This spring retains the pressure release ball against its seat, in conjunction with the Pressure Release adjuster, controlling the engiine feed oil pressure on the SOHC engine. 

See the full item description against the Pressure Release Adjuster screw, for more information on how this mechanism works, but this spring fits over the pointed shaft of the adjuster screw (Item 0243) and presses the pressure release ball against its seat in the crankcase.  Always worth keeping a spare on, as easy to lose them when stripping down to check this mechanism.

These are made to the same conical pattern as the original spring.  Price is each.

These are the small bal bearings which were specific to the Norton SOHC Pressure Release Mechanism behind the timing case.

This ball fulfills a very important role, as it controls the pressure to the SOHC oil feed system, in conjunction with the pressure release adjuster and spring. This ball sits against a tapered seat within the crankcase and has a spring behind it and the pressure release adjuster bolt - which control how easily and how much the ball can raise off its seat, reducing overall oil pressure from the maximum, via an oil bypass loop

One ball is fitted per engine (and these are a special Imperial size as per the original), but it is very easy to lose one when stripping to clean and check the mechanism - so we supply as a pack of 3 - it is always worth keeping a couple in your toolbox

Note:  Read also our Item Descripton for the main oil pressure adjuster for more information - but it is always a good idea to ensure that this ball is able to fully seat on the seating in the crankcase, with no dirt or debris in the seat area - which can affect overall oiling and add to the chance of Wet Sumping. 

This is the 5/16" x 26tpi Half Nuts, as fitted to oil pressure adjuster bolt - which does not protrude far enough to allow a full nut, so it is important to fit this special nut.

See the main listing for Iten 0243 to see how the oil adjuster bolt works, but it is always worth keeping a couple of these half nuts spare in your toolbox.

These are in stainless steel and sold as a Pack of 3

- Timing Side left hand thread mainshaft nut - Fits all SOHC engines Back In Stock Dec 09 - And now CNC machined from solid high tensile EN8 round bar (as high tensile imperial hexagon bar is getting very difficult to obtain)

- Timing Side left hand thread mainshaft nut. I had a small batch made like this, which were copied from one off a pre-war magnesium Manx engine I have. Not sure if this is original - but a bit lighter and they look nice! - Fits all SOHC engines - CNC machined from solid high tensile EN8 round bar (as high tensile imperial hexagon bar is getting very difficult to obtain)

Securing screw to fit SOHC oil pump - with reduced head.  Price is per pair.

These start life as the correct length/thread high tensile set screw - but with a normal hex head, which is wrong for a  Norton oil pump screw. I then CNC machine and mill them to give them the correct reduced outer diameter/head height- so they will fit in the counterbore of an original Norton oil pump and also give them the correct shallow face - so they do not obstruct the oil pump drive plate.  They are also given a flat screwdriver head as per originals.  Sorry they are not cheap, but are very labour intensive to make to this specification.

Fitting Hints - Please note: Check carefully when fitting these that the oil pump drive plate can turn freely and is not in any way catching the head of these screws.  I say this because over the many years that the Norton cylindrical oil pump was made, there were slight variations of the brass cover on the oil pump.  I have machined the heads of these screws to best fit a 'standard' size plate, but if your plate is shallower you may find the heads sit slightly proud.  If this is the case it is possible to carefully linish or file the head of screw just a little more.  Similarly - the counterbore diameter of oil pumps can also vary by a small margin, these have been made to the diameter that most original pumps were and are a nice size fit.  If you find them a bit tight - fit a small flapwheel into an electric drill and spin the head of the set screw against the flapwheel until it fits.

As a final hint - removing the Norton oil pump from a SOHC crankcase is often a difficult (and stressfull!) task.  If you are trying to do this for the first time - here a couple of tips:

- Do not try to remove the oil pump without first warming the crankcase (if it comes out 'cold' it is probably the wrong size oil pump!).  I always place the crankcase in the oven timing case down.  I heat the oven until it is 'spit hot' (you spit on it and the spit bounces back on you).  If all good you should find the oil pump has dropped out on its own.  If not - you can try carefully to pull on the drive tang with a good condition set of pliers or attach a mole grip.  However - be very careful, if it does not want to easily  pull out you risk damaging the oil pump drive tang.  Also, if it does move - be careful to pull it out straight, or it can catch and get jammed

