View source for Vincent Motorcycles

{{short description|British motorcycle manufacturer}}
{{Use dmy dates|date=March 2020}}
{{Use British English|date=May 2017}}
{{Infobox company
| name = Vincent Engineers Ltd
| logo = Vincent Logo.PNG
| logo_size = 215px
| image = New York Vincent-HRD Series C Black Shadow Motorcycle.jpg
| image_caption = Vincent Series C Black Shadow
| trade_name = Vincent Engineers (Stevenage) Ltd.
| former_name = Vincent HRD
| fate = Bankrupt
| foundation = 1928
| founder = [[Phil Vincent|Philip Vincent]]
| defunct = 1959
| location = [[Stevenage]], [[Hertfordshire]], England
| industry = Manufacturing and engineering
| key_people =     {{ubl|[[Phil Irving]] (designer and development engineer)|Ted Davis (chief tester)<ref name="Holliday"/><ref name="Holliday2"/>
|[[George Brown (motorcyclist)|George Brown (tester)]]<ref name="Holliday2"/><ref name=Timeline4/> }}
| products = Motorcycles, three-wheelers, pumps, amphibious vehicles, drones
| successor = Harper Engineering (Stevenage)<ref name="Mechanics"/><ref name="Mechanics2"/><ref name=Timeline2/>
| num_employees =
| parent =
| subsid =
}}

'''Vincent Motorcycles''' was a British manufacturer of [[motorcycles]] from 1928 to 1955. The business was established by [[Phil Vincent|Philip Vincent]] who bought an existing manufacturing name [[HRD Motorcycles|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 engine|single cylinder]] in 500&nbsp;cc and [[V-twin engine|v-twin]] 1,000&nbsp;cc capacities. Production grew from 1936, with the most-famous models being developed from the original designs after the War period in the late 1940s.<ref name=Timeline>''[[Classic Bike]]'', September 2002, ''The Vincent Story'' – Timeline, by ''Dave Minton'', pp.27–31 Accessed 17 September 2014</ref>

The 1948 [[Vincent Black Shadow]] was at the time the world's fastest production motorcycle.<ref name="Ward">{{cite book |last=Ward|first=Ian |title=Great British Bikes |year=1987 |publisher=Macdonald & Co |isbn=978-0-7481-0020-0}}</ref> 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 (motorcycle)|Indian]] (''Vindian'') for the US market during 1949.<ref name=Timeline/> 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 Motorcycles|HRD Motors]]. Various models were produced, generally powered by [[J. A. Prestwich Industries|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.

===Phil Vincent===
{{Main|Phil Vincent}}
[[File:Cantilever motorcycle.jpg|thumb|Detail of Vincent cantilever suspension]]
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.

[[File:HRD motorcycle badge.JPG|thumb]] 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.<ref name="VOC history">{{cite web|url=http://www.voc.uk.com/net/clubinfo2.php|title=The Club — The Marque's History|access-date=11 January 2018|website=www.voc.uk.com|url-status=live|archive-url=https://web.archive.org/web/20180112043115/http://www.voc.uk.com/net/clubinfo2.php|archive-date=12 January 2018}}</ref>{{Better source needed|date=July 2018}}

In 1928 the first Vincent-HRD motorcycle used a [[J. A. Prestwich Industries|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 [[hundredweight|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.<ref name="3wheelers.com">{{cite web|url=http://www.3wheelers.com/vincent.html|title=Vincent|access-date=11 January 2018|website=www.3wheelers.com|url-status=live|archive-url=https://web.archive.org/web/20161028195108/http://www.3wheelers.com/vincent.html|archive-date=28 October 2016}}</ref>

