This is the phosphor bronze bush fitted to all SOHC inner timing cases, which is the bearing for the oil drive gear. These bearings are often badly worn on original engines - easily identifiable because excess oil will collect in the outer timing case space (je - the area containing the magneto chain), and as the outer timing cover is often not fully oil tight - results in a common leak with oil spraying back over the exhaust and right leg.

We manufacture this bearing to the same pattern and tolerances as the original Norton Item - which includes the inner oil scroll.  Like most original Norton items - the internal oil scroll is 'Sided', i.e. - the bearing has the oil scroll running from the innermost lip - but it stops just short of the other end of the bearing - to help stop oil escaping into the magneto chain space (you may want to check your own cover bush - many later bearings seem to have the oil scroll fully extending to the edge - giving more chance of leaks).

Finally - if you look closely at the accompanyning photographs you will see one end of the bush has a tiny lip.  This alows the bearing to be placed into the timing cover hole, and is an aid to it being pressed in.  And with each bearing we included instructions and helpful hints for fitting this bush.

Interference fit: These bushess are manufactured with the same interference as original bushess (0.688 +/- 3 tenths of a thou).  Please check your original bush OD before fitting ours, to ensure yours is similar (some owners may previously have fitted an oversize bearing, if their orignal bush had worn in the housing).  We do occassionally stock bushes with slight variations in tolerance - email at sales@racingvincent.co.uk for details.

Update Feb 2022:  A new batch of these just manufactured.  The price of phospher brone has rocketed in the last 18 monbths, but we have tried to keep the new retail price to virtually the same as the previous price.

This is a 1:1 (non-reversing) rev clock gearbox that can be fitted to any of our outer timing covers - and most other British motorcycles using this style of rev clock mount. They are excellent quality - and although not of the 1930's/40's bronze type originally fitted to most Cammy Nortons of that era (which are unobtainable now), they are of the slightly later design that were commonly fitted to later Manx Nortons from the early 1950's and other British sports/racing bikes in 50's/60's and definitely look the part.  

Unfortunately I have not been able to find anyone yet manufacturing the bronze cast type that would have been originally fitted to Norton's in the 1930's-40's, but this is of a very similar design, and was of the type that were commonly fitted to competition bikes from the late 1940's/early 1950's onwards.

These are good quality rev clock gearbox's and are UK manufactured.

The type here has the correct angle of output and I believe the 1:1 (none reversing) ratio was the ratio originally fitted to pre-war Norton's - but you will need to check your own rev-clock, as it is very rare to find someone who still has their original Manx Norton rev clock still fitted!

In addition, we also stock the 2:1 none reversing type (Item 0339) and we normally keep at least one 1:1 Reversing type gearbox in stock (0338B) - but this needs to be requested, please email us seperately when placing your online order.  If you are not sure what the difference is between reversing and non-reversing - please email us on sales@racingvincent.co.uk, and we will happily confirm the two types so you can ensure we supply the correct gearbox for your rev clock.

 Please note - we also stock the 2:1 type (none-reversing) gearbox - Item 0339, and can obtain the 2:1 reversing type by special order  

This is a 2:1 (non-reversing) rev clock gearbox that can be fitted to any of our outer timing covers - and most other British motorcycles using this style of rev clock mount. They are excellent quality - and although not of the 1930's/40's bronze type originally fitted to most Cammy Nortons of that era (which are unobtainable now), they are of the slightly later design that were commonly fitted to later Manx Nortons from the early 1950's and other British sports/racing bikes in 50's/60's and definitely look the part.  

Unfortunately I have not been able to find anyone yet manufacturing the bronze cast type that would have been originally fitted to Norton's in the 1930's-40's, but this is of a very similar design, and was of the type that were commonly fitted to competition bikes from the late 1940's/early 1950's onwards.

These are good quality rev clock gearbox's and are UK manufactured.

The type here has the correct angle of output and I believe the 2:1 (none reversing) ratio was the ratio originally fitted to post-war Norton's - but you will need to check your own rev-clock, as it is very rare to find someone who still has their original Manx Norton rev clock still fitted!

In addition, we also stock the 1:1 none reversing type (Item 0338) and we normally keep at least one 1:1 Reversing type gearbox in stock (0338B) - but this needs to be requested, please email us seperately when placing your online order.  If you are not sure what the difference is between reversing and non-reversing - please email us on sales@racingvincent.co.uk, and we will happily confirm the two types so you can ensure we supply the correct gearbox for your rev clock.

