Vincent Motorcycles was a British manufacturer of motorcycles from 1928 to 1955. The business was established by Philip Vincent who bought an existing manufacturing name HRD, initially renaming it as Vincent HRD, producing his own motorcycles as HRD did previously with engines purchased as complete assemblies from other companies. From 1934, two new engines were developed as single cylinder in 500cc and v-twin 1,000cc capacities. Production grew from 1936, with the most-famous models being developed from the original designs after the War period in the late 1940s.[7]
The 1948 Vincent Black Shadow was at the time the world's fastest production motorcycle.[8] The name was changed to Vincent Engineers (Stevenage) Ltd. in 1952 after financial losses were experienced when releasing capital to produce a Vincent-engined prototype Indian (Vindian) for the US market during 1949.[7] In 1955 the company discontinued motorcycle production after experiencing further heavy financial losses.
History
Vincent Motorcycles, "the makers of the world's fastest motorcycles", began with the purchase of HRD Motors Ltd less the factory premises, by Philip 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 J.A.P. engines.
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.
Philip Vincent was advised to start production under an established name. He had built a motorcycle of his own in 1927 and in 1928 had registered a patent for a cantilever rear suspension of his own design. With the backing of his family wealth from cattle ranching in Argentina, Vincent acquired the trademark, goodwill and remaining components of HRD from Humphries for £450 in 1928.
The company was promptly renamed Vincent HRD Co., Ltd and production moved to Stevenage. The new trademark had The Vincent in very small letters above the large "HRD". After World War 2 Britain had an export drive to repay its war debts, and the USA was the largest market for motorcycles, so from 1950 the HRD was dropped from the name to avoid any confusion with the "HD" of Harley Davidson, and the motorcycle became the Vincent.[9][bettersourceneeded]
In 1928 the first Vincent-HRD motorcycle used a J.A.P. single-cylinder engine in a Vincent-designed cantilever frame. The earliest known example extant exists in Canberra, Australia. Some early bikes used Rudge-Python engines. But after a disastrous 1934 Isle of Man TT, with engine problems and all three entries failing to finish, Phil Vincent and Phil Irving decided to build their own engines.
Phil Vincent also experimented with three-wheeled vehicles, amphibious vehicles, and automobiles. In 1932 the first 3-wheeler, "The Vincent Bantam" appeared, powered by a 293cc Villiers engine. It was a 2.5 cwt delivery van with a car seat and a steering wheel. The Bantam cost £57-10-0 and the windscreen and hood option cost £5-10-0. Production ceased in 1936.[10]
In late 1931 Phil Irving first joined Vincent as an engineer alongside fellow-engineer E.J. Massey from the original HRD company after initially working on metallurgy for Velocette,[11][12] leaving to return to his native Australia in 1949.[7] His first engine design was an OHV 500cc single-cylinder engine in 1934 called the "Meteor".
World War II
In 1937 Phil Irving went to work for Velocette but returned to Vincent Motorcycles in 1943. Vincent primarily made munitions, but Vincent engines were trialled in boats and portable pumps during the war, and the end of hostilities saw Vincent ready to return to motorcycle production. Vincent developed a highly efficient opposed-piston two-stroke engine for use in air-dropped lifeboats, although development outlasted the war and it never went into service.
Vincent already looked to the United States for sales, and in 1944 Eugene Aucott opened the first USA dealership in the city of Philadelphia. Others followed.
The standard motor was known as the Meteor and the sports motor 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.[13] The Meteor motor produced 26bhp (19kW) @ 5300rpm.
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 90mph (140km/h), but Phil Vincent and his racing customers wanted more.
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.[14] 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.[15]
With 6.8:1 compression ratio, the 998cc Series A Rapide Vincent produced 45hp (34kW), and was capable of 110mph (180km/h). The high power meant that the Burman clutch and gearbox transmission did not cope well.[16][17]
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!"[18]:35 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 56.5in (1,440mm) wheelbase was 1.5in (38mm) shorter than the Series A, and its dimensions were closer to contemporary 500cc bikes.[18]:124–127
The Series B had a Feridax Dunlopillo Dualseat, and a tool tray under the front.[19]
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.[20] 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.
