GREEVES SCOTTISH
Quirky and unique in their engineering, Greeves took a very independent and British approach to bike design. A good Scottish will still cut it off road
RICK SAYS When I first rode dad’s ’61 Scottish, I couldn’t imagine how any trials bike could be better. Balance and power was perfect – but I’m no trials expert! Greeves are well thought-out and robust enough to take a pounding.
The connection between disability vehicles and motorcycles may seem obscure – even alarming – but such was the background to Greeves, manufacturers of the ‘Invacar’ in Thundersley, Essex. Their specialist background enabled them to think outside the box when they began designing motorcycles in 1951. The first model was a frankly ugly two-stroke single which had ‘Metalastik’ bonded rubber bushes operating in torsion instead of springs for front and rear suspension. Subsequent models used them in the leading-link fork that remained a characteristic of these bikes for nearly two decades. More unusual still was a cast alloy H-section front frame member.
Although respected as sound, quality machines, the roadsters were perhaps a little too quirky for popular tastes. However, Greeves enjoyed good results with competition models such as the trials ‘Scottish’.
The late ’50s saw four-stroke trials thumpers losing ground to smallercapacity lightweight two-strokes and the Greeves was in the vanguard, bristling with well thought-out off-road detail. For example, the front brake anchor position on a leading-link fork determines whether it will dip or rise under braking. While the road Greeves is sensibly positioned midway to provide anti-dive, the Scottish is set to rise, preventing the fork tucking under on steep off-road descents. Then there’s the metered chain-oil supply that uses the swingarm as a reservoir and the prop stand that tucks invisibly away between the engine plates. Taper roller steering-head bearings and ‘nyloc’ nuts throughout were standard Greeves specification. These bikes were also remarkably tough. The leading-link fork has few wearing parts and doesn’t suffer from water ingress, while the H-section frame is very strong and difficult to bend. The ability to withstand the rough and tumble of mudplugging explains why, for an off-road machine, a relatively large number have survived.
The proprietary Villiers two-stroke engine came in 200 and 250cc guise. In trials form, with special porting, wide
ratio gearbox and additional weights on the generator flywheel, it represented the state of the art at the time.
The 250 is the stronger performer and Villiers offered a 250cc conversion for the smaller engine, but in either capacity these bikes are surprisingly good off road – nimble with mellow but punchy engines.
Overall, the average rider looking for a bit of greenlane fun will find it difficult to fault the Scottish.
LOOK FOR
CONVERTED ROADSTERS sold as trials models. The front frame is the same, but the rear frame and front fork link are specific to competition models. DULL CHROME is the standard tank finish. Paint may indicate a lot of dents. SOGGY FORKS mean that the replacement of the large Metalastik rubber bushes is required.
ALSO LOOK AT...
Bultaco Sherpa, trials variants of the Triumph Tiger Cub and BSA Bantam