 Please note - we also stock the 1:1 type (none-reversing) gearbox - Item 0338, and can obtain the 2:1 reversing type by special order  

This item is for a 38" length Rev Clock Cable - of the (now extremely rare) pre-war type, that were rubber sheathed - for the ultimate in originality on your pre-war Inter or competition bike, if fitted with a Smiths Chronometric Rev Clock. 

We take as a starting point, a good quality proprietary (UK manufactured) rev clock cable - of the type we also sell seperately for Post-War modelds, but then carefully add an additional sheathing of oil resistent black rubber covering over the original cable outer, with stainless steel ferrules on either end of the rubber - which just overlap the normal alloy cable end fittings - to give a really smart and genuine Pre-War look.

For anyone with an eye to originality, and owning a Pre-War competition or sports motorcycle, you may have noticed that pictures of early competition bikes fitted with Rev Clocks (which commonly seem to have become optional extras from approx 1935 onwards, but can occasionallly be found on earlier bikes) - often seemed to have rev clock cables thicker than later cables.  This was normally because those early cables had a rubber outer sheathing to protect them (rather than waterproofed cloth covering, common on other cables at the time).  Unfortunately almost none of those original cables have survived in their original condition - because the old 'natural rubber' sheathing has now perished and dropped away.  I have seen a couple of original cables which look like they may have been of this type - but now just have the bare metal flexible coil outer remaining - which loses the original effect!

Therefore we decided to make the tooling and parts to allow us to make a batch of these. 

The starting point is to take a good quality (post-war type) rev clock cable of the correct length, but then remove the fittings on one end, then add a section of oil resistent hosing over the original cable outer covering.  However, to make this look smarter and more professional - we have added close fitting stainless steel ferrules, lipped on one end, that are pressed onto the end of the rubber sheathing on each end.  We have carefully trimmed the rubber to the correct length - so that once fully pushed the cable on one end - we can then add new crimped fittings on the open end, before sliding the rubber back down again over the fittings - so none of the original covering is showing and the lipped ferrules overlap the alloy cable fittings.  The final effect is to give that final pre-war look, but still maintain the original fully functional cable.

Sorry these are not cheap - but they require a lot of effort to make - including our own CNC made parts and jig - the price difference between these and modern style cables reflects that additional time to make

The sheathing is a high quality oil resistent pipe and we CNC manufacture the stainless steel ferrules from solid 3/4" stainless bar - as no good quality commercial ferrules are available.  We also re-manufacture the cable fitting on one end (again CNC), to allow the fitting of the sheathing.  Therefore, not cheap to produce - but they do look very original, and should generate comments when fitted to your pre-War bike!

In the accompanyning photographs you will see photographs of two period pre-War racing Norton M30 models (i.e. pre-War Manx's).  The first picture is of a 1937 'Big Plunger' Manx, and the second photo is of a 1939 Gardengate Manx (which looks brand new out of the showroom in the photo).  Both bikes are fitted with rev clocks and similar type rubber sheathed cables.

Final Note: - the stainless ferrules are manufactured to be a close/tight fit over the rubber sheathing - and therefore I have found crimping or punching the ferrules to keep them in place is unnecessary as it will damage and mark them - however, a customer could use a single centre punch to do at a later date, should they think this extra security wothwhile. Likewise, we have found the rubber sheathing (which is not glued to the cable, as it needs to be slid after fitting to abut the alloy cable fittings) does not need any additioinal retention - but if it a later date that is required - a small loop of stainless lockwire tightened around one end of the rubber sheathing would further retain it. 

FYI, when I have fitted rev clock cables to Norton singles in the past - I find that they normally just touch the exhaust pipe (and can burn) with their natural bends - therefore you may want to check this when fitting, it is not unusual to use a small clamp (or lockwire length) to hold the sheathing back from touching the exhaust and burning - which would be a shame!  I notice there are photos of the Works Norton singles in period, where they also did this.

Good quality UK manufactured 36" rev clock cable, to fit both pre and post war Norton International and Manx models fitted with chronometric rev clock.  This is the normally  sheathed type - and is the normal length if you have a rev clock mounted close to the handlebar and drive gearbox on the standard norton timing cover.

We also sell a slightly longer 38" rev clock cable - which gives a more cable if you have a rev clock mounted more vertically - as many post war Manx models did  . . . it is best to measure which length will suit you best before ordering - we can also obtain other lengths on special order.

