Lasercut and then dull nickel plated washers to fit the 0.5" front engine bolt (i.e. the bolt that secures the front engine plates to the frame down tube).

Normal 0.5" commercially available washers are too wide, these are much closer to the original washers. Because they are not commercially available, we had a batch lasercut and then had them dull nickel plated as per the originals.

Price is for a pair of washers.  Comes sprayed in Duck Oil

1/2" Stainless Steel Engine Bolt Washers, but with Reduced Outer Diameter, which are correct type for the front Norton 1/2" engine/frame bolt as used on most Norton singles, and other fittings where reduced diameter washers are required (i.e. fork spindles etc):

Price is for bag of 6

Trying to find the correct 'reduced outer diamater' type washers that were originally fitted with Norton Engine bolts is really difficult, particularly in stainless steel.  If normal commercially available stainless steel washers are used - they look far too wide against the Norton engine plates and it totally ruins the look of the restoration - and often overhang the engine plate or foul something else. 

Having struggled in recent times to get these manufactured by our specialist UK fastener manufacturer, we now manufacture them ourselves - having them lasercut from stainless steel to the correct dimensions, then lightly linishing the outer edge on a rotary linisher to remove the sharp edge.  The result is a nice crisp and light 0.5" washer that looks perfect behind 0.5" Norton engine bolts, where they are fitted with Norton's 'reduced hex' style nuts.  They are also useful on other areas of a motorcycle where it is good practice to fit a washer behind a nut, but you do not want it to protrude far past the head - i.e. fork spindles or similar.

Note: we also sell a heavier type washer - Item 0662B, which although still having a reduced outer diameter over other commercial washers, are of greater thickness and diameter than the 0662 washers listed here.  The 0662B washers  can be used on engine bolts as well if required, but are perfectly suited for motorcycle applications where load or regular adjustment is required - i.e. gearbox bolts, wheel spindles etc. the final two photographs show a comparision between our 0662 and 0662B washers.

1/2" Stainless Steel Washers, but with Reduced Outer Diameter - as originally used on many British motorcycle applications, such as wheel spindles, engine and footrest bolts etc.  These are of heavier construction than Item 0662, and are ideally suited for wheel spindles and similar: Price is for bag of 6.

Trying to find the correct 'reduced outer diamater' type washers that were fitted to many British motorcycles (and particularly Norton) is really difficult, particularly in stainless steel.  Most commercially available stainless washers with 1/2" inner bore have a much wider outer diameter and look totally wrong on a motorcycle - or foul castings and lugs.   We speciallly source these washers from our main UK stainless fastener manufacturer and are nice quality.

These washers are of a heavyweight thickness, but have an outer diameter less wide than normal 0.5" washers and therefore far better suited for motorcycle applications - particularly such uses as wheel spindles, gearbox bolts or some engine bolts, where regular adjustment is necessary - and therefore the heavier construction prevents them deforming.

Note: these washers are suitable for use on Norton 0.5" engine bolts - but we also supply our own manufactured 0.5" stainless washers - Item 0662 specifically for that purpose.  Item 0662 are of a lighter construction, and a further reduced outer diameter - and look excellent on engine bolts - such as the Norton single front engine/frame bolt. 

In the last two photographs you can see these heavyweight 0.5" reduced diameter washers (0662B) on the left, alongside the 0662 washers on the right, for comparison

7/16" Stainless Steel Engine Bolt Washers, but with Reduced Outer Diameter, which are correct for Norton 7/16" engine bolts as used on SOHC engines and other Norton singles:

Price is for bag of 6

Trying to find the correct 'reduced outer diamater' type washers that were originally fitted with Norton Engine bolts is really difficult, particularly in stainless steel.  If normal commercially available stainless steel washers are used - they look far too wide against the Norton engine plates and it totally ruins the look of the restoration - and often overhang the engine plate or foul something else. 

Having struggled in recent times to get these manufactured by our specialist UK fastener manufacturer, we now manufacture them ourselves - having them lasercut from stainless steel to the correct dimensions, then lightly linishing the outer edge on a rotary linisher to remove the sharp edge.  The result is a nice crisp and light 7/16" washer that looks perfect behind 7/16" Norton engine bolts, where they are fitted with Norton's 'reduced hex' style nuts.  They are also useful on other areas of a motorcycle where it is good practice to fit a washer behind a nut, but you do not want it to protrude far past the head.

7/16" Stainless Steel Engine Bolt Spring Washers.  Alternative to item 0661 - Reduced Outer Diameter plain washers.  Used on Norton 7/16" Engine Bolts with reduced hex heads as used on SOHC engines: Price is for bag of 10

Unfortunately our 'Reduced O/D' 7/16" plain washers (item 0661) have proven very popular and are sold out - my manufacturer is not planning to make any more in the near future.  These spring washers are a suitable alternative.  Fractionally thicker than the plain washers, they look just like plain washers once tightened, and obviously have the additional benefit of ensuring the bolt does not loosen.  I am having to use these myself now - I try and ensure the spring split is facing downward so it is not obvious they are spring washers once fitted.

3/8" Stainless Steel Engine Bolt Washers, but with Reduced Outer Diameter, which are correct for some Norton 3/8" engine bolts as used on SOHC engines: Price is for bag of 10.  Note though, with 3/8" some bolts fitted to Norton chassis, a full width washer can be better to spread load, I normally keep a selection of both.

Trying to find the correct 'reduced outer diamater' type washers that were fitted to Norton Engine bolts is really difficult, particularly in stainless steel.  These washers are made specially for this purpose - hence not as cheap as standard washers.  Perfect for your Norton engine build though

Red Fibre washer that fits over most 3/8" BSP Banjo fittings, as well as 3/8" BSP Oil Tank fittings. 