- If it still does not want to come out - first try putting two large wooden blocks on the garage floor and try banging the crankcase down while hot - this may jar the oil pump enough to move it

- If it still does not want to come out (and by this time you are probalby getting desperate!) - it is possible to carefully tap and thread the oil pump retaining screw holes.  I seem to remember that 5/16" BSC is the size I tap them.  It is then possible to screw two long 5/16 BSC studs into the oil pump body, then fit a 1" x 6" bar with two suitable holes in it over the studs, so that the bar drops down onto the gasket face of the timing case.  Then by fitting washers and nuts it is normally possible to tighten the nuts (again with the crankcase heated) until the oil pump finally moves

In desperation I have seen crankcases where people have drilled the crankcase from behind the oil pump so that they can hammer the oil pump out with a punch.  I cannot advise this . . . but if nothing else works understand why people do it.  However, if you do this you will have to accept you will almost certainly ruin the pump or gears, and may damage the crankcases ( in fact you might as well just drill into the oil pump from the front with a bigger tap and do what I suggested above - at least that will just bugger the pump, hopefully not the crankcase!!

Best of luck, and although I do not offer oil pumps at this point in time - (June 2016), I do hope to be manufacturing them sometime in the future

These SOHC Bevel Chamber Filter Bolts are CNC manufactured by us to the original Norton design - but we make them in high quality stainless steel, with the correct imperial thread and hex.  They fit into the SOHC bevel chest from the front (from approximately 1932 onwards) and are an essential part of the oil system - collecting oil that has collected in the bottom of the bevel chamber - but not allowing any swarf through. 

This type of fiter bolt was not fitted to the earliest type SOHC bevel chambers - but they must have quickly realised that by fitting this filter bolt - with very fine slots . . . it helps stop any pieces of swarf or debris getting picked up and passed back into the oil pump.  The design of the bolt is very clever - the thread is at the front of the bevel chamber - but the open end of the opposite end of the filter bolt locates into an oil channel at the rear of the inner bevel chamber, where it feeds to the oil pump.

These are not a simple bolt to manufacture, requiring multiple machining ops - hence not a cheap item, but are very pretty in stainless steel.

They require a sealing washer on the thread, the most popular fitting being our Item 0090 Dowty Washer.

This particular type has a full head with correct chamfer - which looks very pretty on such a prominent area of the engine.  However, we also sell the same bolt wtih wasted/Manx type head - see Item 0075B

Price is Each

These SOHC Bevel Chamber Filter Bolts are CNC manufactured by us to the original Norton design - but we make them in high quality stainless steel, with the correct imperial thread and hex.  They fit into the SOHC bevel chest from the front (from approximately 1932 onwards) and are an essential part of the oil system - collecting oil that has collected in the bottom of the bevel chamber - but not allowing any swarf through. 

This type of fiter bolt was not fitted to the earliest type SOHC bevel chambers - but they must have quickly realised that by fitting this filter bolt - with very fine slots . . . it helps stop any pieces of swarf or debris getting picked up and passed back into the oil pump.  The design of the bolt is very clever - the thread is at the front of the bevel chamber - but the open end of the opposite end of the filter bolt locates into an oil channel at the rear of the inner bevel chamber, where it feeds to the oil pump.

These are not a simple bolt to manufacture, requiring multiple machining ops - hence not a cheap item, but are very pretty in stainless steel.

They require a sealing washer on the thread, the most popular fitting being our Item 0090 Dowty Washer.

This particular type also has a 'reduced' head for weight saving, which is done in the style of some original Manx Norton heads - which looks particularly nice on a competition or sports machine (and actually - adds an additional and visible bit of 'bling' to your engine!).

Price is Each

 

- Modern equivelant Dowty washer (outer washer is zinc plated steel, inner washer is neoprene). This washer is used behind the timing chamber filter bolt and also at the back of the rear cylinder crankcase mouth bolt (that has an oil feed).

It can also be used behind 1/4 BSP fittings - but I prefer to use copper or red fibre on those applications, as they look more original

High quality traditional paper gasket for all SOHC Norton timing chests.  Price is each

Specially manufactured for RacingVincent by top quality UK gasket manufacturer