standard frame but plated and with bronze welded I think. Have seen similar footrests on Whitlock frames so that may be a clue. Regards Sparks2

Hi Jerry Yes, it depends on the validity of the information one can find and the interpretation one can put on it (as people have found on Trials Central in the past). There will always be a degree of conjecture when it comes to frame numbers, dates of manufacture and dates of UK registration. However it is not inconceivable that the first of the 'improved' Mk1's were batch built towards the end of 1968, then have been on sale at the earliest in the UK 2 to 3 months later, then sold as required throughout the following months? The delay between build and the first UK registrations could perhaps be explained by the importers clearing existing stock, the time on the water, etc, etc. Hence, as I initially pointed out, dates of manufacture and UK registration may differ by a considerable margin. Hope all this helps (and is interesting). Regards sparks2

Thanks Woody That could be helpful and is very encouraging. Regards Sparks

Hi Jerry As you may have seen from a later thread (Early Cota Club) I have gone / going through much the same process - early Cota restoration then hopefully road registration. In my opinion your Cota is of the later 'improved' Mk1 type with Amal carb and modified gearbox, not available before March 1969. The previous version had an IRZ carb and different inlet tract. Indeed, I have seen an earlier frame number than yours registered in September 1969. So I would suggest yours would have been registered about the same time. At this time practically all trials bikes were registered for the road. Although date of manufacture may differ from date of registration by some way. Hi Woody At this time (1968/1969) Sandifords were only Montesa dealers, not the importers. So it is unlikely they will provide a definative age (assuming the bike was not supplied by Sandifords as a dealer). The importers at the time were Montala Motors from Dartford Kent, aka the Brise family. A good many years ago I spoke to John Brise's surviving son - Tim Brise about the Montesa days -- he still then owned an earlyish Montesa Cota but could confirm that no records then existed (presumably all destroyed) from Montala Motors. The latest thinking is that the VMCC do not have a Montesa specialist (but I have not checked this myself). So the outlook is not promising for those of us looking to register/re-register an early Cota with no paperwork or plate. However I am determined that, if at all possible, my Cota will wear it's original registration number. Hi Jon The arrangement whereby Sandifords would supply the Northern half of the country and Montala Motors the Southern half started in late 1972 and finished with Sandifords taking over completely in early 1973, lasting only about 6 months. Keep in touch Kind Regards Sparks2

Chris ..... Thanks for your comment. Supermotoscot ....... I cannot add further to Chris's reply. Regards Sparks

Banned !! ........ Banned !!!!! ............ Reminds me of the time I was banned from.................. The Computer Club, a personal tragedy at the time but I got over it. Yes, you should get on with yours, they are a good little bike, I could say almost better in some respects than another well known Spanish brand begining with B. Don't forget we are not a million mies away from the 50th anniversary of the Cota's introduction. Q1. Yes, weld a bracket to the lower frame and modify a Bultaco/generic tensioner. Q2. Student. A question the other way. Jon, did you recover your reg number? --- ( I think it was you, asking the VMCC). On mine, a previous numpty binned all the paperwork AND the plate, then couldn't assemble the gearbox properly before moving on. My guess would be that the bike was used on the road in the 70's and/or 80's so will be on the DVLA comp. So I would say that any DVLA VIN check will throw up the correct 'H' suffix registration number. Suggested best course of action ........ anyone ????? Regards Sparks