VINCENT LUGGAGE EQUIPMENT For many years, riders have shown interest in the original Vincent luggage equipment and often expressed regret that, apart from a photograph and brief description in Know Thy Beast , so little was known about it. Our aim is to give a detailed general description and provide a complete set of working drawings, together with information on fitting and maintenance. The drawings are based on an original set of frames and cases. The photographs will help to visualise the equipment, off and on the bicycle. Two factory drawings, MO 43 and 44, giving details of construction and assembly, were once included upon request in the Spare Parts List . Unfortunately, these drawings, now very hard to find, were poorly drawn and contained a number of major errors concerning the shape of the cases, the quantity of items required, the part numbers of some components and some dimensions. It was therefore considered essential to re-draw both drawings, correct all the errors, revise captions and, in order to avoid possible confusion, add Rev. A to the drawing numbers. The corrections are also mentioned in the text in most cases. Very early versions of MO43 & MO44 exist (earlier than the drawings mentioned in the previous paragraph). These prototype drawings show a linkage design which proved faulty and never went into production. Anyone intending to create a replica of the equipment should stick to MO43 & 44 Rev. A as shown here, which show the successful production design. We are grateful to the late Alan Lancaster for the loan of the advertising poster reproduced here. The beautifully drawn, half timbered Tudor inn in the background blends well with the 1949 Black Shadow and its riders in "period" dress. Description The early Vincent luggage equipment consisted of two black cases and frames, handed left and right. It was available circa 1949/50 and fitted Series B and C machines. Only a small number of sets were made, no doubt because few people could afford the high price asked. It seems the majority were exported to America; certainly they are extremely rare in the UK. A list of the parts, now, of course, all virtually unobtainable, appeared in early issues of the Spares List . The cases (referred to somewhat illogically as "bags" in the Spares List and the factory drawings) were wrongly drawn on MO43 and on the advertising poster; the rear and front were reversed, the slope should be at the front of the bicycle, as correctly shown on MO 43 Rev. A and the working drawings, thus clearing the 3/8 B.S.F. nut in the bottom corner of the frame and the pillion rider’s foot. Covered with black leather and lined inside with ‘leather cloth’ (a plastic reinforced leathergrained cloth), the stiff cases are not out of place in a four star hotel. The finish is of a high quality throughout and so are the fittings, which include handed chromium-plated solid brass locks, retractable leather handles and an aluminium drainage channel under the lid. Note that in spite of what was drawn on MO43, the outer face of the drainage channel is continued around the back of the case for an inch left and right (as shown in MO43 Rev A). The cases are hooked to pegs riveted to the frames; they are secured by two leather straps but the pegs carry all the weight. The frames are made of embossed light alloy sheet, 14 s.w.g., reinforced at the forward end by a 3/8 in. thick alloy strip and stiffened at the bottom by a 1/4 in. diameter steel rod. The side face of each frame has a cutaway to allow access to the rear seat stay friction damper knob when the cases are not on the frames. The top straps are riveted to the top

edge of the frame, which has a cutaway to clear the seat stay; the bottom straps are riveted to the back of the frame. Each frame is suspended at its front from a long 1/2 in. bolt which passes through and can rotate in two bronze brackets, each secured underneath the seat behind the tool tray by eight woodscrews and one 1/4 in. B.S.F. bolt. A drawing of a simplified and lighter design of bracket is provided, together with a more robust method of fixing it to the wooden seat base. However, this alternative design requires the seat to be dismantled to fit the brackets. A pivot B6 is bolted at the bottom of the 3/8 in. thick alloy strip reinforcing the front of the frame. A similar pivot B27 is screwed to a bronze bracket (perversely embossed B10R for the left-hand side and B10L for the right) clamped to the bicycle’s lower rear frame tube by a bronze cap B20 (a handlebar cap); the cap goes under the tube, i.e. between the tube and the brake torque arm. A bronze link, 3.1/2 in. between centres, fitted with Oilite bushes, connects the pivot on the pannier frame to the pivot clamped to the rear frame of the machine. The only function of this link is to restrain the frame; a sloppy fit on the pivots will result in rattles