roberto tenni Posted February 16, 2009 Posted February 16, 2009 And there, much like an image of Jesus on a slice of toast, on the tank of a Vincent motorcycle appeared the face of the BFG.
tikkanen Posted February 16, 2009 Posted February 16, 2009 And there, much like an image of Jesus on a slice of toast, on the tank of a Vincent motorcycle appeared the face of the BFG. Amen... Søren
belfastguzzi Posted February 16, 2009 Author Posted February 16, 2009 Gosh, so it is. Those pics are terribly big. They weren't that size when I posted them. Could it be a miraculous enlargement?
mdude Posted February 16, 2009 Posted February 16, 2009 believe, believe! hear this; the godlike enlargement of these pic's must be of the same kind that is offered to me through the holy internet every day. wonderful imagery of these sacred machines!
macguzzi Posted February 16, 2009 Posted February 16, 2009 Brilliant loved the cappucino maker on the MV
belfastguzzi Posted February 16, 2009 Author Posted February 16, 2009 Brilliant loved the cappucino maker on the MV The pics aren't so big now that I'm looking at them on a 15" screen again. They were HUGE on the 24"! *Sigh* Everything is relative. Giri x 1000 – absolutely
Skeeve Posted February 17, 2009 Posted February 17, 2009 Do all Vincents have a divot out of the left side of the tank like that, or is this one special? I never noticed that before if they're all like that...
gstallons Posted February 17, 2009 Posted February 17, 2009 This is coming from poor memory. At Mid Ohio a few years back i noticed two combinations of carb set-ups.It depended upon whether you had a factory set-up or some had two front or two rear cylinders (I can't remember which) on the engines.I have not seen one with the tank cutout for one carb.
mike wilson Posted February 17, 2009 Posted February 17, 2009 Do all Vincents have a divot out of the left side of the tank like that, or is this one special? I never noticed that before if they're all like that... It's not a Vincent, it's an Egli. I don't think he made two the same.
gstallons Posted February 17, 2009 Posted February 17, 2009 Upon further examination, the Vincent had a rear suspension system similar to the V11 monoshock setup on the factory bikes. The only thing "Vincent" about this bike is powerplant. Look at the decal on the fuel tank.
Skeeve Posted February 18, 2009 Posted February 18, 2009 Upon further examination, the Vincent had a rear suspension system similar to the V11 monoshock setup on the factory bikes. The only thing "Vincent" about this bike is powerplant. Look at the decal on the fuel tank. Uh, yeah: that explains it! No observational points for me!
belfastguzzi Posted February 18, 2009 Author Posted February 18, 2009 Uh, yeah: that explains it! No observational points for me! You can buy that particular one for £35,000 if you want. Or, just sign this cheque written out for £350,000: given your 'eye for detail'.
belfastguzzi Posted February 22, 2009 Author Posted February 22, 2009 Upon further examination, the Vincent had a rear suspension system similar to the V11 monoshock setup on the factory bikes. The only thing "Vincent" about this bike is powerplant. Look at the decal on the fuel tank. Text By Kevin Ash: If the son of the greatest motorcycle racer who's ever lived (and no exception yet for Mr Rossi) had ended up as an importer of cheap Chinese scooters... well, it just wouldn't be right, would it? The legacy of the outstandingly great shouldn't impose constrictions on what younger generations should or shouldn't do, but inevitably, it does. So what would you have the son of Mike Hailwood do for living, given that, just as inevitably, he was never going to be as quick as his father on a race track? Rest easy, because David Hailwood is now the purveyor of some of the most beautiful, nostalgia-pumping and exclusive motorcycles you will struggle to drag your eyes away from. Hailwood Motorcycle Restorations sources components from the rich spares industry supplying owners of Vincent motorcycles, sufficient to produce complete yet brand new engines barely distinguishable from the 1950s originals, and from these assembles fully operative motors. These achingly lovely, air-cooled, 50-degree V-twins are then housed in replicas of the finest classic chassis of the 1950s and 1960s, the Norton Featherbed and the exotic, Swiss-made Fritz Egli aftermarket frames. The bikes I rode were stunning, faithful to the spirit of the machines that inspired them, yet subtly updated to improve their usability in modern traffic conditions. Hence the small bulge at the rear of the crankcase housing an electric starter, the 12 volt electronic ignition and electrics, and inside a Suzuki-based clutch, modern Carillo conrods and a modern five-ratio gearbox. As with Norvins of old, the Featherbed frame demands drastic modification before it allows the huge one-litre Vincent lump to be squeezed into its pipework. Indeed, much of the tubing has to be removed, specifically the lower pair of tubes that would have comfortably cradled the 500 and 650cc singles and