c.1950 Vincent 998cc Rapide (see text), Frame no. RC5109B Engine no. F10AB/1/774

c.1950 Vincent 998cc Rapide (see text)
Frame no. RC5109B
Engine no. F10AB/1/774
Rear frame no. RC7800.
• Present ownership since 1992
• Restored between 1994 and 2000
• Little used since completion
• Original (damaged) rear frame RC5109B available

The outbreak of WW2 in 1939 brought production of all Series-A models to a halt, and when Vincent resumed production at the war's end it was with the all-new Series-B. Its rear suspension aside, the Series-A Vincent-HRD had been conventional enough: tubular steel frame, girder forks, separate gearbox, etc but with the Series-B Messrs Vincent and Irving effectively established the marque's reputation for the defiance of convention in the pursuit of engineering excellence. For a start there was no 'frame' as such, merely a fabricated box attached to the cylinder heads that served as the oil tank and incorporated the headstock and attachment point for the rear springs. The gearbox was integral with the engine, and the swinging arm pivoted directly in the engine/gearbox casings, features commonplace today but unusual 60 years ago. Only in his retention of the pre-war Brampton girder fork did Phillip Vincent appear to be lagging behind other manufacturers, almost all of which had switched to telescopics, but this apparent shortcoming would soon be addressed by the introduction of the famous 'Girdraulic' fork. Introduced in 1946, the Vincent-HRD Series-B Rapide was immediately the fastest production motorcycle on sale anywhere, with a top speed of over 110mph.

According to factory records held by the Vincent Owners Club, upper frame 'RC5109' left the factory in a Comet while the rear frame, 'RC7800', originally formed part of a Rapide despatched to the USA in 1951. The engine, 'F10AB/1/774', is from a Series-B Rapide shipped to the USA in 1948.

Purchased by the current owner in July 1992, the Vincent was said to have been in storage for the preceding 20 years. Commencing in 1994, its restoration took several years to complete, with components sent to various recognised experts for refurbishment. A new big-end bearing was installed by C Taylor; new cylinder muffs, liners, and pistons/rings sourced from Ron Kemp in the UK; and the cylinder heads completely overhauled by D Busby and H Altounian. Black Shadow carburettors, include Teflon slides, were supplied by J Straight, and the magneto rebuilt with PT points by K Bell. The Girdraulic forks were re-bushed, while the many new parts fitted include all four brake drums, springs, spring shrouds, shock absorbers, and lots of stainless steel and chrome. In addition, the machine has been upgraded with an Alton generator and V2 clutch.

Since the restoration's completion in 2000, the Rapide has been stored in a heated workshop and ridden mainly at Vincent rallies, covering relatively few miles. The vendor advises us it is easy to start and a good ride.