and whip. Here again, a drawing of a simplified design of link is provided, showing a component easier to make. All the weight is carried by the top bolt; the link at the bottom of the frame merely controls the swinging motion of the assembly. As the top bolt is located under the front of the seat, vertical movement of the cases is negligible and they are virtually fully sprung. Furthermore, as the cases are positioned well forward of the wheel axle, steering remains unaffected at all speeds, which is more than can be said about the Craven luggage set supplied at the time for Series B and C machines. The equipment is very ingenious, very smart, and does not look like an afterthought. The frames can be removed quickly by undoing four nuts, leaving the links attached to the frames, and the fixing brackets that remain are unobtrusive. There is one drawback; in spite of the sloping front and side, and their small size and capacity, the cases do tend to get in the way of the passenger’s feet, even if the special long cranked footrests F72/8 and F72/7 (wrongly numbered as G72/2 and G72/1 on MO43) are used. Nevertheless, the basic design is very sound and it seems odd that only a few touring enthusiasts have tried to copy it. Now that the drawings have been published, we must hope that some enterprising person may be tempted to make a batch of faithful replicas. Hints on Constructing the Cases and Frames It is hoped that enough information has been provided in these drawings to enable riders endowed with the necessary perseverance to construct faithful replicas of the Vincent equipment. However, the drawings and details of fabrication of the leather cases are of necessity incomplete as, for obvious reasons, it was inadvisable to take an original case to pieces in order to find out exactly how they were made. Whilst it is possible to make almost exact copies of the original cases (in fact, it has already been done in France by Marc Ryckewaert) many people may find the undertaking over-ambitious, involving them in considerable hassle, labour and sheer expense. Nevertheless, with a judicious choice of materials now available, it would not be too difficult to build acceptable and functional replicas. Fibreglass could be used, still covered with black leather if so desired, the drainage channel might be milled from alloy strip, or replaced by a simpler alloy or stainless bead combined with a re-designed lid. A solid brass lock, however desirable it may be to

a purist, is not essential, and substitutes made of less noble materials are not hard to find. Craven will supply a retractable handle similar to the original which could be adapted with a little ingenuity. It is, of course, possible to modify the original design of the cases. Internal divisions could be added, which, besides making packing easier, would stiffen the structure. At this juncture, the idea of designing larger cases may become tempting. Before embarking on this type of project, however, bear in mind that on this typically unorthodox Vincent design, each frame is supported at two points only, both at the front. This is perfectly adequate with the standard cases, thanks to the rigid construction of the frames and the small size of the cases. However, attempts to increase the capacity of the cases - especially by extending them to the rear - are bound to intensify their inherent tendency to whip sideways and might well adversely affect the stability of the machine. If larger cases or bags are desired, the design will probably need to be altered to incorporate a restraining/ stiffening loop at the rear, linking the frames together behind the dual seat. Fortunately, the design of the frames is relatively simple and should not give rise to serious problems, with the exception of the embossed stiffening ribs. These are indeed very difficult to reproduce without a press; however, the required stiffness could be achieved instead by using 9/16 in. diameter, half round light alloy bar stock, drilled and tapped to take 4 B.A. countersunk screws, and fixed on the inside of the frame in the same position as the embossed ribs. Assembly of the frame to its load carrying strip and reinforcing bracket was done originally with light alloy rivets, also used to fix the pegs and the leather straps to the frame. Stainless steel 4 B.A. screws (and Nyloc nuts where applicable) are perhaps preferable; they are easier to use and allow dismantling. This alternative is shown in the drawings. Notes on Fitting the Equipment to the Machines These notes should be read in conjunction with the drawings. Place the seat on the bench, slip the top pivot bolt B9 in the brackets FT250 or their alternatives and position the brackets as far forward as possible (as shown on the working drawing and MO44 Rev. A) with the pivot bolt parallel to the seat bolt F35/1. Move the brackets sideways until