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BACKGROUND  The years immediately after WWII were lean years for most of the world, but particularly for those nations directly involved in the conflict. Britain was deeply depleted of resources, raw material, transport and much more. To be eligible for government approved allocations of aluminium, a company such as Vincent had to show that it would export most of its production to bring outside money into the national economy. Few of its newly minted and excellent Series "B" Rapides met the home market.
These early post-war motor cycles were to some degree, combinations of the pre-war designs and valuable improvements. At that time, the time when "816" was built, the girder front suspension, the Brampton was still thought to serve. The engine however was essentially the exact one used right up to the very last Vincent built in 1955. All other parts were new to the post-war design.
"816", the 816th Vincent off the line after the war, is a potent reminder of those heady and optimistic days. At the time it was built, Black Shadows were still fairly prototypical and only a handful had been constructed. The Rapide was the fastest available motorcycle for the road in the world otherwise. A complex, fast and immensely strong mount for only the most avid of riders able to pay a high price. The Vincent had replaced the Brough Superior as the motor cycle to which the world's most serious riders aspired. "816" F10AB/1/816 has seen many miles, no doubt in its 62 years. The main frame, the UFM including the headstock bears number R 2571 indicating it was built only about 150 units earlier, so they were probably both being in some stage of construction at the Works at the same time. Technically, they do not "match" in numbers, but both are "B" Rapides. The RFM or rear frame member suffers the typical extremely light numbering strikes common to all Series "B" RFMs making it largely impossible to tell its number.
As to its specifications, "816" closely follows the requirements for its day with the 120 mph SMITHS speedometer, no water excluders on the periphery of its four brakes, "B" fuel tank with small recess underneath to clear the front carb and Series "B" type cylinder heads. Of course, the case matching numbers match left to right as one would expect of the inner crank cases. CONDITION You should envision 816 to be a used Vincent but with an essentially new engine. HVG was tasked to do the engine build using an all-new flywheel assembly from TERRY PRINCE, well thought-of world wide by Vincent owners. Original Vincent camshafts reground to Mk I specifications by no less than Mr. ROBINSON on the Isle of Wight and then receiving hardening to prevent wear. We prefer original Vincent cams and Mr. Robinson's remanufactured ones have never failed in one of our Vincents. Low expansion, modern alloy pistons are perfectly fitted to the redone bores with all new rings. Engine bearings are of course, new and modern in material. We do use the original type bronze large idler gear which drives the cams so that the running engine will have the original, singing tone and tapping from the use of the Mk I cams. That is to say, the sounds are original to the Series "B" bikes' engines being a bit louder in running than later bikes. Originality carried even to engine sounds. The cylinder heads utilize new valves, seats, springs and more and are compatible with modern fuels. Carburation is by the correct AMAL 1 1/16" instruments and correct float chambers. The correct inlet manifolds are in place. Electrically speaking, we have installed a reborn LUCAS KVF magneto as originally fitted but having enjoyed the full treatment by DAVE LINDSLEY of Britain, our selection as the best in the world at this operation. The generator is the 6 volt MILLER one as when new. Following traffic will be amused to see the correct "STOP" tail light and brake light in place, triggered by the correct LUCAS stop light switch. On the bow, take joy in the rare and distinctive 8" MILLER headlamp with the correct light switch and MILLER ammeter in place. The lens is not the exact one, but such a lens can be had. Visit the handlebars to see they are the flat and correct HB 1 type, the "Vincent straights" allowing a perfect semi-crouch so that the wind at 70 mph will be sufficient to take the weight of the rider's upper body off his or her wrists further enhancing the pleasure of the ride. Proper non-ball end levers reside there and the correct MILLER early dipswitch moves the beam of the headlamp from "high" to "low" though either beam is probably dangerously weak in today's traffic flow. Try and complete your fun in the daytime. Vincents are infinitely adjustable motorcycles and so it is that the shift lever, its toepiece, the fore and aft position of the rider's footrests and more can be set to any desired position for tall or short riders. Significantly, the rare, original dual side stand legs with flat ends are provided and the original rear stand is there to challenge the rider in its proper use. A comfortable Vincent dualseat is correct for your "B". Remaining details are largely correct such as the herringbone rubber fuel and oil lines with metal ferrules in the correct layout. Most Vincents today lack the original carbs and thus the original fuel line layout, spoiling the picture of originality you sought in such a unique piece. EWART fuel taps with cork seals of course control fuel flow.
Notice that the seat supports the tool tray which can fall out and cannot carry many tools. The point of it is that it is there, as called for and one can tweak it so it stays jammed in place and it can easily carry a few wrenches and an extra set of spark plugs and spanner for the prepared rider. OPERATION You can expect to learn the unique starting peculiarities of 816 quickly as each Vincent starts slightly differently from the others. Once running, its renewed original-type Vincent clutch is light and strong. Shifting through its Vincent-built 4 speed gearbox is easy and rewarding to the accomplished rider. 816 is furnished with a copy of the original Vincent Co. Riders' Handbook and it is required of you to read it fully before operating your Rapide. Buyers unprepared to take this step will not be sold this motorcycle. 816 is sold on a Bill of Sale from its customer-owner, not HVG. Registering an old bike and then transferring title to your home state is the typical means of setting up a proper ownership title. The owner will be glad to assist you in the process and as a courtesy to the buyer, HVG will be glad to either set the adjustable controls to what you give us as your size or set them to you on the bike if you prefer to come to Austin, Texas for a fitting in person. Either way, we will answer questions about operational tasks such as starting, stopping, proper use of the stands, draining the fuel lines and float chambers for storage, proper checking of the oil levels and more. It is our goal to ensure that your Vincent gives you immense pleasure in riding and owning.
Although the Vincent is one of only a very few old motorcycles which can be safely ridden at modern highway speeds, expect to spend time on maintenance and adjustment as with any vintage machine. Of course, all British machines pose the risk of a little oil leakage. IMAGES The images are not of the totally finished bike as at this precise moment, the last items are being added prior to a final period of running-in and adjustment. Check carefully and I believe you will be happy to see the right details. Lastly, since the engine is mainly new, expect to spend the first 1,000 miles carefully breaking in your Vincent so as to receive later the ultimate in performance. Time has marched on, but the machines survive. LIVE THE LEGEND on this fine Vincent H.R.D. motor cycle. This item cannot be purchased from the website. Please contact Harris Vincent Gallery to make purchase arrangements.
PHOTOS (Click images to enlarge) 
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