1938 Vincent-HRD 998cc Rapide Series-A

1938 Vincent-HRD 998cc Rapide Series-A
Registration no. FTN 938
Frame no. DV1476
Rear frame no. DV1476
Engine no. V1017

• One of only 79 built
• All owners post-1955 identified
• Once owned by former VMCC President John Griffith
• Present ownership since 2002
• Meticulously restored with no expense spared between 2004 and 2017
• Comprehensive history file

Of all the many makes and models of motorcycle produced during the 1930s, there are two outstanding v-twin-engined thoroughbreds that feature at the top of every knowledgeable enthusiast's 'fantasy barn find' league table: the Brough Superior SS100 and Vincent-HRD Series-A Rapide. These days the chances of finding an example of either hidden behind a pile of straw bales are slim indeed, all the more so in the case of the ultra-rare Series-A Rapide, a mere 78 of which were produced between late 1936 and the summer of 1939. (Expert opinion differs on this point, but most authorities favour a total in the high 70s). By way of comparison, production of the rival SS100 ran into the hundreds.

The Vincent-HRD marque originated in 1928 when Philip C Vincent acquired the name, jigs, tools and patterns of the recently liquidated HRD Company. ('HRD' stood for Howard Raymond Davies, the Isle of Man TT winner who had founded the firm in 1924). Vincent moved production from Wolverhampton to Stevenage, pioneering his own design of sprung frame on an entirely new range of machines. Like Davies, Vincent relied on proprietary engines but increasing dissatisfaction with suppliers led to the creation of Vincent's own engine in 1934. A 500cc high-camshaft overhead-valve single, this all-new power unit was designed jointly by PCV and his Chief Engineer Phil Irving who, so legend has it, came up with the idea of a 1,000cc v-twin after seeing two drawings of the single superimposed on one another. By producing a v-twin in this fashion, many of the existing single-cylinder components could be utilised, thus reducing costs, an important factor for the fledgling concern.

Despite its plethora of external oil pipes - an arrangement that gave rise to the famous 'Plumber's Nightmare' sobriquet - the Series-A v-twin is undeniably handsome, its high-set camshafts and relatively short cylinders endowing this magnificent motorcycle with a muscular, broad-shouldered look. On test, the prototype engine proved to be as powerful as its looks suggested, delivering a maximum of 45bhp at 5,500rpm on a relatively low 6.8:1 compression ratio. It was installed in a new version of Vincent's sprung frame equipped with Burman four-speed gearbox, girder front fork and powerful twin front brakes, the complete machine tipping the scales at an admirable 430lbs. On the road the Series-A Rapide fulfilled all of its maker's expectations, proving capable of reaching 110mph, comfortably faster than the rival JAP-powered SS100.

The prototype Series-A Rapide was proudly displayed on Vincent's stand at the 1936 Motor Cycle Show at Olympia but only a handful were sold in 1937, the first full year of production, as the motorcycling public remained sceptical of the upstart firm's performance claims. This scepticism was soon dispelled by the exploits of the works Series-A racers piloted by Manliffe Barrington and 'Ginger' Wood, the latter shattering the Donington Park lap record in 1938 and returning a staggering standing quarter-mile time of 11.75 seconds at the Gatwick sprint.

The outbreak of WW2 in 1939 brought production of all Series-A models to a halt, and when Vincent resumed production in 1946, it was with the all-new Series-B. By July '39 when the last Series-A twin was built, the model had been in production for a little over 30 months, and the fact that so few were made has in no small part contributed to this legendary model's mythic status. It is estimated that around 60-65 Series-A Vincent twins survive worldwide today, and for one to be offered for sale is an event of exceptional importance.

The current vendor purchased this Series-A Rapide in Japan in 2002. The Vincent had been purchased from a UK auction in October 1990 by dealer George Pollard on behalf of a known Japanese collector. Our vendor ran the frame and crankcase numbers past the VOC's then Registrar Gordon Powell and he confirmed that they matched. As purchased, the machine was a 'basket case' consisting of the complete frame assembled with the rear wheel, and numerous boxes of bits, many of which were incorrect. The flywheels had recently been sent to the UK for reconditioning by a specialist, and Carrillo con-rods and a pair of new pistons were included. In 2004 all the parts were crated up and sent to the UK.

This Series-A Rapide, with engine number 'V1017' and frame number 'DV1476' was dispatched from the works in February 1938 and sent to dealers Adams & Gibbon in Newcastle-upon-Tyne by rail. Three Series-A Rapides (out of a total production of 79) were dispatched to Newcastle-upon-Tyne: one to a private purchaser and two to Adams & Gibbon. The registration 'FTN 938' was issued in Newcastle upon Tyne on 1st March 1938.

The Works Order Form (copy on file) lists the specification and records that the machine was built and signed off by Ted Hampshire and test ridden by Mr Vincent among others. Also on file is a photocopy of an old-style green logbook listing six owners from 1955, the fourth being John Panter Griffith of Harrow, the former VMCC President and founder of the Stanford Hall Collection. The fifth was a Mr David Arthur Oliver of Middlesex.

The last owner listed is Herbert Ronald McRae of Ruislip, who acquired the Vincent in 1961. The machine appeared in the 1962 and 1968 VOC yearbooks with the owner recorded as Mr McRae. It would seem that 'V1017' was one of two Series-A Rapides (the other being 'V1046') in Mr McRae's collection of eight pre-war Vincents. An old-style V5 registration document on file records Bernard Vincent Draper of Devon as the owner in 1990. Mr Draper roughly assembled the bike and re-registered it as 'BSK 184' ready for sale at the aforementioned auction; it was then exported to Japan using this document. With the assistance of the VOC, the vendor was able to retrieve the original registration number, 'FTN 938', which was reinstated in December 2017.

