1974 3ce

:D  I always wonder what kind of guys had the money to splash on a jota back in the 70s...noone i knew had that kind of dosh and the economy didnt seem too great...so who were those guys?? All the brickies even went to Germany..auf wiedersehen pet and all that.
 
nick7 said:
:D  I always wonder what kind of guys had the money to splash on a jota back in the 70s...noone i knew had that kind of dosh and the economy didnt seem too great...so who were those guys?? All the brickies even went to Germany..auf wiedersehen pet and all that.
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Engineers and toolmakers had money and jobs aplenty back then..
 
nick7 said:
:D  I always wonder what kind of guys had the money to splash on a jota back in the 70s...noone i knew had that kind of dosh and the economy didnt seem too great...so who were those guys?? All the brickies even went to Germany..auf wiedersehen pet and all that.
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  At Morphys we were in a rural/farming area - I sold a brand new SF3 to a farmhand who couldn't read or write - he signed the Hp papers with a large X. -  At that time the SF3 wasn't a lot cheaper than a Jota! Regards - Phil
 
Jeez Phil, i bet poor Worzel is still making the payments! But it wasnt a time when people seemed minted so i guess the market was small...was rereading a test of the jota bmw 1000 and kwak in bike...wow the guy made some digscat anyone who had the dosh to buy the bmw in particular...rich git etc.I used to ride my xl125 over to coburn and hughs in luton and gaze at the ducati ss and hailwood replica..and martini yam..yuk!
 
.I used to ride my xl125 over to coburn and hughs
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Rode about on an XL125 (with150cc conversion) for years - great little bike. C&H was known locally as "Coburn & Screws" - they were Ducati/Guzzi importers and I had a few barneys with them. Mike Coburn was the nicest bloke you'd ever meet- until you did a deal with him - my partner was a pushover and Mike would wait until I was on holiday to tuck us up a treat. - Great learning period for me. - Regards - Phil
 
Hi Phil,
Richard Slater had no axe to grind when I asked him "fairly recently " (having read John Nuttings article in Classic Motorcycle Mechanics July 2015) in order to clarify the 3CE spec which this & other period tests had indicated focused on the free flow exhaust system for the 3CE model & I can see the exhaust mods being implemented first as its a relatively easy mod, also probably giving the biggest single gain in power. HC pistons & wilder cams would be a waste of time unless the engine could breath properly first. Perhaps on going development & racing gave Roger the idea to sell more hot up parts to more well healed clients in order to increase profit margin on the machines which then lead to developing the Jota with the factory as a production model.

Your observations on cam timing is interesting & maybe I was lucky with mine. I remember Steve Winterton meticulously checking & setting up the Bosch CDI ignition triggers properly when the exhaust & carb mods were done by Slaters back then. Two guys I knew at the time had Jotas & I never felt at any disadvantage on the road on my modified 3C, I guess what i occassionaly might have lost at the top end i gained at the bottom pulling out of corners. It was a lot sharper though than a friends standard Jarama.

Give & take it was on a parr with my brothers Kwak 1000J & Eddy Lawson replica but i could leave them at 120 plus with my drop bars. We had a great trip together from Hereford to northern Germany then down to Narbone south of France & back. I recal a well ridden GS 1000 & Katana were a close contest. A Honda CBX could out drag it in a straight line but i could out corner it easily & leave it at 120.
Those were the days...
 
I expect you might need to go up a size on the main jet for WOT activities: otherwise I doubt you'll need to change anything.
 
Hi Jim , Suggest get up on rolling if poss for accuracy. If not poss then could plug chop at constant WOT or Colourtune to check mixture (make sure plug leads are well earthed before spin motor).The Laverda Green Book (Tim Parker & Phil Todd)  lists sizes for main jets 118 / 145 for 1000 / jota & 3CE. Needle 2nd notch. Safest start on rich side. Get yourself a copy & double check settings, follow procedure for changing jets, good reference book. Ignition settings & valve clearances need to be right too. Regards Pete
 
Slater used 145s on original Jotas.
On modern fuels I find 125 to 135, usually settling on 130 with full Jota spec engine and exhaust system.
 
Pete3C said:
My previous post should read - suggest set up on rolling road if poss.....touch screen phones!
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Thanks ..... I got the gist of it .... smartphones don't like my fat fingers either.

I forgot that the Green Book would have the info. I will definitely go larger on the mains and I'll double check my needle settings.
 
Jim, for inspiration have a butchers at link below, it shows what's possible with a standard 1000 motor - this is with modern free flow 3-1 exhaust with carb set up on dyno = 78 horses @ rear wheel / 91 at crank. A Jota system shouldn't be too far off if carbs & rest set up right & motor in good nick.
See Laverda 1000 Build Off part 5
https://youtu.be/j-v3jy_kPGw
 
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