Fast ES2

Impressive wasn’t it, I’m surprised other privateers didn’t tune ES2s more back in the day

Dan

After 1928 the ES2 was seen as a grandad bike, all the factory's effort went into the cammies, if they had done any serious work on the OHV motor it could have rivalled the Goldie, etc. and made them some money, instead of losing on every International they sold.

I watched the race and Mike Brown was certainly doing well. He came third after the Paton and Yamaha. Incidentally, Jamie Coward came 4th on the Craven Manx.

The ES2 engine was apparently very trick and little remained of what would have originally come out of the factory. Nevertheless, a great ride by MB and a lot of credit to whoever put the engine together.

Perhaps our esteemed Roadholder editor could get an interview with Mike...?

.. with the engine builder?

The ride of the Manx GP in my opinion!

The bike was built by a Kiwi (Peter Grantham Lodge) and he has been developing it for many years.  It is very trick including complete shrouding of the cylinder and head to feed cool air ducted from the front of the fairing, He told me this is based on research carried out on aero engines in the 1930's, and another duct feeds cool air to the carburettor area.  A lot of attention has also been paid to streamlining.  I believe cam profiles are based on experience gained from racing pushrod American V8's.

The rider (Mike Browne) said after first practice he "didn't want to race that piece of sh*t" and the builder was searching for an alternative rider. Bet he's glad he ate some humble pie now!

Hi David/all,

   There are a couple of on-board videos on youtube of the bike being raced down-under if you enter Peter's name. The camera is not placed in the best position for seeing the circuit, but is does show the bike revs to 9,000+ rpm which would indicate engine dimensions of something like 92mm bore x 75mm stroke or even bigger bore size. This is similar to the very latest reproduction Manx engines and gives an idea of how much modification has been done. To lap the IoM circuit at 110mph this engine would need to produce over 50 bhp. 

   The Norton factory did build competition push-rod engines before and just after WW2 for the ISDT, but the ordinary engines needed a lot of work and quality parts to make them competitive, and probably too much for the private racer at the time.

I read somewhere that the ES2 has taken over in New Zealand classic racing from the Gold Star.  Surprising if true. 

Looking at castings, before the ES2 went for enclosed coil spring valves, the head casting on CS1 engines was the same, and the Inter got a downdraft inlet tract. 

There was a 1937 prototype M40 based on the enclosed spring prototype ES2 head, which bolted the cam box directly to the head.  The engine was entered in the IoM, suffered valve spring failure, probably due to lack of oil drainage from the valve pockets, or overheating of the spring.  It was immediately dropped instead of being developed.  Now there's an 'if only'.  It's mentioned in Roy Bacon's book on Norton Singles.  I wonder if that engine survives.

I just love to hear stuff like this - privateers on “ outdated technology “ showing the world how wrong they can be . This ranks right up there with John Britten and Burt Monro . Well done indeed gents .

I have to say that the actual coverage of the race on ITV4 was rubbish.  I don't think Mike Browne featured at all until the end of the race of course.  I think I saw Jamie Coward on the Craven Manx on one occasion but Mike Russell who was seventh on another Manx was not featured either.  I shall not bother watching next year. There was more talking and repetition from the presenters and commentary team than ever.  Yet another Classic race meeting ruined.  Stay safe.  

... even know it was on but it seems I didn't miss much. I almost always record TV programmes then I can skip the ads / waffle leaving me more time in the shed!

Hi all,

   I received my Roadholder 418 today and was pleased to see Dave Madden's article on the Lodge ES2. Dave's information bears out my thoughts in my earlier post regarding the engine dimensions and power out-put. If you can control the valve train at very high revs (9,000 rpm) there is no reason you cannot get equivalent power to an OHC engine of the same type. You may even find an ES2 will have less internal friction than a Manx with all those gear wheels to spin around. 

   But this is not a one off. At the Goodwood Revival, in the first bike race, the first 3 bikes all had push-rod engines. First was G85cs Matchless, second was a Velocette MSS and third a Vincent Black Shadow. This was no fluke as the second race was Vincent first, Matchless second and the Velo retiring thus letting in a Manx/Inter for third. These races were no show-boating affairs with the fastest laps being over 95mph with top speeds over 125mph.

   Just as a foot-note, I think the reproduction Manx engines are around £12,000.

and there are no repro. ES2 engines... you have to develop them yourself, as Geoff Clatworthy has also done in Australia with vg race results over a long period.

     I wonder if any proper measurements have been done recently on internal valve train power losses?