The Grey Flash features an extensively drilled and lightened headstock casting.
The Works must have deemed this appearance a little unsightly so an alloy cover plate was devised to cover up the holes and provide a place for the mercury crest transfer.
I’m convinced this is original to the bike; accurately constructing a similar part wouldn’t be hard but correctly replicating the dimensions would require more diligence and it’s very unlikely anyone would have bothered with such a trifling task in decades past.
The question here is what might the original finish of this component have been? Usually they were polished. I feel certain that it wouldn’t have been blasted – some of the visible dings have also been subjected to this treatment indicating that the blasting was undertaken later on in the bike’s life. As the finish/presentation was a very important aspect of this early Grey Flash I suspect this plate would have been anodized along with many other of the aluminium parts. Re-anodizing might be one answer or perhaps carefully removing the blasted finish with a suitable grade of wire wool. We need to have a careful think about this before coming to a decision.
One thing we’ve noticed about the drilling on the headstock casting is that it differs from that of later examples. David Dunfey has kindly sent me some images that show a different pattern of 5/16″ holes.
I’m finally able to report that the fork blades are stripped of all of their paint. In fact, all parts have now been stripped but I’m going to start with the forks as they are an important reference point for this part of the restoration. We know, without a shadow of a doubt, that the forks are the original ones that 2751 left the factory with. We know this because of the many unique features found on the Grey Flash Girdraulic fork legs that differentiate them from Vincent Black Lightning items. The bike was exported new to New Zealand; the only Grey Flash exported new to that part of the world. For the bike to have acquired a genuine replacement Grey Flash fork leg would have been nigh on impossible. So the legs have to be original to the machine and, under the paint, we are likely to find the anodized finish listed on the Works Record Card. That is, unless it was destroyed by someone trying to obtain a “key” for said paint…
As we have seen, the dull chromium plated finish extends to several parts of the machine, including the UFM and RFM. For now though, I will be concentrating on the parts of the bike that were anodized. This method of finishing alloy parts has been around since the ’20s though didn’t start to become widespread, beyond military applications, until the late ’50s/early ’60s. We were sure that the anodized finish would have been of silver in colour and that this would have been done to give the aluminium parts a superior appearance and protect them from oxidization.
Several layers of paint were removed exposing the finish beneath – the first time it’d seen the light of day in many decades.
To see how these legs differ in appearance from an unanodized set, prior to being painted, they will need to compared to an original leg in that state. I have an original leg, that’s never been refinished, elsewhere and I have a plan to dig it out, strip some of the old finish off and compare it to these ones. Then, I believe, the difference in finish will be quite apparent. Looking at these items on their own, they don’t appear to be showing any signs of anodizing but I feel confident that this finish is indeed consistent with silver anodizing albeit somewhat aged.
Anyway, for the time being, let’s just marvel at them. For sure, few have ever set eyes on a set of genuine Grey Flash lightened Girdraulic fork legs…
So, it is imperative that we are able to feel completely confident that the fork legs are indeed anodized. Once this has been confirmed then we will be able to use their finish as a point of reference when comparing them with other alloy components that we believe may be finished similarly.
Last night Bert sent through some images that I’ve been eagerly awaiting…
We know that 2751 left The Works with special finishes because the Record Card states: “Girdraulic anodized” and “dull chrome” as the finish for the petrol tank. However, we were not sure which other parts would have been finished thus and it was with great anticipation that we reached the point in the restoration process where we would be able to strip off the paint and see what was underneath. The beautiful cellulose paint applied by Terry Prince and Peter Johnson was a uniform finish and we knew that some parts were original to the bike, due to their rarity, whilst others might be correct but not the parts that 2751 left the factory with. Stripping off the layers of paint would reveal all and we would be able to ascertain what was what.
Some years previously I had rubbed a little paint off the rear forks and had been presented with a finish that indeed appeared to be a chromium plating of some kind – this patch didn’t rust over the years that it was left exposed.
Bert set to work on the UFM and RFM with 2 gallons of thinners. He toiled away for two days, high as a kite on the fumes whilst feverishly rubbing various layers away, his nub of a damaged thumb carefully protected from the vicious chemicals.
It is with a great sense of satisfaction – and even pride – that I’m able to reveal to the world, in this blog, the results of his hard work:
So, a real pivotal in the restoration has been reached and every moment savoured! I hope all subscribers to this blog will find these images as satisfying as we are at being able to share them with you.