The 1948 Series C Rapide differed from the Series B in having "Girdraulic" front forks – which were girder forks with hydraulic damping.[21] By 1950, the Series C had a 998cc, 50° V-twin that put out 45 to 55hp (34 to 41kW), depending on the state of tune, either Rapide or Black Shadow.[22]
The Black Shadow, capable of 125mph (201km/h), and easily recognised by the black coating on the engine and gearbox unit known as Pylumin,[23] and large 150mph (240km/h) speedometer, was introduced. The engine produced 54bhp (40kW) @ 5700rpm in Black Shadow trim.[citation needed]
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 458lb (208kg) to 380lb (170kg).[citation needed] Every bit the racer,[opinion] it had a single racing seat and rear-set footrests.
Rollie Free 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.[24][25] The picture of Free, prone and wearing a bathing suit, has been described as the most famous picture in motorcycling,[26] and Russell Wright won another World Land Speed Record at Swannanoa with a Vincent HRD motorcycle in 1955 at 185.15mph (297.97km/h).[27]
The 500cc Meteor and Comet singles were introduced, along with a 500cc racer, the Vincent Grey Flash. The Grey Flash racer used Albion gears, for the greater choice of ratios available.[28] The 500cc bikes used a wet multiplate clutch, while the 998cc 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.[29][bettersourceneeded]
During the Korean War nickel chrome steel was officially regulated, meaning the correct materials for some components (e.g. gears) were not available.[30] 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.[9][bettersourceneeded][31]
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,[32] 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.[32]
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 45cc "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.[33][bettersourceneeded]
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 293cc SV JAP or 250cc 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.
NSU-Vincent Fox
In 1954/1955, due to falling sales of motorcycles, the prototype 3-wheeler powered by a Vincent Rapide 998cc 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 90mph (140km/h). Before it was sold, in the hands of Ted Davis, it achieved 117mph (188km/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, especially for a vehicle with no reverse gear, self-starter or hood.[10] The BMC Mini launched four years later at a price of £497.[34]
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 123cc 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
In an attempt to diversify the company, Phil Vincent undertook development of a version of the motorcycle V-twin for aircraft applications.[30] Development of this engine, named Picador, began in 1951 and continued until 1954, diverting funds from the motorcycle product line.
The Picador was intended to power ultra-light aircraft.[35] In particular the engine was to be used in the ML Aviation U120D Queen Bee pilotless target drone.[36] To qualify for the government contract the motor had to be capable of passing prolonged full power operation tests.
Initially built to Black Lightning specifications, the engine followed typical Vincent practice, with two air-cooled cylinders in a 50° V-formation and with the cylinders offset to improve cooling of the rear cylinder's exhaust valve. The engine displacement was 998cc (60.9cuin), and it weighed 200lb (91kg),[citation needed] with a power output of 65hp (48kW) @ 5000rpm.[citation needed] The valves were operated by rockers and short pushrods driven by two camshafts mounted high in the engine's timing case, an arrangement euphemistically called "semi-overhead camshafts". The Picador motor was upgraded with a larger principal driveshaft, different big-ends, Scintilla magneto, and a double speed oil pump. To prevent fuel starvation during the U120D's rocket-assisted launch when accelerations of 10Gs would be generated, mechanical fuel injection driven from the propeller shaft replaced the usual carburettors. Unusually for an aircraft engine, the engine was mounted with the crankshaft transverse, although in the Queen Bee drone the engine was rotated 180° from its motorcycle applications, with the exhaust ports at the rear. An oilbath chain primary drive and a bevel gear drove the propeller with a 2:1 reduction from the engine speed.
Due to ML Aviation's inability to deliver a working radio control system, Vincent did not win the contract.
Russel Wright's record breaking bike was fitted with a Picador crank and oil pump, by Vincent, while in England for Earls Court, shortly after the 1955 record attempt.[37]
"The Last" Vincent motorcycle
At the annual dinner of the Vincent H.R.D. Owners Club 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. In 1955, one week before Christmas, the last Vincent came off the production line.[38]
The factory then turned to general engineering, the manufacture of industrial engines, and there was the Amanda water scooter.[16] A Vincent engineer lost his life testing it, drowning at sea.[39]
The company went into receivership in 1959. The name and motorcycle component manufacturing rights were taken over by a local business, Harper Engines Ltd., of Stevenage, Herts.,[1][2] and has since been bought and sold by other engineering firms. In the early 1970s the Vincent Owners Club created via public subscription the VOC Spares Company Ltd to ensure continued availability of spares. The company is independent of the club who retain a majority share holding.[40][41][bettersourceneeded]
Subsequent developments
Norvin
Norvin in traditional 1960s style showing Shadow engine finish in a Manx Norton frame, forks, swinging arm and wheels with rear hub reversed to suit the Vincent timing–side final drive
Vincent engines have been fitted to other frames. The most common was the Norvin, using a Norton Featherbed frame. Other names were used, including Vincent–Norton, Vinton,[42] and Vin–Nor.[43]
Somerton Viscount 998cc Norvin with Manx Norton frame, swinging arm and wheels with Norton roadster 'Roadholder' front forks
Whereas most were one-off builds, an early attempt at production was announced by Staffordshire engineer Tom Somerton in late 1959, with an intended low-volume run from 1960.[44] It's not known how many were completed.