twins it was originally designed for. The Vincent motor though, like so much of those Stevenage-built pinnacles of two-wheel engineering, was way ahead of its time in being designed as a fully stressed component of the chassis, so the handling loads are directed through it instead and the frame isn't compromised. The Norton in true café racer style has the more extreme riding position. It's not quite modern with its more forward footrests but the bars are Ducati low rather than Fireblade friendly, and a good stretch away too, but for taller riders it's not uncomfortable. Starting is the ritual you'd hope for, and remember if you can count four decades of bike riding in your history – up to a point anyway: on with the fuel tap, then depress the plunger on the front Amal carburettor until excess petrol fumes pile the pressure on your overloading senses, then repeat for the rear cylinder. Ah, but now modern imposes, or aids, as mere thumb pressure gets the lazy motor chugging off-beat through the expensively sinuous silencer to a background rustle of mechanical busy-ness beneath the Manx-style tank. If the thought of an electric-start Vincent makes you shudder you can specify a kick start when you order the bike, but really, think about it: modern heavy traffic, old design engine, carburettors... you could be cursing your pedantry. Up for first through the right-sided lever, as it should be, release the clutch and the tribute to a wild era of two-wheeled speed slopes off languidly. It is, of course, not very fast by modern standards: you might persuade the iconic Smiths Chronometric speedo to stammer its way round to 110mph, but what an irrelevance, aside from passing the important ton-up tag. What counts here are looks, feel and style, and this bike is fair dripping with all three. Its lazy lope and lethargic rate of turn are features, not impedances, while the crude suspension adds period charm and some moistness in the eyes for the right reasons, though a big pothole can achieve the same effect. The motor is the epitome of low-revving softness, reluctant to rev but compensating with plenty of urge lower down, and distinguished by the big flywheel effect that slows down gearchanges. It feels just like the Vincent it almost is, although the same applies to the brakes which have little more stopping power than the Norton originals so you need to anticipate well ahead (that's old road-test speak for "they're dreadful"). I'd resist fitting a disc (or two) at the front, but I'd be tempted to find a more effective drum, as the lack of power adds a layer of rider nervousness that intrudes on the warm glow you otherwise get from the experience. The Egli Vincent alternative offers a more powerful Fontana-style Menani twin-leading shoe hub, in magnesium, naturally, and that's better, although modern stoppers have generally spoiled riders into expecting more, even though this was race specification in its day. The Egli sets the rider a little more upright and protects better with its half fairing, although the Norton's flyscreen does a surprisingly good job, too. The Egli's suspension is also better, with Italian Ceriani forks at the front with the option of twin or monoshock suspension at the rear. But then if you want to mix and match, do so. That's exactly what they did in the 1960s, the very philosophy which inspired the seminal Triton of course, and as these Hailwood bikes are hand-built, specify whatever you want, or can afford – they can even do a 1,200cc version. Because this level of exclusivity doesn't come cheap – prices start at £35,000 and climb from there as you indulge yourself, and expect six months between first order and arrival of your fabulous new-old motorcycle. Of course, you could opt for the real thing: after all, prices for Norvins start at about £18,000. But for that you'd likely get a right old nail, and if you think six months wait for a new Hailwood version is long, see how long it takes to get an original. The cost of the new version, meanwhile, is in the same league as a Ducati Desmosedici RR, and if the bikes couldn't be more different, you'd wouldn't feel like you were getting any less value from the Hailwood machines. TECH SPEC Price/availability: from £35,000 on the road. On sale now, six months delivery. Contact: Hailwood Motorcycle Restorations (01763 271444, www.hailwoodmotorcyclerestorations.com) Engine/transmission: 1,000cc, twin-cylinder four-stroke with four valves; 66bhp at 6,750rpm, torque n/a. Five-speed gearbox, chain final drive. Performance: top speed 110mph (est), average fuel consumption n/a. We like: Style, authenticity, power delivery. New Vincent engine Engine Specification 1000cc 4 Stroke 2 Cylinder Bore & Stoke - 84 x 90 Max BHP-66 at 6200 RPM 5 Speed Gearbox Electronic or Magneto Ignition Alton Alternator Electric Start HMR Race Clutch Black/Polished Engine Compression 7.5.1 or 8-1 Carburetor Size - 32mm Amal, Mikuni or Dollorta 1200cc Bore & Stoke - 84 x 90 Max BHP - 78 at 6200 RPM telegraph.co.uk Text By Kevin Ash
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