This is a replacement Rocker Ball pin, to fit the front (pushrod side) rocker on 1938-1947 type OHV engines.  The profile is copied from an original pattern and the ball and shaft are hardened.  

Price is Each (i.e. 2 are required per engine)

As can be seen, these 'pushrod side' rocker ball ends were pressed into the front rocker arms on the 1938-1947 type OHV engines.  The ball end of these rocker ball pins fits into the corresponding pushrod top cup.  It is not unusual on this particular type of rocker box to find the original pin is badly corroded, or just has worn through the case hardening of the ball.

These rocker arm Ball Pads are copied directly from a 1939 rocker pad - taken from the rockers in the accompanyning photos.  The profile of this item exactly follows the original - which is quite important, as the side wall profile is also important so as not to fould the pushrod cup on full deflection.

These are CNC manuactured, then are case hardened, in EN32B.  

Please Note: wtih 'Press In' Rocker pads - it is very difficult to gauge the correct 'interference fit' into the rocker arm - as tolerances between original items can vary by 1 - 2 thousandths of an inch on originals - particularly those that may have been removed from well used engines, as these can sometimes have slight wear in the rockers.  We have emulated what we believe to be the normal 'interference' fit for these rockers in a good original Norton rocker arm.  The old rocker pins can be removed from the rocker arm using a studded punch - as per the one in this photo - which has a 'pip' in the centre of the punch that corresponds to a centre hole in this type of rocker pin.  We have found most originals have a slight taper at the start of the shaft - that makes it slightly easier to press them in - as that allows the pin shaft to 'just start' in the hole, before it needs fully pressing in.

If fitting one of our rocker pins to replace an original - you should find that the new pin 'just enters' the hole, but requires light pressing in to fully press it home.  If the new pin slides all the way in on its own, or only goes firm in the last 1/4" of the shaft length - then it is likely that the hole of your rocker arm has a looser tolerance than required.  It is the customers responsibility to satisfy themselves that the new item has sufficient interference fit for their own engine 

We do have a few pads with either looser or tighter interfence fit than what we consider to be the 'standard fit', if you are not sure you can email us on sales@racingvincent.co.uk for details or availablity.

Final point on this 'ball type' or rocker pin.  These are specifically listed in the 1939 Spare Parts List as Part Number 8908.  The earlier 1932-1937 type OHV engines also had rocker balls on the rocker arms - but the rocker ball pad is not listed as a seperate part on those earlier engine types, and I do not have an original pattern in our 'originals' collection - however, it may be that the earlier engine also used a seperate press in ball pad on some models of a similar design . . . again, if you think this type may fit your earlier engine, you can email us for details.

And finally - these ball pads look very similar to the type also used in 1948-57 type OHV engines - but actually, the design of that later ball is slightly different to these balls - the later design also has a side oilway on the shaft that came out at the centre of the ball - to provide an additional oil feed.  As of Oct 22: We may be making that later type in the future if required, but will gauge interest first - email us if you need one of the later type 

Hardened Valve Cap to fit 3/8" Stem Diameter valves.  These have been CNC machined using original period 'Terry' valve caps as the pattern.  These are available in two thicknesses - state thickness when ordering. 

Price is per valve cap

These valve caps are CNC machined to the original 'Terry' valve cap design, they are in case hardened EN32B.

We supply them in two thicknesses - the thickness being the amount they will sit proud of the top of the valve once fitted - the two sizes we offer are:

- 1127_1 :  0130"-0.135" Thickness - this will be sent as default if customer does not make a request when ordering

- 1127_2 :  0185"-0.190" Thickness 

The 1127_1 (0.130" thickness) item is one of the thicknesses originally offered by Terry in their Valve Cap boxes (see accompanyning photo of original Terry Valve caps)

Background and Fitment:

First of all - let me say, that I do not normally fit valve caps to my own SOHC engine builds.  Not because there is a problem with doing so - but I suppose I have always had the luxery of being able to machine valves to the length I require.