the overall distance across is 8.3/4 in. (not 9.5/16 in. as wrongly indicated on MO44.), when the gap between the brackets will be 2.1/4 in. The procedure outlined in MO44 Rev. A can then be followed unless the simpler alternative light alloy brackets are used; in this case, the seat cover and rubber foam have to be removed before the brackets can be fitted. When fixing brackets of either type, retain the pivot bolt B9 in situ to ensure correct alignment. After tightening the screws, check that the bolt can rotate freely in the brackets. If all is well, take it out and smear it with Graphogen or Molygrease before replacing it. The spacers B26 can now be slipped on the ends of the bolt. With the frames in position and the 3/8 in. B.S.F. end nuts tightened, there should be about 0.010 in. end float, so that the frames/bolt assembly can swing freely in the brackets. The spacers may need machining (or filing) to size to achieve this: if there is too much end float, shims 1/2 in. i.d. x 3/4 in. o.d. can be added between the spacers and the brackets. Press the Oilite bushes in the links B2 (the bushes should have been soaked in oil overnight) and assemble the links, together with the pivots and the brackets B10L and R to the frames. The brackets can now be clamped to the bicycle rear fork tubes with the handlebar cap B20 under each tube. The 1.1/8 in. clamping bolts,

item 859 shown in MO43 are too long (and difficult to find); 1 in. long bolts item 520, have therefore been listed in the drawings and substituted in MO43 Rev. A. According to MO44, each bracket should be 6.3/8 in. from the centre of the 3/4 in. dia. hole in the rear fork lug, but this dimension is best regarded as a guide; the distance will depend on the type of rear frame used - it will be greater with the Series C "long" frame - and will also be affected by the exact location of the seat brackets FT250, which depends on the position of the tool tray, etc. Whilst the actual distance does not matter, each bracket must be clamped at the spot where it comes in contact with the tube without straining the assembly. The pannier frames should then be roughly parallel to the seat base, with the bicycle resting against a wall (not on the stand). Finally, check that on full deflection of the rear suspension the pannier frames move in unison with the rear frame and do not foul anything - e.g. the brake rods (very close to the link and frame pivot B6), the Altette horn, the pillion footrests, and also the wheel tommy bar which possibly just clears the left hand case. In practice, this check can only be carried out after removal of the spring boxes, but with the hydraulic damper retained in situ to act as a stop either way. The standard footrests can be used with the luggage set, but will need to be moved as far forward as possible. Even so, they may tend to foul the pannier frames and it may be necessary to keep them permanently in the DOWN position. The cranked footrests F72/7 and /8 clear the frame, but, owing to their greater weight, do not readily stay in the UP position. Two springs FT99 help, but do not completely solve the problem NOTE: Although no doubt initially designed for the Twins, the luggage set can also be fitted to the Singles, but a longer top bolt B9 and spacers B26 are required (dimensions are given on the drawing). Due to the forward location of the rear frame on the Singles (cf. Know Thy Beast , Chapter 5), the brackets B10L and R have to be clamped further to the rear of the fork, where the distance across the tubes is greater. As a result, the frames are brought slightly further outwards, and the standard 12.1/2 in. pivot bolt B9 and spacers are too short. Maintenance An occasional drop of oil to the pivot points is advisable as Oilite bushes do not retain oil for ever. Grease or Graphogen can also be used. Likewise the top pivot B9 needs grease or Graphogen lubrication now and again, especially if it is made of stainless steel which has a well known tendency to "pick-up". Remove surplus lubricant in order to preserve domestic peace. The application of good quality shoe polish and spittle in the time honoured fashion is possibly the best way to retain the shiny appearance of the cases and straps. If the leather is worn or scuffed use KIWI "REVIVE" . Owing to the design of the lids, the cases stay dry inside, but if they are often used in poor weather, the leather is best protected from heavy rain and road dirt by placing each case in a disposable thin plastic bag. This is folded over the top of the case towards the back, so that the ends are trapped between the case and the frame and pierced by the pegs B25 when the case is hooked onto the frame. The result is not handsome, but it does ensure that on arrival at the hotel, the cases can be extracted from their plastic bags and handed to the Hall Porter in their glossy pristine condition.