New Norvins were announced by Hailwood Motorcycle Restorations in 2008,[45] a brand associated with David Hailwood (Mike Hailwood's son) and bike restorer John Mossey. The business soon was dissolved.[46]
The Norvin is now available from John Mossey under a new brand, JMC Classics, together with the Egli-framed Vincent.
Fritz Egli, a specialist frame manufacturer based in Switzerland, produced an Egli-Vincent, and around 100[citation needed] were produced between 1967 and 1972.[clarification needed] Egli-Vincents were subsequently built under licence in France by Patrick Godet[47] and Slater Brothers in the UK.[48] JMC Classics also produce new Egli framed Vincents in UK.
Vincent RTV Motorcycles
Vincent RTV1200
In 1996, a new motorcycle company was formed by three individuals, Rodney Brown (a metallurgical engineer), Terry Prince (a Vincent enthusiast and specialist) and Ron Slender.[49] Brown provided the financial start and along with Prince were the founding directors, with Slender specialising with business development post-production. The company was named RTV Motorcycles. Its ambition was to produce a modern-day classic Vincent motorcycle that could be marketed, in reasonable volumes, worldwide. It used a redesigned and modernised version of the Vincent engine, engineered by Prince, with an increased capacity and in an Egli-style frame. The motorcycles were to be built individually by hand.
The range was to include both a touring and sports model in capacities of 1,000cc (RTV1000) and 1,200cc (RTV1200). Complete new engines would also be made available for separate purchase. Production was initially to begin for the larger capacity machine designated the RTV1200. These were to be fitted, as standard, with state of the art Bosch electric start, Brembo brakes, adjustable Paioli upside down forks, Ohlins rear monoshock and V-2 multiplate clutch. The first factory prototype RTV was built in 1998; other RTV prototypes were in various stages before the company went into voluntary liquidation towards the end of that year.[50]
Vincent Motors
Vincent Motors USA founder and president, Bernard Li, acquired the Vincent trademark in 1994 and formally launched Vincent Motors USA in 1998, spending about $2 million building prototypes that resemble the original Vincent but utilised modern components like the Honda RC51 V-twin engine. Vincent Motors was based in San Diego.[51]
A resurrection of the Vincent name is now unlikely as the RC51 engine is out of production, and Li was killed in a single-bike crash in Arizona in 2008.[52]
Irving Vincent
The Irving Vincent is produced in small numbers by HRD Engineering (Horner Race Development – Ken and Barry Horner) in Hallam, Victoria, Australia. Announced in 2003,[53] it is a re-engineered version based on the original Phil Irving drawings, with engine capacities of 1000cc, 1300cc or 1600cc.[54][55]
Apart from the basic elements of the design, the Irving-Vincent was fully updated, with modern metallurgy, casting and milling allowing far stronger engine construction.[56] The first Irving-Vincent was 1299cc in capacity, had a 14:1 compression ratio, ran on ethanol and developed around 135hp.[56] Subsequent models increased the engine capacity to 1,571cc,[56] developing 165hp, followed by a four-valve, fuel injected engine of 1,600cc developing 180hp and a top speed of nearly 170mph.[56]
The marque gained worldwide recognition by winning the Daytona (Florida, US) 'Battle of the Twins' in its first attempt in 2008, ridden by Craig McMartin.[57][58] Plans were made to return to Daytona for the 'Battle of the Twins' with the 1,600cc engined model, but this didn't happen.[56]
The Vincent Black Shadow is a British motorcycle designed and built at the Vincent works in Great North Road, Stevenage, Hertfordshire UK. Motorcycles produced by Vincent H·R·D at their factory in Stevenage, Hertfordshire, England were renowned for their design innovation, engineering excellence and high performance. Already advertising their existing 110 mph Rapide machine as "The world's fastest production motorcycle", in February 1948 the distinctive Vincent Black Shadow was announced with a top speed of 125 mph. Built in three different Series over the course of its life, the line continued until 1955, after which the company stopped all motorcycle production.
