Vincent 998cc Rapide Series C Frame no. RC7682 Engine no. F10AB/1/5782
Lot 350
1951 Vincent-HRD 998cc Rapide Series C Frame no. RC7682 Engine no. F10AB/1/5782
Sold for £32,200 (US$ 51,682) inc. premium

Lot Details
Vincent 998cc Rapide Series C Frame no. RC7682 Engine no. F10AB/1/5782 Vincent 998cc Rapide Series C Frame no. RC7682 Engine no. F10AB/1/5782 Vincent 998cc Rapide Series C Frame no. RC7682 Engine no. F10AB/1/5782 Vincent 998cc Rapide Series C Frame no. RC7682 Engine no. F10AB/1/5782 Vincent 998cc Rapide Series C Frame no. RC7682 Engine no. F10AB/1/5782 Vincent 998cc Rapide Series C Frame no. RC7682 Engine no. F10AB/1/5782 Vincent 998cc Rapide Series C Frame no. RC7682 Engine no. F10AB/1/5782 Vincent 998cc Rapide Series C Frame no. RC7682 Engine no. F10AB/1/5782 Vincent 998cc Rapide Series C Frame no. RC7682 Engine no. F10AB/1/5782 Vincent 998cc Rapide Series C Frame no. RC7682 Engine no. F10AB/1/5782 Vincent 998cc Rapide Series C Frame no. RC7682 Engine no. F10AB/1/5782 Vincent 998cc Rapide Series C Frame no. RC7682 Engine no. F10AB/1/5782 Vincent 998cc Rapide Series C Frame no. RC7682 Engine no. F10AB/1/5782 Vincent 998cc Rapide Series C Frame no. RC7682 Engine no. F10AB/1/5782
1951 Vincent-HRD 998cc Rapide Series C
Registration no. CNH 88
Frame no. RC7682
Engine no. F10AB/1/5782
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 the 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 110mph. The basic design clearly had even greater potential though, which would be realised later in the form of the Black Shadow and Black Lightning models.

In 1948 the Vincent range began to be up-dated to 'Series C' specification. The most significant changes made concerned the suspension, there being a revised arrangement at the rear incorporating curved lugs for the seat stays and an hydraulic damper between the spring boxes, while at the front the new models boasted Vincent's own 'Girdraulic' fork: a blade-type girder fitted with twin hydraulic dampers. These advances began to find their way onto production models during 1948 but it would be 1950 before all Vincents left the factory in Series C specification.
This particular Rapide comes with its original logbook recording only one owner, Eric Hudson of Northampton, and regular licensing up to 1964. Little is known of its subsequent history, though there is an old-style Swansea V5 on file (issued 2001) recording one Kevin Higgs of Snailbeach, Shropshire as registered keeper at that time. The recently deceased owner, an enthusiastic Vincent collector, acquired the Rapide in January 2009. Presented in unrestored condition, the machine is offered with the aforementioned documentation, factory correspondence, a quantity of expired tax discs and MoTs (most recent 2005), sundry invoices, various photographs, VOC certificate of Authenticity and Swansea V5C registration document.
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