Unless you are buying from a large auction seeing three original Vincents for sale together is a rare occasion. The wonderful world of ebay is shedding some light on new found treasures for a lucky collector. Well, a lucky collector with about 150k to burn that is. This is a rare find and dig into more info on these bikes.
1953 Black Shadow, Correct #'s Everywhere, Unrestored And Low Miles, Repainted Gas Tank In 1953+- Other Wise Untouched. 762 Miles On The Clock!
1954 Touring Rapide, All Correct #'s,unrestored In Original Paint, Some Changed Hardware, Otherwise Untouched. Could Be A 1955 Version "C", As Of The High #? 10633 Miles On The Clock
1950 Comet, Again All Correct #'s, Unrestored Original, Even The Red Might Be? Special Order?-7253 Miles On The Clock
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| Collection of Vincent Motorcycles up for bid on ebay |
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| 1950 Vincent Comet |
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| 1950 Vincent Comet |
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| Collection of Vincents up for auction |
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| 1953 Vincent Black Shadow |
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| 1954 Vincent Touring Rapide |
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| 1954 Vincent Touring Rapide |
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| 1953 Vincent Black Shadow |
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| 1953 Vincent Black Shadow |
Vincent Motorcycles was a British manufacturer of
motorcycles from 1928 to 1955. Their 1948
Black Shadow was at the time the world's fastest production motorcycle.
[1] In 1955 the company discontinued motorcycle production after experiencing heavy financial losses.
Vincent Motorcycles, "the makers of the world's fastest motorcycles",
began with the purchase of HRD Motors Ltd less the factory premises, by
Phil Vincent in May, 1928.
HRD was founded by the British
Royal Flying Corps (RFC) pilot,
Howard Raymond Davies, who was shot down and captured by the Germans in 1917. Legend has it that it was while a
prisoner of war
that he conceived the idea of building his own motorcycle, and
contemplated how he might achieve that. It was not until 1924 that
Davies entered into partnership with E J Massey, trading as
HRD Motors. Various models were produced, generally powered by
JAP (
JA Prestwich Industries) engines.
Unfortunately, although HRD motorcycles won races, the company ran at
a loss. In January 1928 it went into voluntary liquidation. The company
was initially bought by Ernest Humphries of
OK-Supreme
Motors for the factory space, and the HRD name, jigs, tools, patterns,
and remaining components were subsequently offered for sale again.
Models
Meteor and Comet
The standard motor was known as the
Meteor and the sports motor was the
Vincent Comet;
it was distinguished from earlier Vincent models of that name by the
“Series-A” prefix. There was a TT replica & the Comet Special
(basically a TTR with lights, horn etc.), which used a bronze head.
[4] The Meteor motor produced 26 bhp (19 kW) @ 5300 rpm,
An unusual feature of the valve design for these motors was the
double valve guides, and the attachment of the forked rocker arm to a
shoulder between the guides, to eliminate side forces on the valve stem
and ensure maximum valve life under racing conditions.
The Series-A Comet could do 90 mph (140 km/h), but Phil Vincent and his racing customers wanted more.
1936 Series A Rapide
Vincent Series 'A' Rapide
Legend has it that Irving accidentally put a side-view tracing of the
Vincent 500 motor wrong way up on top of an equally sized drawing of
the same view of the same motor, and saw, moving the tracing so the crankshafts and idler gears coincided, that the result looked like a possible design for a V-twin. This resulted in the 47.5° V twin which appeared in 1936. (The single leaned forward 23.75°.)
With 6.8:1 compression, it produced 45 bhp (34 kW).
The Vincent V-twin motorcycle incorporated a number of new and innovative ideas, some of which were more successful than others.
The Vincent HRD Series A Rapide was introduced in October
1936. Its frame was of brazed lug construction, based on the Comet
design but extended to accommodate the longer V twin engine. It
continued the use of "cantilever" rear suspension, which was used on all
Vincents produced from 1928 through 1955. Other innovations included a
side stand.
Pneumatic forks were not to be a Vincent innovation, with both Phils
believing girder forks were superior at the time. The Series-A had
external oil lines and a separate gearbox.
The 998 cc Series A Rapide Vincent cost $600, produced 45 hp (34 kW), and was capable of 110 miles per hour (180 km/h).
The high power meant that the gearbox and clutch did not cope well.