However, I have been asked various times over the years by SOHC engine builders if I can supply them - so, we have now manufactured a small initial batch (as at time of writing this - October 2022), and will make more in the future if popular.

I have heard various stories in the past, as to if Norton themselves supplied valve caps for SOHC engine builds - I have not seen them listed in the main Norton Spare Parts lists cambox sections - but I know they are considered useful if you are building a SOHC engine and cannot get the cambox rocker arms to sit correctly over the valves.  They are also useful if you have one valve that is longer than the other, in relation to the cambox, for bringing both valves to a similar height (i.e. fitting a valve cap on the shorter valve only).

And finally, with earlier OHV Norton engines, using 3/8" valves and exposed valves (i.e. earlier non enclosed rocker box) - the same applies, I know of some customers who have engines where the gap between valve and rockers would benefit from valve caps.

In all these instances - it the engine builder's responsibility to decide if they wish to use valve caps - but if they do, these are modelled on the original Terry valve cap design.

Useful tip if fitting valve caps:  Remember you have them fitted! .. . i.e. they are normally used on engines with exposed valve tops, and sit on top of the valve, with the rocker pad making direct contact on them - with minimum tappet clearance, which stops them flying off.  But they are very easy to forget about and loose when stripping the engine . . . good idea to keep them safe in a bag as soon as you strip engine!

See also Item 1128 - for 11/32" (i.e. SOHC Inlet Valve standard stem diameter) equivelant valve caps

These Cylinder Head nuts are perfect copies of the design used by Norton's on 16H and Big4 Side Valve models, from the 1930's through to the end of Side Valve production in approximately 1957 - they have a distinctive deep hex and a gradual curve to the top of the nut - which was a Norton feature on many of their engine bolts. 

Price is per nut.  Normally 9 are required for a complete SV Cylinder Head.

We have CNC machined these, using an original 'New Old Stock' Post War 16H nut - ours are identical, other than being manufactured from stainless steel, so they do not rust and will transform the look of your SV engines cylinder head! However, as you can see from the factory picture of a 1937 WD 16H engine - the same design of Side Valve cylinder head nut was also used pre-war (sorry, I am not sure when this nut design was first used - but providing your cylinder head studs are 3/8" x 26tpi BSC, then these should fit).

We inclujde a picture of the 'New Old Stock' cylinder head nut in the picture (which is normal steel, satin nickel plated), and as you can see we have emulated all the features of the original nut, including the chamfers and shoulders.

Normally - seven of these were fitted per cylinder head, and as they are in a very visible location (and most Side Valve engines I see have original nuts which look a bit sorry for themselves) - hopefully you will agree, fitting a set of these should transform the looks - as well as making removing the cylinder head a much simpler chore if your original nuts are chewed. 

As always, the hex bar we use is the correct Imperial spanner size of the original nut - now even more difficult and expensive to find in stainless steel.

Note: We also sell the corresponding cylinder head studs for these Side Valve engines, in two varieties, both also in stainless steel: Item 1131 - for Pre War type, as per WD16H in photo, and Item 1132 whcih is the type used on Post 1948 Side Valve engines. 

These Cylinder Head studs are of the type fitted to pre-war WD16H and Big4 Side Valve engines through to 1947 - an original 1937 WD16H cylinder head stud being used as a pattern. 

Price is per stud.  Normally 9 are required for a complete SV Cylinder Head.

We have CNC machined these from stainless steel, using an original 1937 WD16H cylinder head stud to ensure we got the lengths of thread going into the barrel, and protruding from the cylinder head, as per the original Norton stud.

When used in conjunctions with our SV Cylinder Head Nuts (Item 1130), they transform the look of your cylinder head, and if your originals are chewed, make working on this part of the engine far easier.