We also sell a rubber sheathed rev clock cable - which were of the type often fitted to the pre-war competition bikes, and now very rare - see item 1045.  The pre-war type is slightly longer as they require a slightly llarger radius to mount to girder forks with rubber sheathing.

This item is the 15 tooth magneto sprocket that is driven by the chain from the oil pump gear sprocket (SOHC models) or inlet cam (OHV, SV models), and fits on the end of the magneto shaft (either Lucas Magdyno or BTH KD1). These items are just the same in profile as original sprockets - the magneto sprocket being recessed, just as the original was - and is of the type fitted to almost all Norton single cylinder models from the 1930's to the late 1950's - i.e. SOHC, OHV and SV models

Price is Each.

We manufacture these sprockets in-house, on modern CNC machinery and to a very high standard. They are then hardened (the slight black, mottled finish is as a result of the hardening process).  They are supplied sprayed in Duck Oil (the wet look in the photographs) to prevent rusting in storage.

They should fit most Norton singles from the late 1920's to the late 1950's - including SOHC models, OHV and Side Valve models.  An original 'New Old Stock' Norton magneto sprocket was used to give the correct dimensions and as part of the manufacturing process we ensured they fit on both Lucas and BTH magnetos - as can be seen from the accompanyning photographs.

Although we are not experts on other marques - we believe this same sprocket design (and offset) may well have been used by other motorcycle marques of the 1930's-50's - particularly those models fitted with Lucas Magdyno units.  If you require more information on these sprockets and offsets - you can email me at paul.norman@racingvincent.co.uk.  We have certainly sold far more of this type over the years than we have the engine side magneto sprocket - so we can only assume a number of non-Norton customers are buying them!

We manufacture these sprockets in-house, and do not offer them to any other outlet, they are exclusive to ourselves.  We used original Norton sprockets to ensure dimensions were as original, and the spocket tooth profile is the correct CNC generated profile for the imperial Renolds chain that we can also supply for most Norton single models.

Note: Fitting magneto sprockets - it is always best when fitting sprockets, to smear some fine grinding paste on the taper fit of the sprocket and gently grind the sprocket to the taper, to get a perfect fit. This is achieved when you have got a matt grey finish on both sprocket and taper. Ensure you fully remove the grinding paste before final fitting. Always use a 'puller' to remove the sprocket, do not try to lever the sprocket off with a screwdriver, as this will almost certainly damage the timing case. A tip when using puller's to remove sprockets - fit puller and screw central bolt until a good tension is reached, then give the end of the puller bolt a sharp sideways tap with a mallet - the jarring will easily loosen the sprocket

Update March 2024:  Now back in stock - we have just had a new batch of these manufactured.  See also Item 0392, the matching magneto side sprocket

This item is the 15 tooth Norton single magneto chain sprocket on the engine side - that drives the chain to the magneto sprocket, it fits on the end of the oil pump drive gear (SOHC models) or inlet cam (OHV and SV models). 

These sprockets are manufactured to to the original Norton profile, and were as used on most Norton single cylinder models (i.e. SOHC, OHV and SV singles) from the 1930's to late 1950's.   When manufacturing these sprockets, we used an original Norton 'New Old Stock' sprocket as the pattern.

Price is Each.

We manufacture these sprockets in-house, on modern CNC machinery and to a very high standard. They are then hardened (the slight black, mottled finish is as a result of the hardening process).  They are supplied sprayed in Duck Oil (the wet look in the photographs) to prevent rusting in storage.

They should fit most Norton singles from the late 1920's to the late 1950's - including SOHC models, OHV and Side Valve models.  The only difference to the original Norton design - is that we do not include a slot for a 'woodruff' key on these sprockets - as it is almost universally accepted that the use of a woodruff key on this sprocket is unnecessary - and actually can be quite harmful, as it is the taper that gives almost all of the grip, and if a woodruff key is used that sits even a fraction too proud  of the slot - it will result in a lack of contact of the taper, and therefore more chance of failure).  FYI - I have never used a woodruff key on this engine sprocket in 40 years of ownership of all varieties of SOHC,OHV and SV ownership.

We manufacture these sprockets in-house, and do not offer them to any other outlet, they are exclusive to ourselves.  We used original Norton sprockets to ensure dimensions were as original, and the spocket tooth profile is the correct CNC generated profile for the imperial Renolds chain that we can also supply for most Norton single models.

