This is my 1959/60 24TCS 'Scottish' trials, frame no. 60/14**, and my P&J. When I was looking for my first Greeves, I followed Andrew King's advice and took my time, remembering his words that there are (or at least were at the time..) plenty of bikes 'out there' and not to 'rush in' and buy the first one that came up. In the end it took me two years to track this one down, and I'm really glad that I did hold on as it was exactly what I was looking for. It also has an (for me personally) extremely special, albeit very sad, connection....
My TCS left the factory (dispatched to Comerfords of Thames Ditton) on Friday 23rd. October, 1959. Members interested in Greeves history will realise that was the week of the accident (Wednesday 21st.) that claimed the life of Brian Stonebridge, when he was travelling back from the Hepolite factory with Bert Greeves, with Brian's funeral being held on the following Monday (the 26th.) A 'friday afternoon bike' then, but in the most tragic of circumstances....I don't know what 'Mystic Meg' would make of this, but I was born a year later almost to the day, on 22nd. October 1960....Sure, you can read too much into these things, but it means a lot to me and that is all that matters in the long run. However, read on....
After two years of looking for my Greeves, and having seen plenty (but not anything that felt 'right'), I placed a wanted ad in 'Leading Link'. I only had one reply, from ex GRA member Brian Power (yet another Brian!...and a lovely chap, he owns a mint Silk 700S.) He had originally bought the bike to accompany his son for a spot of green laning (with his son riding a big KTM enduro...!), but after a few runs decided it wasn't for him. This coincided with me placing my ad. Interestingly, I had seen the bike advertised around a year earlier as part of Greeves Motorcycles Limited S/H stock, but at the time felt it was somewhat overpriced even though it was just what I wanted so I passed it up and kept looking.
When I arrived at Brian's to view the bike he was most impressed that I recognised it, and immediately told me about a problem he had on taking delivery. After having the bike for less than a week, the carb slide adjustment screw (yes, that one, for all those knowledgable Villiers types out there!) had done it's usual trick of dropping into the cylinder and buried itself into the top of the piston...! (Part no. V786E...see 'LL'#63 for further info on what to do with these pesky varmints!) Brian wasn't happy, as can be imagined, but Greeves Motorcycles took the bike away and put it right FOC, including a replacement barrel, one with a full compliment of fins too which was a bit of a bonus! I went to collect the bike the following week, most appropriately in the company of my good friend David Stonebridge (his father John was BGS's cousin), and was happy to pay Brian's full asking price, as he was taking a big hit on what he had originally paid and it was 'spot on' for the bikes worth from what I had learned while researching the market at the time. It saved all that ungentlemanly haggling too, and Brian Power is very much a gentleman in my book! (Thanks again Brian, I'll never forget it.) He was delighted to know it was going to such an appreciative home too, and he in turn put the money towards a Hinkley Triumph to save his Silk for 'best'. Big smiles all round then!
As for the bikes early history, all I've been able to find out is that on the original 'blue' V5 that came with the bike, it was originally restored and put back on the road (I think) by John Hodges from Ilminster, a GRA member at the time, and who took part in some of the early club trials. An age related plate (MSU 45*) was applied for by him (via Roy Bacon) in July 1988, but the V5 also states that it had been 'previously registered/used prior to this date'...The V5 shows 'no former keepers' prior to this date though, I guess because it was in effect a 'new registration' perhaps...? Needless to say, if anyone reading this can shed any light on the bikes early history I would be delighted to hear from you.
For the last few years I've been enjoying the bike as it it, whilst steadily accumulating the parts it needs to put it back to standard spec come rebuild time. It has an external coil mod (starts first or second kick every time, with a good tickle!) and the front mudguard is from a roadster (I have sourced the correct front and rear replacements), so is the wrong 'arc' due to the 21 inch front wheel. The toolbox is home made (I have a correct item to fit), the seat should be a Dunlop sprung type (got one of those too, and had some springs made to factory spec from the relevant drawing by Paul Savage.) The rear subframe isn't quite right, but only needs a numberplate strap welding on, but I have a correct replacement to use when I eventually fit the Dunlop rubber saddle (available from John Budgen M/C and Sammy Miller as well.) This way, I'll be able to have a choice! (Those Dunlop saddles are a bit uncomfortable by all accounts, and don't wear white trousers by the way...!!!)
I have the correct speedo for the bike, fully restored and ready to fit. The pipe and silencer both need rechroming but are correct for the bike (front pipes differ between TA and TC.) I have a new chainguard and front mudguard stay (huge thanks to Dave Harrison and Adrian Dickerson) to fit, along with new Metalastik bushes (forks and swingarm) as well, but otherwise there's not much else to sort out other than paint....If you look around the bike it currently seems to have just about every 'variation' in shade of Moorland blue that there is...! (I'll have to pick one...'eenie meenie minie mo' etc!!! )It had a slight wheel alignment issue, traced to incorrect frame spacers (!), but all in all it's a good solid little bike. I love it to bits as you can probably tell!