This cylinder head stud was originally Part Number 9136, shown as that in the 1937 WD16H Norton Spare Parts List, but most importantly - also shown as that in the 1934, 1937 and 1939 normal road models Norton Spare Parts List - indicating it was the definitive stud used for all 16H and Model 1 (Big4) models from the indtroduction of the seperate Side Valve cylinder head in the 1930's - through to the final Side Valve 1947 Civil engine (the 1939 Norton Spare Parts is list is very rare - but shows the 1938-47 engine design, which for the Side Valve engine was slightly different to the WD design manufactured for Army use through the war - but the 39 list also shows this part 9136 still being used - proving it was used through to 1947).

Email us on sales@racingvincent.co.uk if you require more information to confirm these are correct for your engine.

If you have a 1948 onwards Side Valve model, then see Item 1132 instead, for the stud design fitted to that later engine 

These Cylinder Head studs are of the type fitted to 16H and Big4 Side Valve engines from 1948 through to 1957 - an original Post War WD16H cylinder head stud being used as a pattern. 

Price is per stud.  Normally 9 are required for a complete SV Cylinder Head.

We have CNC machined these from stainless steel, using an original Post War 'New Old Stock 16H cylinder head stud to ensure we got the lengths of thread going into the barrel, and protruding from the cylinder head, as per the original Norton stud.

When used in conjunctions with our SV Cylinder Head Nuts (Item 1130), they transform the look of your cylinder head, and if your originals are chewed, make working on this part of the engine far easier.

This cylinder head stud differs from the Pre-War type (Item 1131) fitted up to 1947 models, as for 1948 both the OHV and SV engines received a complete make-over, which included the Side Valve models getting a re-designed alloy cylinder head, which required longer (deeper) studs.  See in the accompanying pictures - line drawing fromt the 1948 Spare Parts list, showing this type of stud, and the photograph of our stud and cylinder head nut (Item 1130) alongside 'New Old Stock' originals.

Email us on sales@racingvincent.co.uk if you require more information to confirm these are correct for your engine.

If you have a  Pre-1948 Side Valve model, then see Item 1131 instead, for the stud design fitted to that later engine 

- Highest quality inlet or exhaust valve manufactured by G & S Valves - to fit Norton SV (Side Valve) 16H 500cd engines.  Price is per valve

This valve is the standard specifcation Norton valve fitted to side valve (SV) 500cc single cylinder Norton models from the early 1930's to the late 1950's.  I am not entirely sure if this valve will also fit pre-1930 Side Valve Norton engines- but email us at sales@racingvincent.co.uk if you need more detail on dimensions.

Please note - this valve does not fit the similar side valve Big4/Model 1 596cc engine (which has a slightly different length stem).  Email us on paul.norman@racingvincent.co.uk  if you have this model - I may be commisioning some of those valves in the future

Final point on valves - Norton single cylinder SV valves are not interchangeable with SOHC or OHV valves - however, the collets for side valve engines are the same as the OHV valves and we do sell these collets - Item Number: 0675.

Note Feb 2024: If you have a 1920's sidevalve Norton - of the type that has a slot to retain the valve springs at the end of the shaft - and are looking for replacement valves, or if you have a 1930's Big4 sidevalve - you can contact me on paul.norman@racingvincent.co.uk as if I have enough interest I will look at having batch's of both made

- UK manufactured coil valve springs to fit 16H, Model 1 and Big 4 Sidevalve engines of the pre-war and WD type.  Pattern taken from 1937 sidevalve engine.  Price is per pair.

As can be seen from the photos, these springs are to fit the pre-48 type 16H engine, produced through the 1930's and also fitted to WD 16H engines through WWII.  They may also fit the post 48 16H engine . . . but as I no longer have one of these engines I cannot confirm this (the valve spring in that engine is shown in catalog as being A2/144).  If someone has a valve spring for this engine that can confirm length and inner bore diameter, I would be very grateful if they could email us to confirm - sales@racingvincent.co.uk, as I can then update this listing or look to have that spring manufactured as well

This is a 'Variable' Listing, showing various types of Norton sump plugs - as were fitted to most Norton models from the 1920's through to the 1950's, both engine and gearbox, and also some additional 'Racing' type, either drilled for Lockwire and even a couple 'Wasted' for weight saving.  All are modelled on original Norton sump plugs - with all major dimensions replicated .  Price is Each - but also includes the sump plug washer.  We also sell the various washer types serperately.  See the table below for details and fitting for each sump plug type we offer