===Phil Irving===
{{Main|Phil Irving}}
[[File:ZweiRadMuseumNSU Vincent Comet.JPG|thumb|Vincent Comet from 1950 at the [[Deutsches Zweirad- und NSU-Museum]]]]
In late 1931 Phil Irving first joined Vincent as an engineer alongside fellow-engineer [[HRD Motorcycles#1924|E.J. Massey]] from the original HRD company after initially working on metallurgy for [[Velocette]],<ref name="Holliday Irving">Motorcycle Sport, July 1979, p.350 ''P. C. Vincent – A tribute'' by R. R. H. (Robert 'Bob' Holliday, ex-editor of [[Motor Cycling (magazine)|''Motor Cycling'']]) Accessed 26 September 2014</ref><ref>{{cite web |url= http://www.vincentmotors.com/HIS/|title= Vincent Motors History|author=<!--Staff writer(s); no by-line.--> |date= 2004|website= Vincent Motors|publisher= Vincent Motors, USA|access-date= 22 October 2006|url-status= dead|archive-date= 2 July 2010|archive-url= https://web.archive.org/web/20100702031325/http://www.vincentmotors.com/HIS/}}</ref> leaving to return to his native Australia in 1949.<ref name=Timeline/> His first engine design was an OHV 500&nbsp;cc 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 [[Vincent lifeboat engine|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.

==Models==
===Meteor and Comet===
{{Main|Vincent Meteor|Vincent Comet}}
[[File:Vincent HRD (4156704856).jpg|thumb|upright|Vincent HRD]]
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.<ref name="ntnoa">{{cite web|url=http://www.ntnoa.org/History.htm#Vincent|website=www.ntnoa.org|title=NTNOA Histories − The Vincent|access-date=31 January 2018|url-status=live|archive-url=https://web.archive.org/web/20180109063836/http://www.ntnoa.org/History.htm#Vincent|archive-date=9 January 2018}}</ref> The Meteor engine produced {{cvt|26|bhp}} @ 5300&nbsp;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 {{cvt|90|mph}}, but Phil Vincent and his racing customers wanted more.

===1936 Series A Rapide===
{{Main|Vincent Rapide}}
[[File:Vincent Rapide Series A (1939).JPG|thumb|Vincent 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.<ref name=Harper1975>{{citation |title=The Vincent HRD Story; Volume 2 of The Authorised record of the HRD and Vincent era |first=Roy |last= Harper |publisher=Vincent Publishing Company |year=1975 |isbn= 978-0950418650 |pages=93–94 }}</ref> 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 [[Lugged steel frame construction|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.<ref name="Hugo">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 {{ISBN|0751300438}} Accessed  17 July 2014</ref>

With 6.8:1 compression ratio, the 998&nbsp;cc Series A Rapide Vincent produced {{cvt|45|hp}}, and was capable of {{cvt|110|mph}}. The high power meant that the Burman clutch and gearbox transmission did not cope well.<ref name="chadwickVbikes">{{cite web |url=http://www.ianchadwick.com/motorcycles/britbikes/brit_v.html |title=British motorcycle manufacturers – V |website=www.ianchadwick.com |access-date=12 January 2018 |url-status=live |archive-url=https://web.archive.org/web/20170527100415/http://www.ianchadwick.com/motorcycles/britbikes/brit_v.html |archive-date=27 May 2017  }}</ref><ref>Motorcycle Sport, July 1979, p.350 ''P.C.Vincent – A tribute'' by R.R.H. (Robert 'Bob' Holliday, ex-editor of [[Motor Cycling (magazine)|''Motor Cycling'']]) Accessed 23 June 2014</ref>

==={{anchor|Series B Rapide}}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!"<ref name="originalbook"/>{{rp|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 {{cvt|56.5|in|adj=on}} wheelbase was {{cvt|1.5|in}} shorter than the Series A, and its dimensions were closer to contemporary 500&nbsp;cc bikes.<ref name="originalbook">{{cite book |last=Bickerstaff |first=J P |date=1997 |title=Original Vincent Motorcycle |location=Bideford, Devin UK |publisher=Bay View Books Ltd |isbn=978-1-870979-83-2 }}</ref>{{rp|124–127}}

The Series B had a Feridax Dunlopillo Dualseat, and a tool tray under the front.<ref>{{cite web |url=http://www.thevincent.com/vinmodel.htm |title=Vincent Motorcycle Models |website=thevincent.com |access-date=22 October 2006 |url-status=live |archive-url=https://web.archive.org/web/20161203041158/http://www.thevincent.com/vinmodel.htm |archive-date=3 December 2016  }}</ref>