Anyway, thats my Greeves. Another 'epic' BT post I know (!), but I hope everyone enjoys reading it and seeing the pics.
Brian.
My TCS left the factory (dispatched to Comerfords of Thames Ditton) on Friday 23rd. October, 1959. Members interested in Greeves history will realise that was the week of the accident (Wednesday 21st.) that claimed the life of Brian Stonebridge, when he was travelling back from the Hepolite factory with Bert Greeves, with Brian's funeral being held on the following Monday (the 26th.) A 'friday afternoon bike' then, but in the most tragic of circumstances....I don't know what 'Mystic Meg' would make of this, but I was born a year later almost to the day, on 22nd. October 1960....Sure, you can read too much into these things, but it means a lot to me and that is all that matters in the long run. However, read on....
After two years of looking for my Greeves, and having seen plenty (but not anything that felt 'right'), I placed a wanted ad in 'Leading Link'. I only had one reply, from ex GRA member Brian Power (yet another Brian!...and a lovely chap, he owns a mint Silk 700S.) He had originally bought the bike to accompany his son for a spot of green laning (with his son riding a big KTM enduro...!), but after a few runs decided it wasn't for him. This coincided with me placing my ad. Interestingly, I had seen the bike advertised around a year earlier as part of Greeves Motorcycles Limited S/H stock, but at the time felt it was somewhat overpriced even though it was just what I wanted so I passed it up and kept looking.
When I arrived at Brian's to view the bike he was most impressed that I recognised it, and immediately told me about a problem he had on taking delivery. After having the bike for less than a week, the carb slide adjustment screw (yes, that one, for all those knowledgable Villiers types out there!) had done it's usual trick of dropping into the cylinder and buried itself into the top of the piston...! (Part no. V786E...see 'LL'#63 for further info on what to do with these pesky varmints!) Brian wasn't happy, as can be imagined, but Greeves Motorcycles took the bike away and put it right FOC, including a replacement barrel, one with a full compliment of fins too which was a bit of a bonus! I went to collect the bike the following week, most appropriately in the company of my good friend David Stonebridge (his father John was BGS's cousin), and was happy to pay Brian's full asking price, as he was taking a big hit on what he had originally paid and it was 'spot on' for the bikes worth from what I had learned while researching the market at the time. It saved all that ungentlemanly haggling too, and Brian Power is very much a gentleman in my book! (Thanks again Brian, I'll never forget it.) He was delighted to know it was going to such an appreciative home too, and he in turn put the money towards a Hinkley Triumph to save his Silk for 'best'. Big smiles all round then!
As for the bikes early history, all I've been able to find out is that on the original 'blue' V5 that came with the bike, it was originally restored and put back on the road (I think) by John Hodges from Ilminster, a GRA member at the time, and who took part in some of the early club trials. An age related plate (MSU 45*) was applied for by him (via Roy Bacon) in July 1988, but the V5 also states that it had been 'previously registered/used prior to this date'...The V5 shows 'no former keepers' prior to this date though, I guess because it was in effect a 'new registration' perhaps...? Needless to say, if anyone reading this can shed any light on the bikes early history I would be delighted to hear from you.
For the last few years I've been enjoying the bike as it it, whilst steadily accumulating the parts it needs to put it back to standard spec come rebuild time. It has an external coil mod (starts first or second kick every time, with a good tickle!) and the front mudguard is from a roadster (I have sourced the correct front and rear replacements), so is the wrong 'arc' due to the 21 inch front wheel. The toolbox is home made (I have a correct item to fit), the seat should be a Dunlop sprung type (got one of those too, and had some springs made to factory spec from the relevant drawing by Paul Savage.) The rear subframe isn't quite right, but only needs a numberplate strap welding on, but I have a correct replacement to use when I eventually fit the Dunlop rubber saddle (available from John Budgen M/C and Sammy Miller as well.) This way, I'll be able to have a choice! (Those Dunlop saddles are a bit uncomfortable by all accounts, and don't wear white trousers by the way...!!!)
I have the correct speedo for the bike, fully restored and ready to fit. The pipe and silencer both need rechroming but are correct for the bike (front pipes differ between TA and TC.) I have a new chainguard and front mudguard stay (huge thanks to Dave Harrison and Adrian Dickerson) to fit, along with new Metalastik bushes (forks and swingarm) as well, but otherwise there's not much else to sort out other than paint....If you look around the bike it currently seems to have just about every 'variation' in shade of Moorland blue that there is...! (I'll have to pick one...'eenie meenie minie mo' etc!!! )It had a slight wheel alignment issue, traced to incorrect frame spacers (!), but all in all it's a good solid little bike. I love it to bits as you can probably tell!
Anyway, thats my Greeves. Another 'epic' BT post I know (!), but I hope everyone enjoys reading it and seeing the pics.
Brian.
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