All our sump plugs are CNC manufactured by ourselves to original dimensions, using original patterns as examples - and trial fitted to original crankcase and gearbox castings of various single cylinder models.  All 1/4" BSP sump plugs (i.e. 1011_1 to 1011_10) are manufactured in brass, just as original Norton sump plugs were - then satin nickel plated (also the most common original finish).  As well as replicating the original different designs manufactured over a 30 year period - they also look extremely pretty.  For most of the brass type sump plugs - we have also held back a few in bare brass - which was also an original Norton finish - but these are limited.

By default for items 1101_1 to 1101_10 - we will send a satin nickel plated sump plug - state when placing online order in the comment section if you require a brass version instead (if available)

Note also that many OHV and SV oil tanks were also fitted with 1/4" BSP Drain/Sump Plugs - often listed as part number E3336, where the head shape was often similar to our 1101_1 or 1102_2 - the second of these being a lockwired version, which is a useful addition on any oil tank.  Ensure your oil tank sump plug thread is actually 1/4" BSP before fitting though, but if so, any of our brass 1/4" BSP plugs should fit (note - many SOHC oil tanks did not have drain plugs fitted) 

Also the Norton 'Oilbath' Chaincase also used an E3336 sump plug - I have seen both plain head and slotted variety fitted to the chaincase in the past.  And of course a lockwired version is very useful if you are intending taking your roadbike on a Track parade.

Which Plug: 1/4" BSP, 1/8" BSP or another thread type?? - Different sump plug fittings:  It is worth noting that the first 10 sump plugs are all 1/4"BSP threads, which was by the far the most common fitting for gearbox and oil tanks and for engine sump plugs up to 1948.  However many Post 1948 Norton single cylinder (and other model) crankcases were instead fitted with a smaller thread sump plug thereafter - which was normally 1/8"BSP.  Most of these engines are identifiable from earlier engines, because the sump plug was mounted under the crankcase, rather than at the side, and there was often an additional casting ramp in front of the hole, to stop the sump plug being pulled out if the bike was 'grounded'. 

We have replicated this later Post 48 Sump plug as well - see items 1101_11 and 1101_12 (locwired version).  An original 1/8" Norton sump plug was again used as a template, which we have CNC replicated exactly - other than ours are manufactured in stainless steel, rather than the original plated steel material that original 1/8"BSP were made in - so ours will not rust. 

It is important that you check your fitting before ordering though - particularly if you have a Post 48 model - because the original 1/8"BSP plug used a very fine thread, and the sump alloy was not very thick . . . it is very common to find that the crankcase may have stripped its thread in the past and been fitted with a different - slightly larger thread.  I have found the most common 'larger' thread is 7/16" BSF (and I have a couple of crankcasses in my own collection since the 1960's that have had this done) . . . so because of this we have also manufactured a Post 48 sump plug - but with 7/16" BSF thread - Item 1101_13.  I have talked to other highly experienced Norton engine builders and they also confirm stripped threads on later engines is a common occurrence.  Please satisfy yourself which thread you require before ordering

Types Available are as Follows:

Note: I have desctribed below the different variations, and wherever possible - the most common fitment of each . . . to the best of my knowledge from having stripped various original engine and gearbox's over the last 40 years, as well as talking to friends and customers where necessary.  However, providing thread and fitment is correct - you may find these plugs styles also fitted to other models, or different to below:

Background and Fitting Notes:

These are CNC manufactured by ourselves, but using original Norton sump plugs as a pattern - which we have copied exactly - including chamfers, grooves (most of these sump plugs have a specific type of groove behind the thread, which I assume was to let the red fibre washer to 'mush out' slightly and give more effective sealing) - and of course, the correct Norton head profiles.  We also linish (with fibre linishers) the head after manufacture to remove burrs, and then finally, every nut is ran down a thread gauge, to ensure the thread is deburred.  We have also manufactured additional varieties with cross-drilled holes for lockwiring - for track and competition use, and also some 'lightened' types with a very pretty drilled head.