Note: Fitting magneto sprockets - it is always best when fitting sprockets, to smear some fine grinding paste on the taper fit of the sprocket and gently grind the sprocket to the taper, to get a perfect fit. This is achieved when you have got a matt grey finish on both sprocket and taper. Ensure you fully remove the grinding paste before final fitting. Always use a 'puller' to remove the sprocket, do not try to lever the sprocket off with a screwdriver, as this will almost certainly damage the timing case. A tip when using puller's to remove sprockets - fit puller and screw central bolt until a good tension is reached, then give the end of the puller bolt a sharp sideways tap with a mallet - the jarring will easily loosen the sprocket

Update March 2024:  Now back in stock - we have just had a new batch of these manufactured.  See also Item 0392, the matching magneto side sprocket

Complete cheesehead screw set for SOHC engine, in stainless steel with red fibre washers - comprising : 18 screws in total - 4 cambox front bevel screws, 6 rear cambox screws, 7 timing case screws, 1 crankcase screw and high quality fibre washer set (including obligatory spare washer!).

These cheesehead screws are 'bar-turned' in Stainless Steel, to the same dimensions as the original 1930's/50's Norton items - i.e they are machined from solid bar, rather than being mass produced 'pressed thread' items. The primary reason for doing this is that the 'cheesehead' of Norton screws of this item has a distinctive shape and was slightly wider than the proprietary cheeseheads screws available today (many modern cheeseheads are approx 0.370-0.375" head diameter), while ours are larger as per the original Norton profile).

The set consists of 18 CNC manufactured stainless steel screws and 19 high quality red fibre washers (we always include an extra fibre washer - in case you lose one under the bench!).

An original NOS (New Old Stock) Norton cheesehead screw was used as a pattern (see final photograph), these screws copy that profile exactly.

Sorry, not as cheap as some of the mass produced type available - as these screws machined specially for us from oversize bar in small batch's.

Update Jan 2021:  Now back in stock.  We will also shortly be producing similar sets for Norton OHV/SV models and 'Laydown' type Norton gearbox's, email for details at sales@racingvincent.co.uk

Red Fibre Washers: Fibre Washers, as originally fitted behind all Norton SOHC, OHV and sidevalve engine cover cheesehead screws.

These look to have been original fitment behind the cheesehead screws used on crankcase timing covers (all single cylinder models), cambox covers (SOHC) and rockerbox covers (OHV) from the late 1920's -  late 1950's.

They act as a buffer behind the head of the cheesehead screw and the aluminium timing cover and give a better, more even purchase on the cover/casting.  You may find if you are restoring an engine - sometimes the old fibre washer is perished still in place - in which case it can be easily removed with a scriber or similar - or may not have been refitted if originally lost.  Regardless - I would recommend you do fit them, on all timing covers and cambox/rockerbox covers, as they help protect the casting and allow a better purchase.

Interestingly - most Norton gearbox's I have stripped do not seem to have used red fibre washers behind the cheesehead screws - and they are not listed on most Spare Parts catalogs.  Therefore, as standard - all our 'engine' cheesehead screw sets come complete with these red fibre washers in the set, but the gearbox cheesehead sets do not. However, there is no reason you should not fit these to your gearbox screws if you wish - I sometimes do!

These particular washers are premium quality (quite hard) from a top manufacturer, so are durable and long lasting - and explains why the price may seem higher than expected - but they are far more durable than other similar washers you may find available commercially - I would never use any other type.

Stainless steel shouldered hexagon nut that fits over jet holder on the International and SOHC Manx timing cover (feeding oil to the BigEnd) and cambox on Pre-Featherbed SOHC Cambox's with central Oil Feed. 

These are CNC manufactured in stainless steel so as well as being the correct dimensions - they also look very pretty, as they are in prominent position on the SOHC engines.

Can also be used on Pre-War OHV/SV Timing Covers - see listing for details.

Price is for the nut only - all other components of the quill assembly are available seperately

It should be noted that this nut was also fitted to OHV and SV models (as well as the SOHC models) pre-1936, where it had the part number 9013.  However, approximately 1936-37 the OHV/SV models swopped this hexagon nut for a similar rounded blind nut with a screwdriver slot in it (part no 8750), which was then fitted to OHV/SV models until to the introduction of the plain timing cover in approximately 1938. 

We will shortly be manufacturing the 8750 type - but believe that the type 9013 can still be fitted.  If you wish to enquire on 8750 progress please email sales@racingvincent.co.uk

These nuts are CNC'd in stainless steel and look very pretty - and definitely improve the looks of either your SOHC or early OHV/SV timing side.

If you have a Featherbed SOHC model - the cambox nut on those models was shallower, we also sell that version - Item 0069

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