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 Motorcycle Company|Norton]].<ref>{{cite web |url=http://www.motorcycleclassics.com/motorcycle-reviews/the-last-vincent-black-lightning.aspx |title=The Last Vincent Black Lightning? |publisher=Motorcycle Classics |access-date=27 October 2010 |date=September–October 2009 |author=Greg Williams |url-status=live |archive-url=https://web.archive.org/web/20101203023212/http://www.motorcycleclassics.com/motorcycle-reviews/the-last-vincent-black-lightning.aspx |archive-date=3 December 2010  }}</ref> That same year an [[Indian Chief (motorcycle)|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
{{Main|Vincent Black Shadow|Vincent Black Lightning}}
[[File:VINCENT Black Lightning.jpg|thumb|Vincent Black Lightning from 1950 at the [[:de:Deutsches Zweirad- und NSU-Museum|Zweirad-Museum Neckarsulm]]]]

The 1948 Series C Rapide differed from the Series B in having "Girdraulic" front forks – which were girder forks with hydraulic damping.<ref>{{cite web |url=http://www.is-it-a-lemon.com/modules.php?name=News&file=article&sid=792 |title= Motorcycle: Vincent |website= is-it-a-lemon.com |access-date=22 October 2006 |url-status=live |archive-url=https://web.archive.org/web/20060317151608/http://www.is-it-a-lemon.com/modules.php?name=News&file=article&sid=792 |archive-date=17 March 2006  }}</ref> By 1950, the Series C had a 998&nbsp;cc, 50° V-twin that put out {{cvt|45|to|55|hp}}, depending on the state of tune, either Rapide or Black Shadow.<ref>{{cite web|url=http://www.motorcycleclassics.com/touring/destination/big-sur-on-a-1950-vincent-series-c-rapide.aspx|title=Riding the Big Sur on a 1950 Vincent Series C Rapide|publisher=Motorcycle Classics|access-date=27 October 2010|date=March–April 2007|author=Clement Salvadori|url-status=live|archive-url=https://web.archive.org/web/20101114222400/http://www.motorcycleclassics.com/touring/destination/big-sur-on-a-1950-vincent-series-c-rapide.aspx|archive-date=14 November 2010}}</ref>

The Black Shadow, capable of {{cvt|125|mph}}, and easily recognised by the black coating on the engine and gearbox unit known as ''Pylumin'',<ref>''[[Classic Bike]]'', September 2002, p.73 Accessed 16 September 2014</ref> and large {{cvt|150|mph}} speedometer, was introduced. The engine produced {{cvt|54|bhp}} @ 5700&nbsp;rpm in Black Shadow trim.{{Citation needed|date=July 2018}}

The [[Vincent Black Lightning|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 {{cvt|458|lb}} to {{cvt|380|lb}}.{{Citation needed|date=July 2018}} Every bit the racer,{{opinion|date=July 2018}} it had a single racing seat and rear-set footrests.
[[File:Rollie Free, record run.jpg|thumb|[[Rollie Free]] during his US record breaking run in 1948]]
[[Rollie Free|Rolland "Rollie" Free]] (18 November 1900 – 11 October 1984) was a [[Motorcycle sport|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.<ref name=Wasef2007>{{citation |title=Legendary Motorcycles |first1=Basem |last1=Wasef |first2=Jay |last2= Leno |author2-link=Jay Leno |publisher=[[Motorbooks International]] |year=2007|isbn=978-0-7603-3070-8 |url= https://books.google.com/books?id=jxWweoxJrxMC&pg=PA34 |pages=34–39 }}</ref><ref name=record>{{Cite book |url=https://books.google.com/books?id=Q3m3DQAAQBAJ&pg=PA414|last= Ensanian |first=Greg |title=Discovering the Motorcycle: The History. The Culture. The Machines| publisher=Equus Potentia Publishing |page= 414|date=22 November 2016 |isbn=978-0996391900 }}</ref> The picture of Free, prone and wearing a bathing suit, has been described as the most famous picture in motorcycling,<ref name=MHOF>{{mhof|178|Rollie Free}}</ref> and Russell Wright won another World Land Speed Record at Swannanoa with a Vincent HRD motorcycle in 1955 at {{cvt|185.15|mph}}.<ref>{{cite book|author=Philippe Guyony|title=Vincent Motorcycles: The Untold Story since 1946|url=https://books.google.com/books?id=9l9lDQAAQBAJ&pg=PA43|date=December 2016|publisher=Veloce Publishing Ltd|isbn=978-1-84584-902-3|page=43}}</ref>