Matchless is one of the oldest marques of British motorcycles, manufactured in Plumstead, London, between 1899 and 1966. A wide range of models were produced under the Matchless name, ranging from small two-strokes to 750 cc four-stroke twins. Matchless had a long history of racing success; a Matchless ridden by Charlie Collier won the first single-cylinder race in the first Isle of Man TT in 1907.
HRD Motors Ltd was a British motorcycle manufacturer in the 1920s. It was founded by Howard Raymond Davies. He had worked in motorcycling, and had raced with some success in the mid-twenties, but often not finishing due to unreliability. This inspired him to build a reliable performance motorcycle, using the advertising slogan "Built by a rider". Others also aimed at a similar market, like George Brough of Brough Superior motorcycles.
Roland "Rollie" Free was a motorcycle racer best known for breaking the American motorcycle land speed record in 1948 on the Bonneville Salt Flats, Utah. The picture of Free, prone and wearing a bathing suit, has been described as the most famous picture in motorcycling.
The Cotton Motor Company, was a British motorcycle manufacturer of 11a Bristol Road, Gloucester, and was founded by Frank Willoughby Cotton in 1918. F.W. presided over the company until his retirement in 1953. The company was reconstituted as E. Cotton (Motorcycles) Ltd, and traded until 1980. The marque was later resurrected in the late 1990s by a business which manufactured replicas of earlier machines.
The Ducati 750 Imola Desmo is a racing motorcycle built by Ducati that won the 1972 Imola 200 race in the hands of Paul Smart. This win helped define Ducati's approach to racing.
The L-twin is a naturally aspirated two-cylinder petrol engine by Ducati. It uses a 90-degree layout and 270-degree firing order and is mounted with one cylinder horizontal.
A motorcycle frame is a motorcycle's core structure. It supports the engine, provides a location for the steering and rear suspension, and supports the rider and any passenger or luggage. Also attached to the frame are the fuel tank and battery. At the front of the frame is found the steering head tube that holds the pivoting front fork, while at the rear there is a pivot point for the swingarm suspension motion. Some motorcycles include the engine as a load-bearing stressed member; while some other bikes do not use a single frame, but instead have a front and a rear subframe attached to the engine.
The Vincent Rapide is a line of standard motorcycles designed and built by the Vincent HRD motorcycle company at their works in Great North Road, Stevenage, Hertfordshire, England. The model debuted in 1936 and was built until 1939. Production resumed in 1946 and ended in 1955. Four major versions were built, labelled Series A through D.
The Vincent Comet was designed and built at the Vincent works in Great North Road, Stevenage, Hertfordshire, England. It was one of four 499 cc single models. As well as the sports Comet, Vincent produced a TT racing model, the Comet Special and the standard Vincent Meteor which shared many of the same cycle parts.
Philip Edward Irving MBE, CEng., FIMechE., MSAE. (1903–1992) was an Australian engineer and author, most famous for the Repco-Brabham Formula One and Vincent motorcycle engines. He also worked at Velocette motorcycles, twice, and drew the engine of the 1960 EMC 125cc racer.
Philip Conrad Vincent was a British motorcycle designer and manufacturer. Founder of Vincent Motorcycles, his designs influenced the development of motorcycles around the world.
The Vincent Black Prince was a British motorcycle made between 1954 and 1955 by Vincent Motorcycles. A year before the factory closed in 1955, Vincent produced the enclosed range of Vincent Black Knight and Black Prince. Philip Vincent described it as a "two-wheeled Bentley", and the enclosed Vincents attracted a lot of attention at the November 1954 Earls Court show. Quality problems with early production of the glass-fibre mouldings necessitated a replacement supplier causing delays. The last Black Prince left the Vincent production line on Friday, 16 December 1955.
The Royal Enfield Bullet was initially an overhead valve, single-cylinder, four-stroke motorcycle made by Royal Enfield in Redditch, Worcestershire, now produced by Royal Enfield (India) at Chennai, Tamil Nadu. A company originally founded by Madras Motors to build Royal Enfield motorcycles under licence of India. The Royal Enfield Bullet has the longest and unchanged production run of any motorcycle having remained continuously in production since 1948. The Bullet marque is even older, and has passed 75 years of continuous production. The Royal Enfield and Bullet names were derived from the British company which had been a subcontractor to Royal Small Arms Factory in Enfield, London.
