(probably the only left-hand chair and definitely the only one built for a non-German GP competitor)
For 2 decades, the Dieter Busch sidecars chassis was synonymous with success in the world road racing scene and with BMW Rennsport engines the German combinations overpowered and overhandled all other machinery to dominate Grand Prix, Schneider, Deubel, Schauzu, Luthringhauser and in particular the immaculte Klaus Enders became hausehold names in the 60's and 70's with BMW's and Busch sidecar frames. Amazingly this temporarily came to a halt when swiss farmer (and up until then a BMW campaigner) Helmut Fath brilliantly designed, built and rode his own 4 cylinder URS to deny the Germans of the championship in 1968. BMW and Busch returned to the pinnacle with Enders for 4 of the next 5 years, but then, as in the solos, multicylinder 2 strokes were soon to rule. Germans Rolf Steinhausen and Werner Schwarzel, along with Brit Geoff Gawley, campaigned Konig engines-a flat 4 cylinder (fast but unreliable) marine power unit - which Steinhausen housed in a Busch chassis and took 1975 crown. Meanwhile in Britain, Yamahas in sidecars were being pioneered by Durham's Hamilton Motorcycles with Mac Hobson and Stafford's Cyril Chell with Dick Greasley. Although both drivers succeeded at home events and had good results in the Grand Prix with British made chassis', Dick pined for the edge that only the German's had enjoyed. As Dieter Busch maintained an uncanny patriotism for his product, it would always be difficult for a non-German to get his hands on the “perfect frame”.
However, during the 1977 season, Dieter Busch had become disenchanted with some of his compatriots through petty media abuse and after a conversation with Wolfgang Kalauch (the world champion and highly regarded passenger), it became obvious that the reclusive frame builder had a mutual respect for the quite spoken Dick Greasley and agreed to build a purpose made one-off machine.
In 1978, Dick sorted the bike out, and had fantastic success in Britain, but without a consistent passenger his world championship campaign was rewarded only with 5th position. However, 1979 saw a season long battle between Rolf Biland, Steinhausen and Greasley. Biland in which was going to be his final season of driving conventional outfits, was inspired and after same hectic battles became world champion. Busch campaigners Steinhausen and Greasley finished equal second 9 points adrift. Greasley was left contemplating what could have been when in Austria early in the season and half a lap in the lead he suffered mechanical failure with a broken piston - the only time throughout the Grand Prix season that he finished outside the top four.
Unfortunately for the conventional sidecar “diehards”, Rolf Biland's unrelenting quest for breaking the spirit of the rules (by applying racing car technology and unnecessary costs to the sport) allowed the introduction of the centre hub steering and with it, the demise of the front forks. Biland and Steinhausen, with attractive race budgets continued with LCR's, Seymaz and the like, but Dick Greasley retired from World Championship events - he felt that the sidecar fraternity had gone mad in following Biland's lead which was to soar the cost of racing tenfold.
Dieter Busch showed an interest in supplying Dick with a frame already on his drawing board (similar to the LCR), but without the race budgets that his counterparts were enjoying, enough and Dick declined the offer to continue the campaign.