High quality Stainless Steel cambox through bolts. Screw into Sleeve Nuts - Fits all SOHC models. This is the shorter rear cambox bolt that fits through the feet that protrude from the rear of the cambox casting.  Price is Each.

Price is each - but we also sell as a set of 4 cambox bolts (slightly cheaper - which is Item 0046).

These have the correct deep Norton head hex head and top curved profile.   This allows a good purchase with both ring spanner or socket.  They also have the correct imperial cycle thread - where they screw into the SOHC (cylinder head) sleeve bolts.

Fitting Notes:

The two longer cambox bolts feed through the main casting of the SOHC cambox, while the shorter bolts feed through the two cambox 'feet' at the rear of the cambox.  The feet of the Norton cambox are a renowned weak point - so it is very important when fitting the cambox that you check that the cambox is resting evenly on top of the 4 sleeve bolts, before tightening down the cambox bolts - particularly the short/rear bolts.  Failure to do this could result in uneven pressure being applied to the rear cambox feet . . . and the worst case scenario is breaking one of the feet off - something we all dread doing!

Set of 4 cambox bolts, both long and short, CNC machined in high quality Stainless Steel. 

These have the correct deep Norton head hex head and top curved profile.   This allows a good purchase with both ring spanner or socket.  They also have the correct imperial cycle thread - where they screw into the SOHC (cylinder head) sleeve bolts.

This listing for a set of 4 bolts

Fitting Notes:

The two longer cambox bolts feed through the main casting of the SOHC cambox, while the shorter bolts feed through the two cambox 'feet' at the rear of the cambox.  The feet of the Norton cambox are a renowned weak point - so it is very important when fitting the cambox that you check that the cambox is resting evenly on top of the 4 sleeve bolts, before tightening down the cambox bolts - particularly the short/rear bolts.  Failure to do this could result in uneven pressure being applied to the rear cambox feet . . . and the worst case scenario is breaking one of the feet off - something we all dread doing!

Traditional brown oil resistent paper type gasket to fit on the base of 500cc OHV barrels. Also can be used for some SOHC Models. 

As you can see from the profile in the photograph, these brown paper gaskets are made with the correct profile for early - late 1950's type OHV barrels.  However it is also possible to fit them to SOHC barrels, but they may just require a small amount of 'tweaking' with sharp scissors (depending what type of SOHC barrel you are intending to fit them too).

As there were various OHV and SOHC barrels - it is also important to check any oil drain/feed holes on the barrel match up with the gasket (but again these can be quickly modified or cut with a punch or sharp pair of scissors).

Note that we also sell another cylinder base gasket - 0917, which is a different, slightly thicker oil resistent material, as an alternative to this one - but both are professionally made gaskets by the same manufaturer.

These gaskets are manufactured for us by a specialist UK gasket manufacturer

Final point 2020:  I am also considering having another cylinder base gasket made, with the slightly different SOHC profile (i.e. single vertical tube in centre and open stud corners which original SOHC postwar gaskets had - but in the meantime this gasket and 0917 are alternatives)

47 thou (1.2mm) thickness Stainless Steel Compression Plate. This really is a useful item andwill save you an awful lot of time with a fretsaw and file.  Used to amend compression ratio, fitted to base of barrel.

It is not uncommon to have to make these up when fitting new pistons and trying to get the engine to a particular compression ratio. These plates are laser cut from stainless steel (they do not deform or damage as easily as aluminium) and are 1.2mm/0.047 thou), which for a STD bore 79mm barrel equates to an approximate reduction in compression ratio of 1.2:1 per compression ring fitted.

Should you require it, Some years ago I created a utility for my own use availabe from our RacingVincent website to work out compression ratios and spacers required.  As always in the modern world - we take no responsibility for you using this, but if it helps, it can be found here: Compression Ratio Utility

Note: Do not forget that when fitting or removing compression plates, it is necessary to check the clearances on the vertical shaft assembly, and if necessary fit a different width top Oldham Coupling. Should you need to change couplings - we also sell these in different thicknesses - see our SOHC Vertical Coupling Section.

Final point - always check the oil holes on your barrel match up with holes on the compression plate - as there were some variations over the years. If so - just open holes up to match with a small file

These can also be used on the base of most OHV Norton Model 18 and ES2 Barrels, if wanting to change compression ratio - but again, check oil holes match up, as they can also be different

35 thou (0.9mm) thickness Stainless Steel Compression Plate. This really is a useful item andwill save you an awful lot of time with a fretsaw and file.  Used to amend compression ratio, fitted to base of barrel.

It is not uncommon to have to make these up when fitting new pistons and trying to get the engine to a particular compression ratio. These plates are laser cut from stainless steel (they do not deform or damage as easily as aluminium) and are 0.9mm/0.035 thou), which for a STD bore 79mm barrel equates to an approximate reduction in compression ratio of 0.7:1 per compression ring fitted.

Should you require it, Some years ago I created a utility for my own use availabe from our RacingVincent website to work out compression ratios and spacers required.  As always in the modern world - we take no responsibility for you using this, but if it helps, it can be found here: Compression Ratio Utility

Note: Do not forget that when fitting or removing compression plates, it is necessary to check the clearances on the vertical shaft assembly, and if necessary fit a different width top Oldham Coupling. Should you need to change couplings - we also sell these in different thicknesses - see our SOHC Vertical Coupling Section.

Final point - always check the oil holes on your barrel match up with holes on the compression plate - as there were some variations over the years. If so - just open holes up to match with a small file

These can also be used on the base of most OHV Norton Model 18 and ES2 Barrels, if wanting to change compression ratio - but again, check oil holes match up, as they can also be different

This is a 79mm (500cc) piston to fit Norton 79mm x 100mm Lonstroke singles - from well known piston manufacturer - JP Pistons. These pistons are CNC machined and very well made. The piston shown here is of the none-slipper type orignally fitted to ES2 and CS1 engines, and is almost identical to the original Hepolite construction. I have compared this piston back to back with an original ES2 piston, and the only difference I can see is that this piston looks to have a fractionaly higher piston crown, which I would estimate to be approximately 7:1 compression ratio.

Note: for those wanting to check against their own engine - the most important dimension is the distance between the centre of the Gudgeon Pin (Little End) and the base of piston crown (i.e. at its outer circumference) - as this will determine if the base of the piston crown fouls the rim of the cylinder head.  For these JP pistons, as per the original 1950's ES2 piston in the photograph - that dimension is (approximately) 13.9mm.  The gudgeon pin diameter is the standard Norton single cylinder 0.875" type.

If you do not mind a slightly lower compression ratio than the normal International piston (i.e. approx 8.5:1) and you are not intending to use the engine for serious racing, then I would see no reason why this piston could not be used in SOHC Norton engines. I am able to supply this piston in STD, +0.020, +0.040 and +0.060 sizes. Note: When sizing pistons - the size represents the diameter of the bore, which means for a STD piston the bore should be exactly 79mm in diameter, and oversizes the exact number of thou on top of this (i.e.79mm + 0.020"). This listing is for a +0.060 (i.e. 79mm bore exactly) size piston