The 500&nbsp;cc Meteor and Comet singles were introduced, along with a 500&nbsp;cc racer, the [[Vincent Grey Flash]]. The Grey Flash racer used Albion gears, for the greater choice of ratios available.<ref>{{cite web |url=http://www.thevincent.com/greyflashchart.html |title=Grey Flash Motorcycles |access-date=22 October 2006 |url-status=live |website=thevincent.com  |archive-url=https://web.archive.org/web/20090819075543/http://www.thevincent.com/greyflashchart.html |archive-date=19 August 2009  }}</ref> The 500&nbsp;cc bikes used a wet multiplate clutch, while the 998&nbsp;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.<ref>{{cite web |url=http://www.thevincent.com/vinprod.html |title=Production and Shipment of Vincent Motorcycles |first=james|last=Baltusnik |website=www.thevincent.com |access-date=27 April 2018|url-status=live |archive-url=https://web.archive.org/web/20170513080836/http://www.thevincent.com/vinprod.html|archive-date=13 May 2017}}</ref>{{Better source needed|date=July 2018}}

During the Korean War nickel chrome steel was officially regulated, meaning the correct materials for some components (e.g. gears) were not available.<ref name=Guyony2016>{{Cite book|url=https://books.google.com/books?id=9l9lDQAAQBAJ&pg=PA65 |title=Vincent Motorcycles: The Untold Story since 1946 |first=Philippe |last=Guyony |date=1 December 2016 |publisher=[[Veloce Publishing]]|isbn=978-1-84584-902-3|page=43}}</ref> 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''.<ref name="VOC history"/>{{Better source needed|date=July 2018}}<ref name=Timeline3>''[[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</ref>

===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,<ref name="Classic July 1996"/> 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 [[Enamel paint|paint finish]].<ref name="Classic July 1996">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."</ref>

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&nbsp;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.<ref>{{cite web |url=http://www.users.globalnet.co.uk/~pattle/nacc/arc0073.htm |title=Vincent Firefly |website= The Moped Archive |first = Peter |last=Green |access-date=22 October 2006 |url-status=live |archive-url=https://web.archive.org/web/20070926235511/http://www.users.globalnet.co.uk/~pattle/nacc/arc0073.htm |archive-date=26 September 2007  }}</ref>{{Better source needed|date=July 2018}}

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&nbsp;cc SV JAP or 250&nbsp;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.

[[File:Nsufox.jpg|thumb|NSU-Vincent Fox]]
In 1954/1955, due to falling sales of motorcycles, the prototype 3-wheeler powered by a Vincent Rapide 998&nbsp;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 {{cvt|90|mph}}.  Before it was sold, in the hands of Ted Davis, it achieved {{cvt|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.<ref name="3wheelers.com"/> The BMC [[Mini]] launched four years later at a price of £497.<ref name="minihistory">{{cite web |url=http://miniworld.co.uk/new_to_the_scene/history/ |title=A glance at the history of this legendary car |access-date=11 January 2018 |archive-url=https://web.archive.org/web/20100721223116/http://miniworld.co.uk/new_to_the_scene/history/ |archive-date=21 July 2010}}</ref>

