Difference between revisions of "6 LHK ex Brian Stonebridge 1958 ISDT Greeves"

That Greeves should enter into the ISDT arena was not a surprise as the MZ, CZ and Jawa mounted Eastern Europeans had already shown that the days of the ‘big bangers’ were numbered and lightweight two strokes represented the future. The first recorded Greeves entrant into an ISDT however was a private rider J G Mallalieu who achieved gold in the standard category of the 1954 event based at Llandrindod Wells on his 197cc. This was along with Tandon mounted Monty Banks and Peter Stirland on a James who would both later ride for Greeves.

That Greeves should enter into the ISDT arena was not a surprise as the MZ, CZ and Jawa mounted Eastern Europeans had already shown that the days of the ‘big bangers’ were numbered and lightweight two strokes represented the future. The first recorded Greeves entrant into an ISDT however was a private rider J G Mallalieu who achieved gold in the standard category of the 1954 event based at Llandrindod Wells on his 197cc. This was along with Tandon mounted Monty Banks and Peter Stirland on a James who would both later ride for Greeves.

Standard engine plates were used on all six bikes but Stonebridge added a sump guard to protect the timing cover and chaincase with additional tubing to carry the air bottle leaving apertures to access all drain and filler plugs. To cope with six days of constant pounding triangulated bracings were welded onto the front mudguard stays and a six inch Miller headlamp was tucked away behind the pivoting fibre glass competition number. To accommodate the headlamp its back was cut off which allowed it to be moved nearer to the fork stanchions and a round 90mph speedo replaced the usual D type.

Standard engine plates were used on all six bikes but Stonebridge added a sump guard to protect the timing cover and chaincase with additional tubing to carry the air bottle leaving apertures to access all drain and filler plugs. To cope with six days of constant pounding triangulated bracings were welded onto the front mudguard stays and a six inch Miller headlamp was tucked away behind the pivoting fibre glass competition number. To accommodate the headlamp its back was cut off which allowed it to be moved nearer to the fork stanchions and a round 90mph speedo replaced the usual D type.

Stonebridge had previously ridden works machines for both Matchless and BSA’s and during his time at Small heath worked closely with Hermann Meier on the development of an indecently fast 150cc Bantam. He’d joined the Greeves fold in January 1957 and within a few weeks the power outputs from the Villiers engines had been almost doubled causing people to sit up and take notice of the bikes from Church road and their world class rider. Aboard his little 197cc two stroke he continually humbled riders of much bigger capacities and this had a dramatic knock on in sales. It’s perhaps interesting to note that in 1957 Greeves sold 500 bikes: this had increased five fold by 1958 and in 1960 reached a staggering 10,500.

Stonebridge had previously ridden works machines for both Matchless and BSA’s and during his time at Small heath worked closely with Hermann Meier on the development of an indecently fast 150cc Bantam. He’d joined the Greeves fold in January 1957 and within a few weeks the power outputs from the Villiers engines had been almost doubled causing people to sit up and take notice of the bikes from Church road and their world class rider. Aboard his little 197cc two stroke he continually humbled riders of much bigger capacities and this had a dramatic knock on in sales. It’s perhaps interesting to note that in 1957 Greeves sold 500 bikes: this had increased five fold by 1958 and in 1960 reached a staggering 10,500.

Another quirky piece of Greeves design which was first seen on the works bikes were the cast alloy ‘paddle’ fins on the brake plates. These aided cooling and also prevented the drum from distorting under heavy braking – a problem known to occur in the pressed steel versions which had a tendency to swell. Greeves aficionados may well notice that the fins on 6 LHK are thicker than the ones which found their way onto production models and I’m given to believe are peculiar to this batch of 6 ISDT bikes.

Another quirky piece of Greeves design which was first seen on the works bikes were the cast alloy ‘paddle’ fins on the brake plates. These aided cooling and also prevented the drum from distorting under heavy braking – a problem known to occur in the pressed steel versions which had a tendency to swell. Greeves aficionados may well notice that the fins on 6 LHK are thicker than the ones which found their way onto production models and I’m given to believe are peculiar to this batch of 6 ISDT bikes.

Looking at 6 LHK it’s obvious that Stonebridge and Bert Greeves put a lot of though into this as everywhere there are neat touches to help the hapless rider in the event of a breakdown. A sturdy centre stand lifts the bike well clear of the ground and to aid swift chain removal the position of the spring link is identified by white paint. Instead of being bolted to a welded on bracket as is the norm the rear brake anchor locates onto a stub on the swinging arm while the brake arm itself has an open sided fitting for the brake rod and the wheel spindle can be loosened and slid out in a matter of seconds. A paint tin bolted to the top of the rear mudguard carries spare bulbs, a spare chain link is carried on the near side number plate and leaving nothing to chance a spare handlebar lever is clamped to the rear frame tube. To keep the chain nicely lubricated oil is carried in the swinging arm and should the bulb blow a spare Miller rear lamp is mounted on the number plate. Other original detail finishes would have seen splashes of paint on the wheel rim with green indicating the valve position and red for the security bolt. The point’s gap was painted on the timing case, siamesed control cables fitted and spare spokes were strapped to the fork legs. To finish things off the SAE of the oils was marked on all of the fillers and ‘petroil 20.1 Shell’ painted brightly on top of the fuel tank filler cap.

Looking at 6 LHK it’s obvious that Stonebridge and Bert Greeves put a lot of though into this as everywhere there are neat touches to help the hapless rider in the event of a breakdown. A sturdy centre stand lifts the bike well clear of the ground and to aid swift chain removal the position of the spring link is identified by white paint. Instead of being bolted to a welded on bracket as is the norm the rear brake anchor locates onto a stub on the swinging arm while the brake arm itself has an open sided fitting for the brake rod and the wheel spindle can be loosened and slid out in a matter of seconds. A paint tin bolted to the top of the rear mudguard carries spare bulbs, a spare chain link is carried on the near side number plate and leaving nothing to chance a spare handlebar lever is clamped to the rear frame tube. To keep the chain nicely lubricated oil is carried in the swinging arm and should the bulb blow a spare Miller rear lamp is mounted on the number plate. Other original detail finishes would have seen splashes of paint on the wheel rim with green indicating the valve position and red for the security bolt. The point’s gap was painted on the timing case, siamesed control cables fitted and spare spokes were strapped to the fork legs. To finish things off the SAE of the oils was marked on all of the fillers and ‘petroil 20.1 Shell’ painted brightly on top of the fuel tank filler cap.