[6]
Specifications
- Engine – 998 cc, 47.5 degree v-twin ohv four-stroke
- Bore and Stroke – 84 x 90 mm
- Compression Ratio – 6.8:1
- Power – 45 bhp (34 kW) @ 5500 rpm
- Produced – 1936–1939
- Wheelbase – 58.5 inch
- Dry Weight – 430 lb (200 kg)
- Carburettor – 1.0625 inch Amal
- Gearbox – Burman 4 speed, triplex chain primary, wet multiplate clutch
- Frame – Brazed lug duplex tubular cradle. Cantilever rear springing
- Front forks – Brampton girder forks
- Top Speed – 110 mph (180 km/h)
1946 Series B Rapide
The Series B Rapide designed during the war and released to the press before end of hostilities looked radically different from the A:
now the oil pipes were internal, and the gearbox was part of the engine
casting (Unit Construction). The angle between the cylinders was now
50° instead of the 47.5° of the Series A engine. This allowed the use of
the engine as a stressed member of the frame, which consisted of an
oil-tank spine with the engine hanging below, and the front and rear
suspension attached at the ends. This was considered sensational at the
time, and the arrangement was not seen again till the late seventies.
The use of the engine-gearbox unit as a stressed member became more
usual. Brakes were dual single-leading shoe (SLS), front and rear. The
55.5-inch (1,410 mm) wheelbase was three inches (76 mm) shorter than the
Series A, and its dimensions were more like a 500 cc bike of the time.
A more modern hydraulic shock absorber and spring assembly later
replaced the old twin springs and friction damper. The rear seat was
supported by a sub-frame down to the rear frame pivot point, providing a
semi-sprung seat with 6 inches (150 mm) of suspension. (Yamaha would
rediscover this suspension system nearly 40 years later.)
The Series B had a Feridax Dunlopillo Dualseat, and a tool tray under the front.
[7]
The Series "B" incorporated an inline felt oil filter instead of the metal gauze of the Series "A".
Vincent used quickly detachable wheels, making wheel and tyre changes
easier. The rear wheel was reversible, and different size rear
sprockets could be fitted for quick final-drive ratio changes. The brake
& gear shift were adjustable for reach to suit individual feet. The
rear mud guard was hinged to facilitate the removal of the rear wheel.
From today's perspective, it seems incongruous that Vincent could see
the need for, and design, a cantilever rear suspension, as well as
incorporate so many other new ideas, yet use Brampton girder forks with
friction dampers up front. The two Phils felt that the telescopic forks
of the time were prone to lateral flex, so they persisted with girder
forks, and did use hydraulic damping in the Series C "Girdraulic" forks.
1948 Series C Vincents, "Black Shadow" and "Black Lightning"
The 1948
Series C Rapide differed from the Series B in having "Girdraulic" front forks – which were girder forks with hydraulic damping.
[9]
By 1950, the Series C featured a 998cc, 50-degree V-twin that put out
between 45 and 55 horsepower, depending on the state of tune (Rapide or
Black Shadow).
[10]
The
Black Shadow,
capable of 125 mph (201 km/h), and easily recognised by its black
engine and gearbox unit, and large 150 mph (240 km/h) speedometer, was
introduced. The engine produced 54 bhp (40 kW) @ 5700 rpm in Black
Shadow trim.
The
Black Lightning
was a racing version of the Black Shadow; every necessary steel part on
it that could be was remade in aluminium, and anything not essential
was removed altogether. These changes helped reduce the weight from
458 lb (208 kg) to 380 lb (170 kg). Every bit the racer, it had a single
racing seat and rear-set footrests.
The 500 cc Meteor and Comet singles were introduced, along with a 500 cc racer, the
Vincent Grey Flash. The Grey Flash racer used Albion gears, for the greater choice of ratios available.
[11] The 500 cc bikes used a wet multiplate clutch, while the 998 cc V-twins used a dry, drum-type servo clutch.
Most Vincents were painted black. In 1949 a White Shadow (a machine
to Black Shadow mechanical specification, with the Rapide colour scheme)
was available, but only 15 were sold, and the option was dropped in
1952. In 1950 16 Red Comets were shipped to the United States. There
were also 31 of the 1948 Grey Flash built.
[12]
From 1949 HRD was dropped from the name, and the logo now simply read "Vincent".