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 Motorenwerke AG|NSU]] mopeds. One hundred and sixty two-stroke Foxes  [[NSU Motorenwerke AG|NSU]]-Vincent  123&nbsp;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==
In an attempt to diversify the company, Phil Vincent undertook development of a version of the motorcycle V-twin for aircraft applications.<ref name=Guyony2016/> 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.<ref name="flight0553">{{cite journal |last=Baker |first=Alan |date=5 June 1953 |title=POWER for ULTRA-LIGHT AIRCRAFT |url=https://www.flightglobal.com/pdfarchive/view/1953/1953%20-%200727.html |journal=[[Flight (magazine)|Flight]] |pages=721–724 |access-date=26 December 2017 |url-status=live |archive-url=https://web.archive.org/web/20171227122237/https://www.flightglobal.com/pdfarchive/view/1953/1953%20-%200727.html |archive-date=27 December 2017  }}</ref> In particular the engine was to be used in the [[Marcel Lobelle|ML Aviation]] U120D ''Queen Bee'' pilotless [[target drone]].<ref>{{Cite journal |title=Guided Midget |journal=Flight |pages=254–256 |date=28 August 1953 |url=http://www.flightglobal.com/pdfarchive/view/1953/1953%20-%201103.html |url-status=live |archive-url=https://web.archive.org/web/20131205183852/http://www.flightglobal.com/pdfarchive/view/1953/1953%20-%201103.html |archive-date=5 December 2013  }}</ref> 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 {{cvt|998|cc}}, and it weighed {{cvt|200|lb}},{{Citation needed|date=July 2018}} with a power output of {{cvt|65|hp}} @ 5000&nbsp;rpm.{{Citation needed|date=July 2018}} 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 [[ignition magneto|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 (motorcycle)|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.<ref name="drone">{{cite web |url=http://www.thevincent.com/vinmisc.htm |title=Vincent Motorcycle – Miscellaneous Information |access-date=22 October 2006 |url-status=live |archive-url=https://web.archive.org/web/20061112201652/http://www.thevincent.com/vinmisc.htm |archive-date=12 November 2006  |website=thevincent.com }}</ref>

=="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.<ref>{{cite web |title=History – Page 3 |url=http://www.vincentmotors.com/HIS/page3.php |website=Vincent Motors |access-date=22 October 2006 |archive-url=https://web.archive.org/web/20081205141714/http://www.vincentmotors.com:80/HIS/page3.php |archive-date=5 December 2008}}</ref>

==Post-motorcycle manufacturing==
[[File:Vincent Amanda boat.jpg|thumb|upright|[[Vincent Amanda|Vincent ''Amanda'']] watercraft at the [[London Motorcycle Museum]]]]
The factory then turned to general engineering, the manufacture of industrial engines, and there was the [[Vincent Amanda|''Amanda'']] water scooter.<ref name="chadwickVbikes"/> A Vincent engineer lost his life testing it, drowning at sea.<ref>{{cite web |url=http://www.mindspring.com/~bigsid/touring2.html |title=Last Train to London |access-date=22 October 2006 |url-status=dead |last=Big Sid|archive-url=https://web.archive.org/web/20060902022648/http://www.mindspring.com/~bigsid/touring2.html |archive-date=2 September 2006  |website=MindSpring}}</ref>

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.,<ref name="Mechanics"/><ref name="Mechanics2"/> 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.<ref>{{cite web|url=http://www.vincentspares.co.uk |title=Home |website=www.vincentspares.co.uk  |access-date=27 April 2018 |url-status=live |archive-url=https://web.archive.org/web/20160820022833/http://www.vincentspares.co.uk/|archive-date=20 August 2016}}</ref><ref>{{cite web |url=http://www.voc.uk.com |title=Vincent HRD Owners Club |website=www.voc.uk.com |access-date=27 April 2018 |url-status=live |archive-url=https://web.archive.org/web/20170930015950/http://www.voc.uk.com/|archive-date=30 September 2017 }}</ref>{{better source needed|date=August 2016|reason=claims need reliable sources independent of the VOC presently used as citations}}

==Subsequent developments==
===Norvin===
[[File:Norvin 1000cc.JPG|thumb|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,<ref>[[Motorcycle Mechanics (magazine)|''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</ref> and Vin–Nor.<ref>[[Motorcycle Mechanics (magazine)|''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</ref>

[[File:Somerton Viscount 998cc 1959 (4156628034).jpg|thumb|Somerton Viscount 998&nbsp;cc 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.<ref>[[Motor Cycle News|''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 998&nbsp;cc 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</ref> It's not known how many were completed.

