1.e Norton SOHC Crankshaft Parts

- Single row ball bearing - Fitted to the outer of the two driveside mainshaft bearings in the crankcase on all SOHC engines, both International and early Manx.  This is the correct C3 (loose tolerence) type, from top quality manufacturer RHP - *** 8/3/19: See Note In Detailed Description

- Single row lipped roller bearing. Fitted to the inner of the two driveside mainshaft bearings in the crankcase on all SOHC engines, both International and early Manx.

 

- Single row lipped roller bearing. of the same overall specification and fit (i.e. C3) as original - but high quality RHP/non-lipped type.  Original fitment  was 'lipped' variety - see detail description.  Can be alternative fitted to the inner of the two driveside mainshaft bearings in the crankcase on all SOHC engines, both International and early Manx.

 

- This is the Bearing Spacerthat fits between the two driveside main bearings on SOHC International 30/40 (and CS1/CJ))  crankcases

- This is the inner bearing spacer that fits between the two driveside main bearings on International 30/40 and CS1/CSJ aluminium-crankcases engines - they are the correct width to ensure the inner roller race of the innermost bearing should just be held off the lipped outer roller bearing race

- These are the Bearing Spacer(s) that fits between the two driveside main bearings on M30/M40 magnesium crankcase pre-Featherbed crankcases

- These are the inner bearing spacer(s) that fits between the two driveside main bearings on M30/M40 magnesium crankcase pre-Featherbed crankcases - they are the correct width to ensure the inner roller race of the innermost bearing should just be held off the lipped outer roller bearing race

- Single row ball bearing. Fitted to timing side Model 30/40 (International) SOHC engines, in correct RHP C3 (loose tolerence) type, from top quality manufacturer. Now becoming a very difficult bearing to source

Twin row caged ball bearing. Fitted to Model 30M/40M (Manx) SOHC engines. This bearing as it was originally manufactured (with bronze cage) is now obsolete and unobtainable in original '3 spot' specification. The C3\3-spot version is really an essential specification, as this means a looser tolerence than normal bearings - very important on Norton engines to ensure the bearings do not spin in their housings. I offer the modern version of this bearing, which is still by a top specification bearing manufacturer - NSK (originally Hoffman) in correct '3 spot'\C3 version, however, it is now manufactured using a nylon cage. Although high quality, care must be taken with these when fitting and soldering the bearing retaining plate over them, to ensure the cage is not melted. Other than that, they are just the same as the originals. I will also be fitting them to my own Manx engined bikes in future - I dont think there is much option (Note - one way of lessoning the risk is to lightly solder bearing plate and screws before fitting them, then less heat is required to join them, as they are already 'tinned') January 2011: I now have this item back in stock with a limited quantity - not sure if they will make any more once these are gone.

Twin row caged ball bearing. Fitted to Model 30M/40M (Manx) SOHC engines. This bearing is now obsolete and unobtainable in original '3 spot' specification with bronze cage. — Dec 2010: Now sold out, sorry.

- Countersunk screw used to retain securing plates for both main bearings in the crankcases and front camshaft bearings. These are the screws that are soldered over their heads once fitted, to ensure they dont work loose. Rather than trying to clean up th

- Countersunk screw used to retain securing plates for both main bearings in the crankcases and front camshaft bearings. These are the screws that are soldered over their heads once fitted, to ensure they dont work loose. Rather than trying to clean up th

- World famous Carillo 'H Beam' conrods, manufactured to Longstroke Manx specification (100mm stroke, to take standard Manx Big End race and 0.875" inner diameter Little End), supplied with Little End fitted - Note: I recently sold my last con-rod in stock, so these are now special order and therefore the price is a guide price only - dependent on the price of the dollar. Please email me for more details

- Manufactured by a well established British bearing supplier, these twin row caged roller bigends are made as per the original design (I use them in my own bikes) and top quality. Model 30 Big Ends come with Hex bigend nuts supplied

- Manufactured by a well established British bearing supplier, these twin row caged roller bigends are made as per the original design (I use them in my own bikes). - Model 40 (350cc) International Big End, comes with Hex bigend nuts supplied

- Manufactured by a well established British bearing supplier, these twin row caged roller bigends are made as per the original design (Like the International variety, I use them in my own bikes). - Fitted to Model 30M (Longstroke Manx type) and Pre 1962 (non-lipped) DOHC Shortstroke Manx's, these Bigends are narrower than International Bigend assemblies, which can be seen in the second photograph for comparison - Note: These Manx Bigend units are supplied without nuts. Earlier Manx Bigends (all SOHC\DOHC magnesium cased pre-featerhbed engines and earlier Featherbed engines) used large 47mm AF Hex Nuts. Later shortstroke DOHC engines used castellated nuts. I can supply both types. If you are not sure if your flywheels should be using Hex nuts - look for the 'Mickey Mouse ear' cutaways, for grub screws (see 3rd photograph), which signify it was fitted with Hex nuts. Wherever possible, if the engine was fitted with these larger nuts, you should try and refit them, as they provide a larger surface area than castellated or International nuts.

These Hexagonal nuts are the correct item fitted to all magnesium crankcased SOHC and early DOHC racing engines and are made as per the original design - i.e. 47mm Across Flats . This larger diameter nut allowed more 'holding area' than the small International nuts, probably because the Manx pins had less depth. - Price is 'per nut' - If you are not sure what type of nuts your engine should be fitted with : Earlier Manx Bigends (all SOHC\DOHC magnesium cased pre-featerhbed engines and earlier Featherbed engines) used large 47mm AF Hex Nuts. Later shortstroke DOHC engines used castellated nuts. I can supply both types. If you are not sure if your flywheels should be using Hex nuts - look for the 'Mickey Mouse ear' cutaways, for grub screws (see 2nd photograph), which signify it was fitted with Hex nuts. Wherever possible, if the engine was fitted with these larger nuts, you should try and refit them, as they provide a larger surface area than castellated or International nuts.

