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. The Meteor engine produced @ 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 , 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. 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. With 6.8:1 compression ratio, the 998 cc Series A Rapide Vincent produced , and was capable of . The high power meant that the Burman clutch and gearbox transmission did not cope well.
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. 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 Series B had a Feridax Dunlopillo Dualseat, and a tool tray under the front. 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. 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. Starting in 1948,
Indian Motorcycles distributed Vincents in the United States along with other British motorcycles including
AJS,
Royal Enfield,
Matchless and
Norton. That same year an
Indian Chief was sent to Stevenage to be fitted with a Vincent Rapide engine. The resulting hybrid Vindian did not go into production.
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. By 1950, the Series C had a 998 cc, 50° V-twin that put out , depending on the state of tune, either Rapide or Black Shadow. The Black Shadow, capable of , and easily recognised by the black coating on the engine and gearbox unit known as
Pylumin, and large speedometer, was introduced. The engine produced @ 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 to . Every bit the racer, it had a single racing seat and rear-set footrests. during his US record breaking run in 1948
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. The picture of Free, prone and wearing a bathing suit, has been described as the most famous picture in motorcycling, and Russell Wright won another World Land Speed Record at Swannanoa with a Vincent HRD motorcycle in 1955 at . 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. The 500 cc bikes used a wet multiplate clutch, while the 998 cc V-twins used a dry, drum-type servo clutch. Most Vincents had black tanks and frames. In 1949 a White Shadow (a machine to Black Shadow mechanical specification, but with silver engine casings) 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. During the Korean War nickel chrome steel was officially regulated, meaning the correct materials for some components (e.g. gears) were not available. Some motorcycles built during this period had black rims. From 1950, HRD was dropped from the name, and the logo now simply read
The Vincent.
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, 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. 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 . Before it was sold, in the hands of Ted Davis, it achieved 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. 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. One hundred and sixty 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 footnote to how the market had changed again), as NSU took control of its own sales after a year. ==Vincent Picador==