New Norvins were announced by Hailwood Motorcycle Restorations in 2008,<ref>{{cite web |url=https://www.telegraph.co.uk/motoring/3458370/Vincent-replicas-quality-and-nostalgia.html |title=Vincent replicas: quality and nostalgia |access-date=3 April 2018 |url-status=dead |archive-url=https://web.archive.org/web/20170402065317/http://www.telegraph.co.uk/motoring/3458370/Vincent-replicas-quality-and-nostalgia.html |archive-date=2 April 2017  |first=Kevin |last=Ash |website=The Telegraph }}</ref> a brand associated with David Hailwood ([[Mike Hailwood]]'s son) and bike restorer John Mossey. The business soon was dissolved.<ref>{{cite web |url=http://www.companiesintheuk.co.uk/ltd/hailwood-motorcycle-restorations |title=Hailwood Motorcycle Restorations Ltd |access-date=2 December 2013 |url-status=live |website=Companies in the UK|archive-url=https://web.archive.org/web/20131203101113/http://www.companiesintheuk.co.uk/ltd/hailwood-motorcycle-restorations |archive-date=3 December 2013  }} – Incorporated March 2008. First strike-off April 2010, Dissolved February 2011.</ref>

The Norvin is now available from John Mossey under a new brand, JMC Classics, together with the Egli-framed Vincent.

===Fritz Egli===
[[File:Egli Vincent.jpg|thumb|Egli Vincent]]
{{Main|Fritz Egli}}

[[Fritz Egli]], a specialist frame manufacturer based in Switzerland, produced an Egli-Vincent, and around 100{{citation needed|date=September 2013}} were produced between 1967 and 1972.{{clarify|date=September 2013}} Egli-Vincents were subsequently built under licence in France by Patrick Godet<ref>{{cite web |url=http://www.godet-motorcycles.com/egli/egli.htm |title=Egli-Vincent |access-date=22 October 2006 |url-status=live |archive-url=https://web.archive.org/web/20061015033245/http://www.godet-motorcycles.com/egli/egli.htm |archive-date=15 October 2006  |website=Godet Motorcycles }}</ref> and [[Slater Brothers]] in the UK.<ref>{{cite book |last1=Guyony |first1=Philippe |title=Vincent Motorcycles: The Untold Story since 1946 |date=20 September 2016 |publisher=Veloce Publishing Ltd |location=Poundbury, Dorchester, England |isbn=978-1-84584-902-3 |url=https://books.google.com/books?id=9l9lDQAAQBAJ&dq=slater+brothers+laverda&pg=PA196 |language= |pages=174, 196}}</ref> JMC Classics also produce new Egli framed Vincents in UK.

===Vincent RTV Motorcycles===
[[File:RTV 1200.JPG|thumb|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.<ref>{{cite news|last=Allen|first=Guy|title=Scoop RTV1200 ride|url=http://www.mctrader.com.au|access-date=29 July 2012|newspaper=Australian Motorcycle Trader|date=14 January 1998|pages=6–7|url-status=dead|archive-url=https://web.archive.org/web/20120611235440/http://www.mctrader.com.au/|archive-date=11 June 2012}}</ref> 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 [[Fritz Egli|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 1,000&nbsp;cc (RTV1000) and 1,200&nbsp;cc (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.<ref>{{cite web|last=Brown|first=Rodney|title=History of RTV Motorcycles|url=http://www.ozebook.com/rtw.htm|publisher=The A – Z of motorcycles|access-date=29 July 2012|url-status=live|archive-url=https://web.archive.org/web/20160303231916/http://www.ozebook.com/rtw.htm|archive-date=3 March 2016}}</ref>