Norton sump plugs for Norton singles were manufactured in their 1000's over a 50 year period - and as always there were slight variations and tolerances by batch - but we have compared multiple sump plugs and have tried to adopt 'std' tolerances wherever possible.  However, when fitting, try and ensure the thread fitting you have selected is correct for your model - always grease the thread first, and if not sure - play safe and confirm thread in casing first.

Note - Each of the sump plugs (between 1101_1 and 1101_12) comes supplied with a BSP Dowty sealing washer.  These are much easier to fit than the traditional Red Fibre Washer (which must be a very tight fit onto Norton sump plugs - and are difficult to fit - if they go on easy, they will 'wobble' when they get to the grooved area that all these sump plugs have). 

Dowty sealing washers are a more modern design - consisting of a steel outer with sealing nitrile inner - and are used in most modern fittings for sealing plugs.

We also sell these 1/4" or 1/8" BSP washers seperately (1101_14 and 1101_15 respectively), as ideally they should be replaced every time an oil change is performed.

We can also supply the traditional Red Fibre washers (Item 0091) if youj wish to use the traditional style washer - particularly on the Lipped type washers - but note these are normally a bit more difficult to fit.

Final point - if you have a different type of sump plug to the type shown here, and think it is original (i.e. early 1920's etc) - then feel free to email us and we may consider manufacturing a batch

This is the bronze quill/plunger used to feed oil to the Big End Bearing, as fitted to all SOHC engines, as well as those OHV/SV engines manufactured up to the end of 1937.  The same quill was also used on the WD model 16H engine (which continued to be manufactured through WWII for the armed forces) as well as pre-38 OHV/SV engines where the quill holder protruded through the timing cover.

The accompanying photos show a complete Big End quill assembly - including the quill listed here.  Price is for quill only, all other items sold seperately.

We CNC manufacture these quills to the original Norton pattern from the best quality Colisbro Nickel Silicon bronze (it has a more coppery look than regular phospher bronze, and Norton originally used a similar hard wearing material).

This style of bigend quill was fitted to all SOHC engines - both pre-war and postwar.  However it was also fitted to all OHV and Side Valve models up to the end of 1937.  After that point, the OHV/SV engines received a facelift and at that point were fitted with a shorter type BigEnd Quill (which we also offer - Item 0965).

This type of quill also continued to be fitted to WD 16H engines manufactured after 1938, to the end of WWII (but this WD engine is not to be confused with the commercial model 16H of 1938-47, which used the later timing case design).  Email us at sales@racingvincent.co.uk if you intend fitting this to a side valve model and are not sure which should be fitted.

Note : These plungers are NOT interchangeable with the SOHC Cambox Feed Quill/Plunger, as that plunger has a smaller feedhole! and fitting one into the BigEnd will damage the engine - (our Item number 0066 or 0067, see cambox section).  If you have a cambox with that quill type fitted, make sure you always keep them seperated.  If you have a box of old quills and are not sure if you may have fitted a quill of the wrong type, email us on sales@racingvincent.co.uk email for information on hole size correct for Bigends.

This is the conical spring that fits behind the A11/12 bronze Big End quill on all SOHC models - and pushes it against the crankshaft Big End oil feed tapered hole). Made to original pattern. 

This type of spring was also fitted to the Pre-War OHV/SV models that used a similar Big End quill holder, (the spring was called part number 9014 up to 1938) i.e of the type that protruded from the alloy timing cover (both hex nut and round nut types).

One of the accompanying photographs show the spring as part of the complete Big End oilfeed quill assembly.  This listing is for the spring only, all other items are available seperately. Price is Each.

We have these springs made for us by a top quality UK spring maker to an original pattern

If you have a SOHC central oil feed cambox - the quill spring for that purpose is shorter, see Item 0097