Specifications
- Make: Vincent HRD
- Model: 1948 Series C Black Shadow
- Engine: 998 cc (84 x 90 mm bore and stroke) 50° OHV V Twin, 7.3:1 CR, polished conrods
- Carburetor: 2 x 1.125-inch (28.6 mm) type 29 Amals
- Ignition: Lucas Magneto (1955 models: Kettering ignition)
- Electrics: 6v 45w dynamo
- Lubrication: Dry sump, 3 US quarts
- Gearbox: Integral Vincent four speed, triplex chain primary, dry servo – drum clutch
- Final Drive: 530 chain, 46/21 sprockets
- Tyres: 3 x 20 in front, 3.50 x 19 in rear
- Wheels: Front: 1.65 x 20 in. steel rim; Rear: 1.65 x 19 in. steel rim.
- Frame: Spine frame with engine as stressed member
- Rear Suspension: Cantilever rear springing
- Front forks: Vincent Girdraulic forks, 3" travel
- Brakes: Twin drums, 7 in diameter in front and rear, single leading shoe 7/8" wide.
- Weight: 458 lb (208 kg) – 206 kg Wet – 500 lb (227 kg)
- Wheelbase: 55.5 in. (1415 mm)
- Seat height: 32.5 in. (826 mm)
- Performance: 125 mph / 201 km/h – 55 bhp (41 kW) at 5500 rpm
- Fuel Capacity 3.5 gallons / 16 litres
- Manufacturer: The Vincent-HRD Co. Ltd., Great North Road, Stevenage, Herts
1954 "Series D" Vincents
Vincent power land speed record holder
Rollie Free featured in one of the most iconic photographs in motorcycling history.
The term "Series D" was not used by the factory, but was taken as a
natural progression by the motorcycling world. With sales falling,
Vincent tried building two new high-speed touring models; the fully
enclosed Vincent Victor (an upgraded Comet), the Black Knight (an
upgraded Rapide) and the
Vincent Black Prince
(an upgraded Shadow). They were poorly received by the public. A
short-lived unfaired version of the Black Prince was then produced.
There was still a Series D Comet.
However, sales declined further after the post war motorcycling boom
owing to the availability of cheaper motor cars, so not many "Series D"
models were made.
Fireflys, Three Wheelers, and NSU
The Firefly was a 45 cc "clip on" engined bicycle built from 1953 to
1955 under licence from Miller, who were suppliers of electrical
components to Vincent. It was also known as the Vincent Power Cycle. The
Vincent Owners Club was predictably surprised by this new, cheap,
entry-level Vincent.
By 1954, Vincent Motorcycles was in an increasingly difficult
situation. In the quest for solvency, Vincent looked for ways to improve
their position. The trike idea was revived. In 1932 "The Vincent
Bantam" was first introduced: Vincent's first 3-wheeler, powered by a
293 cc SV JAP or 250 cc Villiers engine, was a 2.5 cwt delivery van
which used a car seat and steering wheel rather than the standard
motorcycle saddle and handlebars. The Bantam was priced at £57-10-0 with
a windscreen and hood available for an additional £5-10-0. It ceased
production in 1936 – the first year of the Series A motorcycle.
In 1954/1955, due to falling sales of motorcycles, the prototype
3-wheeler powered by a Vincent Rapide 998 cc engine was produced. (Some
years later,the vehicle was named "Polyphemus" by its owner, Roy
Harper.) To keep development and production costs low, it used a parts
bin-approach, including pieces from Vincent motorcycles, as well as
wheels which came from a Morris Minor. The body was made from 16-gauge
aluminium. With the standard Rapide engine, "Polyphemus" could reach
90 mph (140 km/h). Before it was sold, in the hands of Ted Davis, it
achieved 117 mph (188 km/h) with a Black Lightning engine. The “Vincent
3-wheeler” was eventually sold to a member of the public for £500 – a
high price for any vehicle at the time (the BMC
launched four years later for £497), especially for a vehicle with no reverse gear, self starter or hood.
[2]
Unfortunately Vincent motorcycles were hand-built and expensive –
only a total of 11,000 machines were sold post-World War Two. A sales
slump in 1954 forced the company to import and sell
NSU mopeds. 160 two-stroke Foxes
NSU-Vincent
123 cc were built. There were also 40 98cc OHV four-stroke
NSU-Vincents, and Vincent also sold the "NSU Quickly" moped; too well it
appears (selling about 20,000 in one year – a foot note to how the
market had changed again), as NSU took control of its own sales after a
year.
The Last Vincent Motorcycle
At a Vincent Owners' Club dinner in the summer of 1955, Phil Vincent
announced that the company could no longer continue in the face of heavy
losses and that production of motorcycles would cease almost
immediately.
[16]
In 1955, one week before Christmas, the last Vincent came off the production line and was promptly labeled "The Last."