===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.<ref>{{cite web |title=Rebirth of a legend |url=http://www.vincentmotors.com/ |website=Vincent Motors |access-date=22 October 2006 |archive-url=https://web.archive.org/web/20050801010539/http://www.vincentmotors.com/ |archive-date=1 August 2005 |date=1 August 2005 }}</ref>[[File:Irving Vincent Australia cropped.jpg|thumb|Beau 'Beato' Beaton on the Irving Vincent at [[Goodwood Festival of Speed]] in 2012]] 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.<ref>{{cite web |title=Bernard Li, 1946–2008 – First Look |url=http://www.cycleworld.com/2008/05/06/bernard-li-1946-2008-first-look/ |access-date=2 June 2014 |archive-url=https://web.archive.org/web/20130712045223/http://www.cycleworld.com/2008/05/06/bernard-li-1946-2008-first-look/ |archive-date=12 July 2013 |website=Cycle World |date=6 May 2008|first=David |last=Edwards }}</ref>

===Irving Vincent===
The Irving Vincent is produced in small numbers by ''HRD Engineering'' (Horner Race Development – Ken and Barry Horner) in [[Hallam, Victoria|Hallam]], [[Victoria (Australia)|Victoria]], Australia. Announced in 2003,<ref>"Irving Vincent barks into life". ''Motorcycle Sport & Leisure'', April 2003, p.008. Accessed 24 July 2022</ref> it is a re-engineered version based on the original [[Phil Irving]] drawings, with engine capacities of 1000&nbsp;cc, 1300&nbsp;cc or 1600&nbsp;cc.<ref>{{cite web |last1=Cameron |first1=Kevin |title=The Irving Vincent: A Modern, High-Performance Black Lightning – First Look |url=https://www.cycleworld.com/2008/09/29/the-irving-vincent-a-modern-high-performance-black-lightning-first-look/ |website=Cycle World |access-date=31 May 2014 |language=en |date=29 September 2008 |archive-url=https://web.archive.org/web/20160112112552/http://www.cycleworld.com/2008/09/29/the-irving-vincent-a-modern-high-performance-black-lightning-first-look/ |archive-date=12 January 2016 |url-status=live}}</ref><ref>{{cite web |title=Irving Vincent 1600 Daytona: Simple is best |url=http://www.mslmagazine.co.uk/news/irving-vincent-1600-daytona-simple-is-best |website=Motorcycle Sport and Leisure Magazine |access-date=31 May 2014 |archive-url=https://web.archive.org/web/20140601072555/http://www.mslmagazine.co.uk/news/irving-vincent-1600-daytona-simple-is-best |archive-date=1 June 2014 |date=1 July 2011}}</ref>

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.<ref name="Cormier">{{cite web |last1=Cormier |first1=Jason |title=The Irving-Vincent – Anachronistic Trackday Missile |url=https://www.odd-bike.com/2013/03/the-irving-vincent-anachronistic.html |website=www.odd-bike.com |access-date=14 March 2019}}</ref> The first Irving-Vincent was 1299cc  in capacity, had a 14:1 compression ratio, ran on ethanol and developed around 135&nbsp;hp.<ref name="Cormier" /> Subsequent models increased the engine capacity to 1,571cc,<ref name="Cormier" /> developing 165&nbsp;hp, followed by a four-valve, fuel injected engine of 1,600cc developing 180&nbsp;hp and a top speed of nearly 170&nbsp;mph.<ref name="Cormier" />

The marque gained worldwide recognition by winning the [[Daytona International Speedway|Daytona]] ([[Florida]], US) 'Battle of the Twins' in its first attempt in 2008, ridden by Craig McMartin.<ref>{{cite book |title=Walnecks Classic Cycle Trader June 2008 |publisher=Causey Enterprises, LLC |page=21 |url=https://books.google.com/books?id=8gHBnfP0u38C&pg=PA21|access-date=31 May 2014 |language=en}}</ref><ref>{{cite web |last1=Cathcart |first1=Alan |title=AMCN: Simple Is Best |url=http://motoring.ninemsn.com.au/cars/wheels/news/2012/03/amcn-simple-is-best/ |website=motoring.ninemsn.com.au |access-date=31 May 2014 |archive-url=https://web.archive.org/web/20140601074117/http://motoring.ninemsn.com.au/cars/wheels/news/2012/03/amcn-simple-is-best/ |archive-date=1 June 2014 |date=9 March 2012}}</ref> Plans were made to return to Daytona for the 'Battle of the Twins' with the 1,600cc engined model, but this didn't happen.<ref name="Cormier" />

