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

This is the steel jet holder that screws into the inner timing cover on SOHC and pre-1938 OHV/SV models - and retains the big end oil feed plunger/quill.

It was also fitted to WD16H models (that continued to use this type of big end oil feed, when the civilian SV/OHV models had had a timing cover re-design in 1938). 

The same holder is also used on all SOHC central oil feed (competition type) cambox bevel covers. 

The quill holder has a flat milled on it - which will coincide with a flat milled on whichever casting it is used in conjunction with - it is always a good idea to get these in line when first fitting the quill holder - as they are normally a size fit - once in line, the quill holder can be lightly tapped fully home with soft headed mallet.  Always ensure the plunger/quill and spring have smooth movement in the bore before final fitting to the engine.

When used in the timing case on SOHC and OHV/SV models - it was used in conjunction with a BigEnd type quill (with bigger oil feed hole) and when used in the SOHC cambox - it was fitted with either the normal length quill or the Feathebed shorter quill - both these quill types having a smaller oil feed hole than the bigger Big End quill. 

The accompanying photos show the quill holder as part of the assembly for all these applications - note, this listing is just for the steel quill holder - all other parts of fhe assembly are sold seperately.  Price is Each.

Note -we also sell a similar version (0082_2), which has a shoulder which is 2 thou oversizew - if you have a timing cover where the original hole for this holder has worn oversize.

SOHC (and pre-38 OHV/SV) Big End, and SOHC cenral oil feed cambox jet holder - but shoulder is 2 thou of an inch oversize, for those with worn timing cover/cambox cover quill holder holes.  See listing for more information. Price is each

This is the same holder as item 0082, except the shoulder on this version is 2 thou oversize - in case your timing cover or (racing type) cambox cover is a bit worn and the normal type is a loose fit.  These items have a 0.438" shoulder rather than the normal 0.436" shoulder.

See Item 0082 for more detailed information on the use of these quill holders.

This listing is for quill holder only, all other items sold seperately.

Note we also sell a Featherbed DOHC version of this quill holder - by which time they had moved to a shoulder with 0.500"" OD - Item 0082_3

Copper washer that fits behind Bigend jet holder nut on SOHC and pre-war OHV/SV Norton singles and similar racing SOHC cambox' oil feed nuts. Price is each.

We source these washers specially, from a top quality hydraulic parts supplier (hence the price is more expensive than most mass produced copper washers)- because they have the correct fit for the (imperial) thread Bigend/Cambox jet holder and nut - but are not as wide as most other copper washers and are also the correct thickness. 

The outer diameter is important as the counterbor face on Norton SOHC timing covers is not very big, therefore most other copper washers are too wide and foul the cover.  These are just right - and the ones I use on my bikes, so are worth paying more for.

The BigEnd jet holder used on SOHC models was also used on pre-war OHV and Sidevalve Norton models (although normally with a round headed nut, rather than the hex nut) - but these models also use the same type of copper washer#

Note: this item is for copper washer only - all other items shown in accompanying photos are sold seperately

DOHC Big End jet holder to fit later Featherbed framed DOHC shortstroke style engines - similar to the SOHC version, but the shoulder and thread are a wider diameter - see detail listing for more information.  Price is each

We do not normally sell the later DOHC parts, but this is an exception - this is the Big End Jet Holder to fit DOHC Featherbed framed Manx Norton.  Distinguishable from the SOHC type in that the shoulder/thread is 0.5" diameter.

 Note:  the pre-Featherbed (Gardengate) DOHC engine and early longstroke Featherbed engines should all use the SOHC type with the small er (.436" diameter shoulder type).

Other than the shoulder/thread dimensions, in other respects the quill holder is the same as the SOHC version and will take the same quills.

Although I have never tried it - I would expect that if you have a badly worn hole in your timing cover (and the standard SOHC or +2 thou SOHC types are both too loose) - then it might be possible to use this type - but any customers needing to attempt this would need to check for themselves first and ensure the hole is bored absolutely central to accept the holder.  I know in the past customers have told me they have a worn timing cover , where the original holder has spun in the housing.

Similar to our 0083c Copper washer that fits behind the normal SOHC Bigend jet holder nut, this version of the copper washer performs the same purpose for the larger diameter DOHC Jet Holder nut, which has a 0.5" internal diameter. 

Price is each

Like the normal SOHC Bigend Jet Holder Nut, the larger diameter DOHC Jet Holder Nut (Item 0082_3) requires a vey slim copper washer behind it, otherwise it will foul the timing cover casting.  However, after searching a number of sources I was unable to find a suitable washer with the correct internal diameter - therefore was forced to make up a little jig (as shown in the photo) so that I could take a proprietary annealed hydraulic washer, mount it in the jig and then bore it on a lathe.

This is a painful and timely process (with a number of the washers being scrapped!) . . . but at least it is the correct type washer for the 0083_3 if you require one - hence why they are more expensive than normal washers!

Distinctive small hex blanking plug/bolt that locates on the left side on the crankcase lower bevel platfom.  CNC maufactured in stainless steel and includes red fibre washer.

This item is an identical copy of the original Norton blanking plug used on Cammy International and M30/Manx variants.  Thread is 1/4 BSC, but it has a deeper 'reduced head' hex than commercially available bolts, as well as the distinctive curved head used on many Norton bolts and a slot for a screwdriver which the original bolt had.  Its purpose is to blank off the vertical oil gallery that returns oil to the feed union if it bypasses the pressure release ball located behind the inner timing case.

We manufacture this ourself from stainless steel round bar, then mill the hex/slot to the correct Norton size, hence why they are not cheap!

Final point - we also include the correct (high quality) red fibre washer - of the same type used on our cheesehead screws.  Although these blanking plugs are relatively small - they are located on a prominent position of the bevel platform, and original (steel/plated) blanking plugs often look corroded or chewed - therefore this high quality stainless item adds a much better finish!

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 kit of parts consists of the Cylinder Feed Bolt (A11/38), Cylinder Feed Lipped Nut (A11/878), Camfeed Adjuster Screw and nut (A11/40) + (A11/41), Adjuster screw washer (A11/40c), lipped nut Fibre Washer, 3/8" Stainless nut (for the drive side) and steel washer and fibre washer to go behind that (although this may be replaced with either Dowty washer or copper washer depending on what is in stock at the time. It also comes with instructions for setting this kit up for optimum oil setting. Buying these items as a kit provides a discount over buying the items individually