The Vincent Black Lightning was a Vincent-HRD motorcycle first built in September 1948 at the Vincent works in Great North Road, Stevenage, Hertfordshire, UK, and produced from 1948 to 1952. The bike was a purpose-built factory modified Black Shadow that was then named and produced as the Black Lightning. At the time the Black Lightning was the fastest production motorcycle in the world.
The Vincent Black Knight is a British motorcycle made between 1954 and 1955 by Vincent Motorcycles. A year before the factory closed in 1955, Vincent produced the enclosed range of Black Knight and Black Prince. Known as the 'Series D', the Black Knight was an upgraded Vincent Rapide which was fully enclosed to keep the rain and dirt from the rider. As well as allowing Vincent to reduce production costs, the enclosure actually improved performance by directing more air to the rear cylinder. Phil Vincent described it as a 'two-wheeled Bentley' and the enclosed Vincents got a lot of attention at the 1955 Earls Court show. Problems with production of the glass fibre mouldings meant that many riders removed them, which eventually led to financial difficulties and the factory closed on 16 December 1955.
The Vincent Meteor is a British motorcycle designed and built at the Vincent works in Great North Road, Stevenage, Hertfordshire UK. Developed from the Vincent Rapide by Australian engineer Phil Irving in 1935, the Meteor was powered by Vincent Motorcycles first in-house engine and was one of four 499cc single models. As well as the 'standard' Meteor, Vincent produced a sports version, the Vincent Comet, as well as a TT racing model which shared many of the same cycle parts.
Colin Jordan Seeley was a British motorcycle retailer who later became a motorcycle sidecar racer, motorcycle designer, constructor and retailer of accessories. In 1992 he was involved in running the Norton Rotary race team.
Gunga Din is the nickname of a particular standard motorcycle built by the Vincent HRD company at their factory in Stevenage, Hertfordshire, England. The bike was first assembled in 1947 as a Series B Rapide. It came to fill two roles; one of only two factory-backed racing bikes and a development platform for Vincent's high-performance V-twin models. Gunga Din underwent extensive modification throughout its working life until it was abandoned at the factory in the mid-1950s. Rediscovered in 1960, the bike was not restored until 2009.
George Brown was a motorcycle racer, known as " the father of British sprinting". Brown raced a variety of bikes but is most closely associated with the Vincent brand. For a time he worked at Vincent, where he headed up their Experimental department and raced the factory-backed single and V-twin bikes. Brown left Vincent to establish his own motorcycle shop and as a sideline built high-performance sprint bikes that he rode to several national and international records.
1 2 Motorcycle Mechanics, August 1961, p69. Advert – Vincent Harper Engines Ltd., Stevenage, Herts. "Successors to Vincent Engineers (Stevenage) Ltd. The only manufacturers of genuine VINCENT spares. Works Service, Repairs, Spares Counter or prompt C.O.D.". Accessed 18 September 2014
1 2 Motorcycle Mechanics, September 1964, pp.34–35, 56 Black Shadow – Harper Engineering rebuild, road test by editor Bill Lawless. Accessed 18 September 2014
↑ Classic Bike, September 2002, The Vincent Story – Timeline, by Dave Minton. "Vincent Engineers is bought by the Harper Group and registered as Harper Engines Ltd.". p.31 Accessed 26 September 2014
↑ Motorcycle Sport, July 1979, p.360 P.C.Vincent – A tribute by R.R.H. (Robert 'Bob' Holliday, ex-editor of Motor Cycling) "Much of the efficiency is due to the development work of Ted Davis, then Vincent's Chief Tester". Accessed 26 September 2014
1 2 Motorcycle Sport, July 1979, p.349 P.C.Vincent – A tribute by R.R.H. (Robert 'Bob' Holliday, ex-editor of Motor Cycling) "While George Brown was breaking records with his solo Vincents, Ted was dusting up the opposition with his chair outfit using a Lightning engine.". Accessed 26 September 2014
↑ Classic Bike, September 2002, The Vincent Story – Timeline, by Dave Minton. "1947. George Brown, a Vincent tester and racer, builds Gunga Din, the father of all Vincent twin record breakers, and changes the world by forcing the Black Shadow and Black Lightning into life...". p.28 Accessed 26 September 2014
1 2 3 Classic Bike, September 2002, The Vincent Story – Timeline, by Dave Minton, pp.27–31 Accessed 17 September 2014
1 2 "Vincent". www.3wheelers.com. Archived from the original on 28 October 2016. Retrieved 11 January 2018.
