Meteor and Comet
The standard machine was known as the Meteor and the sports machine was the 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.[7] The Meteor engine produced 26 bhp @ 5300 rpm.
An unusual feature of the valve design for these engines 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, but Phil Vincent and his racing customers wanted more.
1936 Series A Rapide
Whilst working in his office at Stevenage in 1936, Phil Irving noticed that two drawings of the Vincent HRD engine lay on top of each other in a "V" formation. He set them out on the drawing board as a v-twin engine in a frame Vincents had made for a record attempt by Eric Fernihough, who no longer required it. When Phil Vincent saw the drawing he was immediately enthusiastic, and a few weeks later the first Vincent thousand had been made, with Meteor upper engine parts mounted on new crankcases.[8] 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 until 1955. Other innovations included a side stand.
Innovative telescopic forks were not adopted by Vincent, with both Phils believing girder forks were superior at the time and beyond. The Series-A had external oil lines – known as "the plumber's nightmare" – and a separate gearbox.[9]
With 6.8:1 compression ratio, the 998 cc Series A Rapide Vincent produced 45 hp, and was capable of 110 mph. The high power meant that the Burman clutch and gearbox transmission did not cope well.[10][11]
1946 Series B Rapide
The Series B Rapide designed during the war and released to the press before end of hostilities looked radically different to the A. The oil pipes were now internal. Unit construction allowed Vincent to combine the engine and gearbox into a single casing. Philip Vincent summarised his frame design philosophy in his memoirs, writing "What isn't present takes up no space, cannot bend, and weighs nothing — so eliminate the frame tubes!" The angle between the cylinders was changed to 50° from the 47.5° of the Series A engine to allow the engine to be installed as a stressed member. This enabled Vincent to reduce the frame to an upper frame member (UFM) that was a steel box-section backbone that doubled as an oil tank, and to which the front headlug and rear suspension were attached. Brakes were dual single-leading shoe (SLS), front and rear. The 56.5 in wheelbase was 1.5 in shorter than the Series A, and its dimensions were closer to contemporary 500 cc bikes.[12]
The Series B had a Feridax Dunlopillo Dualseat, and a tool tray under the front.[13]
The Series "B" incorporated an internal 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.
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.[15] By 1950, the Series C had a 998 cc, 50° V-twin that put out 45 to 55 hp, depending on the state of tune, either Rapide or Black Shadow.[16]
The Black Shadow, capable of 125 mph, and easily recognised by the black coating on the engine and gearbox unit known as Pylumin,[17] and large 150 mph speedometer, was introduced. The engine produced 54 bhp @ 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 to 380 lb. Every bit the racer, it had a single racing seat and rear-set footrests. Rolland "Rollie" Free (18 November 1900 – 11 October 1984) was a motorcycle racer best known for breaking the US motorcycle land speed record in 1948 on the Bonneville Salt Flats, Utah on a Vincent Black Lightning.[18]
1954 Series D Vincents
The Series D was a natural progression of upgraded machine specification with a modifications to the rear subframe, suspension, seat arrangement and with a new hand-operated stand.
Additional new models were created introduced by fitting some machines with a fibreglass handlebar fairing having a tall screen and matching front legshields and long side enclosures, creating streamlining to improve rider comfort. Named Victor (based on the Comet), Black Knight (based on the Rapide) and Black Prince (based on the Shadow), they were poorly received by the public and suffered delays in production when waiting for the new bodywork to be supplied with an acceptable paint finish.[26]
Sales declined further after the post-war motorcycling boom owing to the availability of cheaper motor cars, a little over 500 "Series D" models were made in total. All motorcycle production ceased in December 1955.
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.[27]
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. Before it was sold, in the hands of Ted Davis, it achieved 117 mph 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, especially for a vehicle with no reverse gear, self-starter or hood.[4] The BMC Mini