==See also==
* [[List of Vincent motorcycles]]

==References==
{{commons category|Vincent motorcycles}}
{{reflist|refs=

<ref name="Mechanics">[[Motorcycle Mechanics (magazine)|''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</ref>

<ref name="Mechanics2">[[Motorcycle Mechanics (magazine)|''Motorcycle Mechanics'']], September 1964, pp.34–35, 56 ''Black Shadow – Harper Engineering rebuild, road test'' by editor ''Bill Lawless''. Accessed 18 September 2014</ref>

<ref name=Timeline2>''[[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</ref>

<ref name="Holliday">Motorcycle Sport, July 1979, p.360 ''P.C.Vincent – A tribute'' by R.R.H. (Robert 'Bob' Holliday, ex-editor of [[Motor Cycling (magazine)|''Motor Cycling'']]) "''Much of the efficiency is due to the development work of Ted Davis, then Vincent's Chief Tester''". Accessed 26 September 2014</ref>

<ref name="Holliday2">Motorcycle Sport, July 1979, p.349 ''P.C.Vincent – A tribute'' by R.R.H. (Robert 'Bob' Holliday, ex-editor of [[Motor Cycling (magazine)|''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</ref>

<ref name=Timeline4>''[[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</ref>

}}

==Further reading==
{{refbegin}}
*{{cite book |last=Harper |first=Roy R. |date=November 1974 |title=Vincent H.R.D. Gallery |publisher= Vincent Publishing Company |isbn=978-0950418605 }}
*{{cite book |last=Harper |first=Roy |date=1985 |title=Vincent Vee Twins – The famous 1000 series, plus 500 singles |location=12-14 Long Acre, London |publisher=Osprey Publishing Limited |isbn=978-0-85045-435-2 }}
*{{cite book |editor-last=Harper |editor-first=Roy |title=1908 - 2008 P.C. Vincent The Snarling Beast |publisher=Vincent Publishing Company |isbn=978-0-905943-20-6 |date=2008 }}
*{{cite book |last=Preece |first=Geoff |date=14 November 1992 |title=HRD Motor Cycles: Produced by a Rider |publisher=J. Bickerstaff |isbn=978-0952029205 }}
*{{cite book |last=Vincent |first=Philip |date=December 1976 |title=P.C.V. Vincent The Autobiography of Philip Vincent |publisher=Vincent Publishing Company |isbn=978-0950418612 |author-link=Phil Vincent }}
*{{cite book |last=Vincent |first=Philip C. |date=October 1977 |title=Vincent: 50 Years of the Marque |publisher=Vincent Publishing Company |isbn=978-0905943008 |author-link=Phil Vincent }}
*{{cite book |last=Wright |first=David |date=24 November 2002 |title=Vincent: The Complete Story |publisher=Crowood Press |isbn=978-1861265166 }}
*{{cite book |last=Wright |first=David |date=2005 |title=Vincent and HRD Motorcycles: How They Were Promoted and Sold |publisher=Amulree Publications of Laxey }}
{{refend}}

==External links==
* [http://www.vincent-motors.com/ Vincent Motors USA]
* [http://www.motorcycledaily.com/2002/10/15october02vincentmotors/ Vincent History]
* [http://www.vincent-hrd.co.uk/hst.html Hunter S Thompson article on the Vincent Black Shadow]
* [https://web.archive.org/web/20080507153249/http://www.rtlist.net/listen.htm Listen to] [[Richard Thompson (musician)|Richard Thompson]]'s song, Vincent Black Lightning 1952

{{British motorcycle manufacturers}}
{{Vincent motorcycles (1927–1939)}}
{{Vincent motorcycles (1946–1955)}}

[[Category:Vincent motorcycles| ]]
[[Category:Defunct motorcycle manufacturers of the United Kingdom]]
[[Category:Vehicle manufacturing companies established in 1928]]
[[Category:1928 establishments in England]]
[[Category:British brands]]
[[Category:Defunct motor vehicle manufacturers of England]]
[[Category:Companies based in Stevenage]]