It would appear that many of the Vincents in the McRae collection were disassembled and that, prior to dispersal, bikes were built up using available parts, many of which did not belong together, as was the case with 'V1017'. Swapping the post-war Brampton forks for the correct pre-war type, the vendor had the latter retubed by Ray Daniels of Birmingham. Our vendor began scouring eBay for the other parts needed.

The vendor was delighted that his vintage motorcycle mechanic, a highly regarded expert, was prepared to undertake the rebuild. The crankcases were a correctly stamped matching pair, and the front and rear cam-box covers were also stamped and matched the crankcase halves. Luckily there were no cracks evident. The cylinder heads, however, were only fit for scrap and were replaced with new head castings sourced from Conway Motors and supplied with all new components and ready to fit. Fortunately, at around this time a batch of cams and timing gears was being manufactured by Maughan & Sons, and a full set was ordered. The large bronze idler was replaced with one made from steel (it is assumed that this idler had been made from the softer material to reduce mechanical clatter). New followers from Neal Videan were fitted together with new spindles from Conway's. Rockers and pushrods were also supplied by Neal Videan.

The project came with cylinder muffs which had been relined and bored by the previous owner to fit the pistons; the crankshaft and Carrillo con-rods had been reconditioned and dynamically balanced to suit these pistons. The oil pump was not the original unit; it was sent to Conway's for a complete overhaul.

As the primary chain case that came with the bike was from a single, a new polished casting was procured from Neal Videan. The frames were original to the crankcases and the numbers were unadulterated. Timing-side wheel spindle lug was found to be cracked, but fortunately Neal Videan and Rodney Brown came though with the correct lug in the correct malleable iron. Neal Videan also supplied a new saddle assembly and frame. Correct-type cylindrical footrest rider and pillion rubbers were sourced from Jeff Hunter.

The Burman gearbox that came with the disassembled bike was not the original that it left the factory with. Draganfly Motorcycles still have new-old-stock Burman parts available for these early gearboxes so many of the worn parts could be replaced outright. Luckily, the old shaft was deemed serviceable and was used in the rebuild. The carburettors were sent off to specialist Martyn Bratby for reconditioning. A new-old-stock Lucas MT110 rear lamp and a correct handlebar mounted dip-switch were sourced. These small hard-to-find components are difficult to find but really stand out - fitting replica items would have been easier but the vendor felt the project was worth the extra effort. Typical of the way the rebuild was pursued, this attention to detail even extended to finding a correct HRD hand pump and correct domed glass for the ammeter.

A correct type mag-dyno came with the parts and had been sent to Dave Lindsley for a full rebuild by the previous owner. The dynamo turned out to be the later 60 watt 'long' type, but has been reconditioned and retained (it cannot be seen when fitted under the cowl). In any case, the longer 60 watt dynamo is superior to the original 45 watt 'short' unit. The project came with a later MCR2 regulator, which is correct for the longer 60 watt dynamo but incorrect for the bike. Bert sourced a correct MCR1 shell, with the smaller lid, and a modern DVR regulator was acquired and fitted into this.

The wheel hubs were sent to Central Wheel Components in Birmingham and rebuilt with new correct size rims with black-finished spokes and nickel-plated nipples. All four brake drums were found to be unserviceable, so four new drums and carriers were supplied by Conway's. The brake shoes were relined and a new speedometer drive fitted.

Finding it impossible to find a firm able to undertake cadmium plating, the decision was made to employ stainless steel fasteners. After some experimenting it was determined that vapour blasting the bolt and screw heads, as well as the visible ends of studs, produced a finish almost indistinguishable to that of cadmium plating. The end result was deemed very satisfactory.

All chroming plating was undertaken by Vernon Moss, of Brighouse, to a suitably high standard, while the exhaust pipes were supplied by Franc Trento. The silencer came with the project and was deemed of suitable quality to use; it was re-chromed. Triple S of Bingley powder-coating some of the parts.

Finally, all refurbishment of the various parts was finished and the first of several dry builds undertaken. The owner was able to view the assembled machine on a trip back to the UK in May 2016. Bert fired up the Rapide - known as 'Grunter' - for the first time on Boxing Day 2017, reporting that it started easily after a few kicks. Steadily lengthening test rides were undertaken, and by the time the owner got to try Grunter, it had covered some 350 miles: "The experience is way beyond any expectation that I had... Suffice to say that there is merit and substance to the legend these machines generate: the power is phenomenal and the handling fine; 'the power of a twin with the handling of a single' indeed."

The owner has written a series of articles covering every aspect of the Rapide's meticulous restoration, which was serialised over 11 issues of the VOC magazine, MPH (copies on file). Far too lengthy to reproduce here, the vendor's account of the rebuild is essential reading.

As one would expect, there is a most substantial history file of invoices and other documentation including the aforementioned logbooks; V5C; copies of factory records; copy of the 1990 auction catalogue description; copious correspondence; Japanese paperwork; technical drawings, etc, etc.

One of the most exciting motorcycles to be offered on the open market in recent years, this wonderful Vincent-HRD Series-A twin represents a possibly once-in-a-lifetime opportunity for discerning collectors.