These castellated nuts are the correct item fitted to later DOHC BigEnds and are made as per the original design. - Price is 'per nut' - If you are not sure what type of nuts your engine should be fitted with : Earlier Manx Bigends (all SOHC\DOHC magnesium cased pre-featerhbed engines and earlier Featherbed engines) used large 47mm AF Hex Nuts. Later shortstroke DOHC engines used castellated nuts. I can supply both types. If you are not sure if your flywheels should be using Hex nuts - look for the 'Mickey Mouse ear' cutaways, for grub screws (see 2rd photograph), which signify it was fitted with Hex nuts. Wherever possible, if the engine was fitted with these larger nuts, you should try and refit them, as they provide a larger surface area than castellated or International nuts.

This is the twin row caged roller bigend assembly fitted to the later (Post 61) DOHC, it being of the lipped outer ring variety. It can also be fitted to earlier DOHC shortstroke Manx Nortons if required. - It is used in conjunction with thrustwasher on the reverse side, to reduce side thrust. I have this type fitted to my '55 Doubleknocker (see 2nd photograph) - Note: Manx Bigends are normally supplied without castellated nuts, but this Bigend came already 'hot-dipped' in grease with the nuts on, so the price quoted includes the nuts

Select this item if you wish to purchase a BigEnd from me, but would like me to press it into your conrod, and then finish hone it to size for you. Having ordered the BigEnd from me, if you post me your original conrod (please ensure it is sent by insured post), I will then press out your old bigend eye, press in the new bigend eye, and then finally I will hone the BigEnd eye to ensure it has the correct tolerence restored. (This is because pressing the outer ring into the conrod will normally close it up by an additional thou or two). The honing will be carried out on a Delapena Speedhone, which is a specialist honing machine designed to do this job.. Please Note: The price quoted does not include the postage back to you for the conrod and new Bigend. However, as always I will only charge for the actual cost of postage - I do not make any profit on postage

- Made for the standard 500cc twin row caged roller type bigend, as fitted to both Internationals and Manx's, this is the outer ring only - If you have a good Big End pin already and only want to purchase new rollers and an outer ring, then this item can be purchased seperate - Note: it goes without saying, that having fitted this new ring to your conrod, it is the customers responsibility to ensure it is honed to the correct fit for your rollers and Bigend pin

- SOHC Engine Sprocket (all models) for Pre-Featherbed models.  Various teeth available from 17T to 23T

- SOHC Engine Sprocket (all models including early DOHC Long Stroke Manx Type) for Featherbed models.  Various teeth available from 18T to 22T

- Large right hand thread driveside nut, secures engine sprocket on taper - Fits all SOHC engines and early DOHC engines - And now CNC machined from solid high tensile EN8 round bar (as high tensile imperial hexagon bar is getting very difficult to obtain), so they look really nice as well!

This is the Woodruff key that is fitted on the driveside mainshaft and stops the sprocket from rotating. It fits all Norton single engines, SOHC and OHV and SV engines. This item is for a pack of 3 woodruff keys

This is the Woodruff key that fits on the Timing Side mainshaft key and retains the mainshaft bevel. It is also the same woodruff key that is used on the SOHC camshaft to retain the cams (both keys are the same). This item is for a pack of 3 woodruff keys

- Essential when rebuilding your engine to ensure that the conrod sits central in the crankcase and that the roller bearing inner cage on the drive side does not have excess play on the crankshaft , these mainshaft shims fit between the drive side main bearing and the flywheel - available in the following 5 sizes : 0.002" /0.004" /0.008"

/0.016" /0.023". - Note: if buying individual shims, please state size when you place the online order, thanks. Update Feb 2015: Now back in stock again

- Essential when rebuilding your engine to ensure that the conrod sits central in the crankcase and that the roller bearing inner cage on the drive side does not have excess play on the crankshaft , these mainshaft shims fit between the drive side main bearing and the flywheel - This is for a complete set of 5 shims in the following sizes :

0.002" /0.004"/0.016"/0.023". (with a cost saving over buying them separately). 

Aug 16: Sorry but we do not currently have 8 thou shims in stock for this shim type

- Essential when rebuilding your engine to ensure that the conrod sits central in the crankcase and that the roller bearing inner cage on the drive side does not have excess play on the crankshaft. I normally start the shimming process with this shim, which sits between crankshaft and timing side main bearing, to ensure the conrod sits central, before shimning the other (Drive) to take up excess clearance between crankshaft and roller bearing inner race. - available in the following 5 sizes : 0.002" /0.004"/0.008"

/0.016" /0.023". - Note: if buying individual shims, please state size when you place the online order, thanks. Update Feb 2015: Now back in stock again

- Essential when rebuilding your engine to ensure that the conrod sits central in the crankcase and that the roller bearing inner cage on the drive side does not have excess play on the crankshaft. I normally start the shimming process with this shim, which sits between crankshaft and timing side main bearing, to ensure the conrod sits central, before shimning the other (Drive) to take up excess clearance between crankshaft and roller bearing inner race. - This is for a complete set of 5 shims in the following sizes :

0.002" /0.004" /0.008"

/0.016" /0.023". (with a cost saving over buying them separately). Update Feb 2015: Now back in stock again