Cotton (motorcycle)
The Cotton Motor Company, was a British motorcycle manufacturer of 11a Bristol Road, Gloucester, and was founded by Frank Willoughby Cotton in 1918. F.W. presided over the company until his retirement in 1953. The company was reconstituted as E. Cotton (Motorcycles) Ltd, and traded until 1980. The marque was later resurrected in the late 1990s by a business which manufactured replicas of earlier machines. Today, the trademark Cotton The Motorcycle Masterpiece belongs to an international business. The Triangulated Frame. By 1913, F.W. Cotton had engaged in hill climbs and trials, and recognised the limitations of the "diamond frame  design, little different from a bicycle. He designed his own, and had examples made by Levis. In 1914 he patented the triangulated frame" to protect his design that was a Cotton feature until the Second World War. The First World War intervened and it was not until 1918 that the Cotton Motor Company was founded; the first Cotton motorcycle appeared in 1920. Stanley Woods and the TT. In 1922 Stanley Woods rode a Blackburne-engined Cotton to fifth in the 350 cc Junior TT, and the following year, won the 1923 Isle of Man TT, averaging , bettering Douglas rider, Manxman  Tom Sheard’s winning 500 cc Senior TT time, an average of . Cotton motorcycles took a second and third in the Ultra Lightweight TT, and a second in the Lightweight TT. They only managed a second place in the 1925 Junior TT, and a second place in the lightweight TT but in the 1926 races, awarded the first three places in the Lightweight TT. These victories helped establish Cotton as a race-winning machine, with exceptional handling for its time. The 1923 win, and consequent full order book, enabled a move to new premises, the Vulcan Works in Quay Street , Gloucester. In 1927 the frame dimensions were altered. Engine and model range. When the Great Depression came, Cotton responded by offering a wider range of engines in its patented frame, usually with Burman gearboxes. In 1930, engine choices were: Four-strokes were available with the exhaust in "single port" or "twin port". In 1939 JAP had changed their engine range, introducing new 500 cc and 600 cc, without an external push rod tube, and finned all the way to the base. Unusual external hairpin valve springs, fixed in the middle, with a valve at each end, were used. These were  available as standard or deluxe versions. The high cam JAP engines, the 250 cc JAP, and the 150 cc Villiers two stroke continued. Just before the world war, they released a smaller, lighter Cotton with a 122 cc Villiers 9D engine. When the triangulated rigid frame was introduced in 1920, it was ahead of its time. By 1939, when the sprung heel and rear swingarm frames had begun to appear so rigid frames had seen their day . Vincent had patented a cantilever frame in 1928. After the Second World War. Continuing with engineering work that sustained the factory during the  Second World War, Cotton did not re-enter the motorcycle market at the war's end, but struggled on into the 1950s, when F.W. Cotton decided to retire. The company was re-constituted in 1953 as E. Cotton (Motorcycles) Ltd., after Bill Cotton's first wife Elsie Ellen, and was owned and managed by Pat Onions and Monty Denley. E. Cotton (Motorcycles) Ltd. As before, Cotton made their own frames, and bought in the rest of the components for assembly. The first machine, produced till 1957, was the Cotton Vulcan, with a Villiers motor. Other Cotton models included the Herald , Messenger, Double Gloster, Continental, Corsair and Conquest. Cotton became involved in competitive motorcycling, and a range of road, trials and scrambler models were available by the end of 1960. Racing in the sixties. In 1961 the 250 Cougar scrambler was released and a works racing team formed, including such riders as Bryan "Badger" Goss and John Draper. The Villiers Starmaker racing engine was introduced in 1962, so Cotton went road racing. The 247 cc Telstar road racer and Conquest were introduced in 1962 and 1964 respectively. Over the next two years, Cottons were winning races again. Loss of Villiers. Villiers  withdrew from engine supply, and Cotton was forced to source engines from elsewhere. The Cotton Cavalier trials bike used a Minarelli engine, but production was slow. Cotton had been profitably selling bikes in kit form, but changes to legislation proved damaging. Closure of the Quay Street, Gloucester factory. The factory moved to Stratton Road in 1970, with diversification into production of the Cotton Sturdy, a three-wheel factory truck. Over the next decade production was moved a number of times, and they managed to produce a good 250 cc racing machine with a Rotax engine. The difficulty of finding a  supply of engines after the loss of Villiers was compounded by the appearance of mass-produced in the 1970s. Closure of the Bolton factory. The factory moved to Bolton in 1978 but closed in 1980. Following a series of successful 1990s Cotton exhibitions at the Gloucester Folk Museum, the Cotton Owners Club was formed, where a rally is held each summer. A commemorative plaque to the Cotton name was unveiled in 2013, mounted on the wall of the City Folk Museum, which is close to the old factory location in Quay Street, Gloucester. Replicas. In the late '90s AJS Motorcycles  Ltd. of Goodworth Clatford, Andover, England produced a series of Cotton replica competition motorcycles including the 250 Cobra Scrambler, Cotton-Triumph 500 Scrambler, Telstar 250 road racer and 250 Starmaker Trials Bike. These replicas followed the original chassis designs accurately. The frames were T.I.G welded, and employed either AJS Stormer wheel hubs, British Hubs or Grimeca hubs. Betor or Marzocchi front forks were fitted, usually with Sebac rear shocks. The replicas were very successful on the Pre '65 Moto X circuits and in the hands of classic race competitors. References. 9. Chapman, Neville.Cotton Motor Company of Gloucester. Book Guild.2016