There has been a delay due to: (i) waiting on parts, (ii) the c-virus, and resulting lockdown, and (iii) to a medical emergency that resulted in ace spannerman Bert nearly losing his hand after a malevolent pathogen came out of nowhere and took hold… His full recovery will take some time but he’s now getting back in the workshop aided by his wife, when needed.
It took some time to ascertain what parts were needed to replicate the mudguards accurately. We decided it would be prudent to fit these up prior to the bike being completely stripped down.
The front racing-pattern mudguard is a standard alloy blade, minus the front u-shaped stay, and cut down. The rear stay is the standard item with a spacer between the stay and the fork to allow for clearance of the air scoops.
The rear racing mudguard is a purpose made item and not an adapted standard item.
The rear guard is almost a full 180˚ in circumference. The radius of the guard is the same as that of the front blade and it employs the leading u-shaped stay from the front, at the rear.
We were delighted to learn that these raw blades were actually in stock at the VOCS – this averted a special one-off order from a manufacturer, which is what we were anticipating.
And we’d like to thank Bob Culver for constructing the stays to original specification. They will be sent for dull chromium plating which would have been the original finish.
A moment of assembly this early in the process of restoration is a cause for some elation. The rear rim was exchanged for the correct 20″ item early on in the project and now the refurbished drums have been bolted to the hubs and offered up to the forks and RFM.
The above photo features lots of incorrect parts that will be attended to later. The Elektron brake plates are still too shiny and will take a few years to dull down. We have found an American product on the market called Eagle One Etching Mag Wheel Cleaner – this should produce a pleasing dark matte finish but we’re currently unable to find any for sale in the UK.
The head bracket arrived from Australia and was immediately entrusted to the workshop dog. As innocuous as the little fellow looks, he’s highly trained to guard rare parts with the utmost diligence earning him the nickname of “Dyl”… He maybe on the small size but he’s got the casual indifference of a top flight predator…
We have discovered that the front hub features a metric bearing setup. Due to a shortage of materials during the Korean War, metric bearings with an o/d of 47mm were fitted in place of the standard Vincent item. So this item is not the original hub as 2751 was completed and shipped prior to the onset of the Korean War.
What to do? Replacing the hub with a new pattern item and fitting standard bearings was one option. Another was finding a period hub and hollow axle and fitting that. The former of these options is the least desirable as we would be replacing period items with new ones. The latter option seemed more in keeping with the level of authenticity we are are trying to achieve but we have decided to go with what we already have. The reason for this is that (i) it’s a genuine period hub (albeit of a little bit later vintage than what would have been fitted to the bike when new) and (ii) was used during the bike’s racing career. In addition, it features a hollow axle machined out of lightweight alloy. These were sometimes fitted to Vincents though we’re not sure whether this one is original or made at a later date. Anyway, it seems entirely appropriate to preserve this lightweight component on a racing machine.
Recent inactivity is due to the fact that we have been awaiting and sourcing parts.
A large order of parts arrived from the VOCS.
As has been previously explained, the trick Norton clutch will be retained. This component is imbued with the bike’s racing history and to sideline it in favour of an original Albion unit seems almost criminal. Why delete parts of the bike that were used in-period just because they are unoriginal? It would not be particularly hard to source the correct component and return the bike to the spec’ that it left The Works with. However, we’ve decided that choice non-original parts, that were used in anger and are part of the machine’s DNA, will be retained and will be a fascinating reminder of the people that raced the bike and its racing pedigree. The character of 2751 needs to be preserved to attest to its very full and hard working life.
As mentioned in this blog waay back (run a search for ‘Frames and Brackets’), It was discovered that the special drilled cylinder head bracket was found to be of the wrong pattern as the drilling appeared crude and didn’t match the drilling pattern of drawings held on file. This was a bit of a blow and the only recourse we had was to drill a bracket to original spec’. Finding an original bracket seemed a tall order and modern reproduction items differed in several ways and were completely unacceptable for this project.
As so often has been the case, Franc Trento came to the rescue! He mentioned we were looking for one to ace Vincent mechanic Greg Brillus and Greg was able to supply.
This is currently winging its way to the UK. It will be correctly drilled and dull chromium plated as per the original. Thanks Franc and Greg, you beauts!