↑ Motorcycle Sport, July 1979, p.350 P. C. Vincent – A tribute by R. R. H. (Robert 'Bob' Holliday, ex-editor of Motor Cycling) Accessed 26 September 2014
↑ Harper, Roy (1975), The Vincent HRD Story; Volume 2 of The Authorised record of the HRD and Vincent era, Vincent Publishing Company, pp.93–94, ISBN978-0950418650
↑ Wilson, Hugo. (1993) The Ultimate Motor-Cycle Book p.82 Vincent HRD "The pre-war bikes were nicknamed 'the plumber's nightmare' due to their confusion of external oil pipes." Dorling Kindersley ISBN0751300438 Accessed 17 July 2014
↑ Classic Bike, September 2002, The Vincent Story – Timeline, by Dave Minton. "1949. Vincent drops the HRD logo in case Americans perceive a Harley-Davidson connection.". p.29 Accessed 26 September 2014
1 2 Shaping the Future, Part 2. Interview with Avon fibreglazier, works director Doug Mitchenall, by Roy Poynting. The Classic Motor Cycle, June 1996 pp.25–29. Accessed 14 January 2020 "..why don't you think about making a complete motocycle body?". "Perhaps they should have thought about the demise of the enclosed Vincents before becoming too enthusiastic."
↑ Green, Peter. "Vincent Firefly". The Moped Archive. Archived from the original on 26 September 2007. Retrieved 22 October 2006.
↑ Motorcycle Mechanics, December 1966, pp.50–51, VINTON. "Over three years and over £500 in parts alone have contributed to the finest Vincent/Norton in the country. The bike belongs to John Willers of South London who originally used the bike for sprinting, but has recently turned to racing it". Accessed 27 May 2018
↑ Motorcycle Mechanics, December 1964, pp.34–35, Vin–Nor sprinter. "John Willers of Mitcham started building his Vincent/Norton special several years ago. He aimed to make it a dual–purpose machine that would see off anything else on the road and also acquit itself creditably on the sprint strips". Accessed 2 December 2013
↑ Motorcycle News, 30 December 1959, front page: British big twin comeback. "...the decision of Staffordshire engineer Tom Somerton to produce a limited number of hand-built 'Lightnings' with considerably modified 998cc Vincent Black Lightning power units housed in Manx Norton frames..." and "On page six Peter Howdle describes the design in detail and reveals that one of the first production models will shortly be handed to MCN for test". Accessed 8 December 2013
↑ "Hailwood Motorcycle Restorations Ltd". Companies in the UK. Archived from the original on 3 December 2013. Retrieved 2 December 2013. – Incorporated March 2008. First strike-off April 2010, Dissolved February 2011.
↑ "Egli-Vincent". Godet Motorcycles. Archived from the original on 15 October 2006. Retrieved 22 October 2006.
↑ Allen, Guy (14 January 1998). "Scoop RTV1200 ride". Australian Motorcycle Trader. pp.6–7. Archived from the original on 11 June 2012. Retrieved 29 July 2012.
↑ Cathcart, Alan (9 March 2012). "AMCN: Simple Is Best". motoring.ninemsn.com.au. Archived from the original on 1 June 2014. Retrieved 31 May 2014.
Further reading
Harper, Roy R. (November 1974). Vincent H.R.D. Gallery. Vincent Publishing Company. ISBN978-0950418605.
Harper, Roy (1985). Vincent Vee Twins – The famous 1000 series, plus 500 singles. 12-14 Long Acre, London: Osprey Publishing Limited. ISBN978-0-85045-435-2.{{cite book}}: CS1 maint: location (link)
Harper, Roy, ed. (2008). 1908 - 2008 P.C. Vincent The Snarling Beast. Vincent Publishing Company. ISBN978-0-905943-20-6.
Preece, Geoff (14 November 1992). HRD Motor Cycles: Produced by a Rider. J. Bickerstaff. ISBN978-0952029205.
Vincent, Philip (December 1976). P.C.V. Vincent The Autobiography of Philip Vincent. Vincent Publishing Company. ISBN978-0950418612.
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