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19/03/10 - NEW GREEVES.

Dal prototipo visto a Telford a gennaio 2009 e grazie ad un anno di approfonditi test, ecco finalmente il modello definitivo, pronto ad entrare in produzione. Grazie a Justyn Norek, abbiamo avuto il comunicato stampa, le caratteristiche tecniche e la foto. Ma pesera' davvero 60 Kg?!!!

The new production Greeves 280cc TI Trials bike has undergone significant change since Richard Deal, Managing Director and owner of Greeves, had the initial idea two years ago to build a new modern trials bike, with the subsequent introduction in January 2009.
In excess of 1200 enquiries have been received for the new Greeves 280cc TI Trials to date with daily enquiries from around the world. The new Greeves British engineered bike is definitely creating interest.
The prototype Greeves shown at Telford in January 2009, heavily commented on in newspapers, magazines and web forums has undergone extensive testing in UK and abroad throughout the past twelve months.
Constructive criticism and comments received have been noted and utilised in the modifications undertaken.
Tim Baker - reputed design engineer with vast experience in touring car, rally, Formula 1 racing car and motor cycle design is working with Greeves in a complete review of the new Greeves. Tim has advised of modifications and improvements from a manufacturing and performance point of view prior to production.
In conjunction with Essex County Council and Santander Bank, (Banking on Essex) Greeves have been able to source the finance necessary to undertake the modifications required for production of a stunning machine.
Various changes noticeable to those with a critical eye are the head stock, this has been produced thanks to CNC technology from ONE piece of aluminium as opposed to three on the prototype Greeves.
The side frame reinforcing is CNC’d or laser cut material together with the front engine spars and the foot rest hangers. Minimal welding is used on side rails, head stock and foot rest hangers, thereby relieving stress on the material in this area.
Weight in excess of 0.50 kg has been reduced with the introduction of carbon fibre in the middle section of the bike for the seat area and the top shock mount.
All of the top plastics and seat from front to back including the tip of the mudguard are formed from carbon fibre with new enhanced graphics depicting the Greeves name and engine size.
The CNC’d swinging arm has been redesigned to allow extra clearance between the tyre and inside side rails (a bonus in extreme mud conditions). The swinging arm is now 1.0 kg lighter due to hollowing out underneath along with the cross bridge. This also features a new system for mounting the shock absorber reducing possible damage and obstruction to the bolt, enabling easier removal.
The snail cam adjustment is easier and the rear calliper has a top hat adjustment guide as opposed to a fixed boss.
The most significant change is the petrol tank with integral pump (European Design Patent) which Greeves initially introduced a year ago (the first modern trials bike producer in the world to fit a tank under the rear mudguard and seat) which has been redesigned and fitted even lower than previously. This is now positioned 35mm from the bottom of the engine.
The pump is Greeves own design and feeds petrol directly to the 28mm Dellorto carburettor at 3200 revolutions per minute, therefore alleviating fuel starvation at any angle the bike is positioned. Tank capacity is increased from 2.3lt to a full 3lt with room for a larger tank if required.
The reed valve is redesigned with a 20? angle achieving smooth air intake into the carburetor.
Unlike other bikes on the market, the Greeves petrol cap is positioned in the middle of the rear mudguard much lower than previously, reducing possible damage should the bike be accidentally dropped.
The engine has undergone changes both visually and mechanically, with new porting to the barrel giving enhanced power and smoother transition from tick over to full revs.
The exhaust flange has been redesigned and fitted in a triangular position allowing easier access to bolts for removal of the exhaust pipe.
The exhaust system, redesigned by Zard Exhaust Systems Italy to give better power out-put and reduce weight is narrower allowing for a larger expansion box therefore giving more back pressure to the engine.
On full travel wheel clearance is 15mm from the exhaust however the exhaust is still inside the line of the foot rest hanger which remains at 230mm centre.
Electrics are mounted under the front cover (in the dry) along with the air box and air filter system.
The Ohlins shock has been modified to give a faster rebound, which may be adjusted with the click of a screw in the side of the body, to suit various riding styles .
Greeves have contracted Grimeca to manufacture the braking system and will be fitting a specially produced calliper for right hand disc brake on the production bikes.
Greeves have chosen to continue with the Marzocchi aluminium forks, specially produced Surflex billet clutch, Greeves own gears consisting 12 spline shafts, together with the final drive sprocket. Greeves own crank shaft, which has coppered oval con rod and needle roller small end to allow the gasses to better pass through the engine.
Dunlop 803 soft tyres complete the new Greeves experience.

CARATTERISTICHE TECNICHE
The new Greeves 280cc Trials bike comprises our own manufacture aluminium frame, typical Greeves headstock CNC'd from solid billet together with the footrest hangers and swinging arm. The fan and radiator are set back 30mm from the front, enabling debris to fall out and not overheat the engine by blocking air to the engine or the radiator.
• The engine is our own design and manufactured from solid billet on a CNC machine. The head and barrel are cast with Nicosil lining and machined locally
• The head is bolted to the barrel around the outside so the water jacket inside is free from head studs. Therefore the piston and barrel can expand equally without interruption preventing the barrel 'nipping up' when hot
• The con rod is coppered oval enabling gasses to flow through the engine without hindrance
• The forks are Marzochi light weight aluminium with Black Teflon coating.
• Clutch from Surflex especially made for Greeves with a CNC'd clutch basket from solid billet
• Tallon hubs manufactured from billet on DID rims front and rear.
• Tallon sprockets
• Ohlin's specially manufactured shock with 42mm of travel to give 175mm of lift at the rear wheel
• Carburettor is a 28mm Dellorto flat side
• Pistons from Wiseco
• Leonelli ignition twin mapping system
• Levers and brakes from Grimeca
• Regina chain
• Dunlop tyres
• Raptor Titanium foot rest and exhaust system.
• Titanium front pipe – Aluminium Silencer
• The petrol tank is located under the seat over the foot rest therefore the centre of gravity is lower and moved back to give better traction.
• Shock absorber is mounted direct onto the swinging arm in the middle.
• Tank capacity is approx 3.0 ltr (to be confirmed)
• Ride height is 315mm to under side of bash plate
• Lowest point of plastics to the ground is 645mm no weight and 600mm standing on the bike
• Weight to be confirmed is 60kg (subject to confirmation) - dry weight.