Price is for a pair of washers.

Just like trying to obtain good quality 1/4BSP fibre washers - it is actually very difficult to find good quality red fibre washers in 3/8" BSP size - as most are slightly sloppy, and therefore do not seal very well, or crush when tightened.  This is also important on most 3/8" oil pipe unions - as they normally have a groove behind the thread - therefore if the washer goes on easily - it will be all sloppy when it gets to the groove.

These washers come from a top quality (and expensive!) red fibre washer manufacturer - and are a good tight/'sized' fit on 3/8" fittings.  They will firmly press on to most 3/8" type banjo fittings - as per the one in the photograph, and will also fit onto 3/8" BSP thread unions, by gently but firmly rotating them along the thread - but once fitted, they are then a good fit where the groove is. 

Being from a good quality manufacturer, they are also made from a harder material than some other cheap fibre washers to be found on Ebay!

This listing is for the special shouldered sprocket nut that was fitted to Lucas Mag/Dyno units - on all roadgoing Norton single cylinder models (but also many other makes of British motorcycles using a Lucas Mag/dyno unit, original part number 24-0195.  This nut is plated steel. 

This nut is shouldered because the mag/dyno sprocket (which we also sell - Item 0392) is recessed, see accompanyning photograph of this nut fitted to an original 1936 Lucas Mag/Dyno unit on one of my SOHC International engines - but should also fit OHV and SV engines fitted with MagDyno's.

Price is Each

Note - unlike the engine side magneto sprocket nuts (Items 1186 and 1187), which we manufacture ourselves - these sprocket nuts are bought in from one of our magneto part suppliers - as they are generic for all Lucas MagDyno's.  Therefore - unlike most of our own fastenings, these are cadmium plated steel, rather than stainless steel.  They look nice quality though and are a good fit on the magnetos I tried against.   As these are a generic fitting though - I would recommend double checking against your own bike that the shouldered nut does not fould the outer timing case in anyway - as there were lots of timing cover variations over the years.

This listing is for the special slotted end nut that retained the engine side magneto sprocket on those SOHC sports and competition models - fitted wtih the outer timing cover that had a Rev Clock Gearbox fitted.  These are CNC machined by us in Stainless Steel.  

Price is Each

This slotted nut - Norton original Part Number A11M/80 (M representing Manx) is to the original Norton design - that allowed the magneto sprocket nut to also a Rev Clock Gearbox.  These nuts are CNC machinined/milled by us, using the correct imperial Hex spanner size, but are made in stainless steel.

The slot is the correct 'nice slide' fit for the original type (imperial) width spade end used on most Rev Clock gearbox's of that period - as well as the reproduction gearbox we also sell, shown in one of the photos.

It should be noted that over the years that the SOHC engine was produced - there were many fractional variations of 'fit for the inner and outer timing covers for SOHC engines - including the end float of the oil pump driving spindle (that the sprocket fits onto, also shown in the photographs).  We have spent considerable effort with these nuts - trying to ensure that the slot and depth dimensions fit suitablly on a number of genuine inner and outer timing covers (remembering of course that the original outer timing cover with casting for rev clock drive was actually quite uncommon on road models, more often being fitted on competition models).

When fitting this type of slotted nut, it should be remembered that the thread on the nut is a normal 'RH - right hand' thread . . . therefore, when the engine runs and the slotted nut drives the rev clock gearbox - there will be a tendancy for the nut to unwind, unless held on tighty - THIS WAS THE ORIGINAL NORTON DESIGN.  FYI, because of this - and to allow as much thread area as possible - this nut is intended to be fitted without a washer behind it and the mag sprocket

But because of the design features we mention above, and becasue there were so many fractional variations in fit on the inner/ouiter timing covers - it is the customers responsibilty to satisfy themselves that this nut is not fouling the covers in anyway - and is not forcing the gearbox spade end against the rev clock gearbox.  It is also the customers responsibility to satisfy themselves they have secured the nut satisfactorily.  Hopefully this should all go without saying. . . as was always the case when fitted originally, but in this modern world - we want to make this clear . . . do not order if you are not entirely comfortable in fitting this type of drive nut.

As a final FYI on fitting a rev clock drive type outer cover on SOHC engines - based on my own experiences over the years (but every customer must make their own mind up on fitting) - when fitting this type of nut, I normally use a modern 'threadlock' liquid on the thread and tap the nut up after fitting, to ensure it is tight and locked - but regularly check it for signs of it having untightened (there is an inevitable risk it can come loose).  When fitting the outer timing cover, having fitted this type of spade nut, and ensuring the rev clock gearbox is a nice slide fit (and actually I have found original nuts where the slot is quite loose) - I try and centralise the outer timing as best I can visually first - but just loosely tighten the two outer timing cover screws finger tight, and check carefully the rotation of the engine does not 'lock' up the rev clock drive.  If all seems ok - I then rotate the engine a few turns slowly, which helps 'centralise' the timing cover properly on the drive slot - before fully tighening the outer timing cover screws.  

These nuts are not cheap when compared to the standard - non slot nuts - but the time to develop and additional milling op required reflect this.

As a final note - although OHV models were not normally fitted with rev clock drives on the outer timing cover - a number of customers have fitted  modified covers for rev clock drives of late - either for racing or sports models.  For those owners - this nut has the same thread as the OHV camshaft sprocket nut so could also be considered - but again, it is the customers responsibility to ensure suitable clearances exist etc.

This listing is for a stainless steel mgneto sprocket (engine side) nut as fitted to the SOHC oil drive gear spindle, or the OHV/SV camshaft spindle.  These nuts are same thread and dimensions as original. 

Price is per nut

These nuts are CNC manufactured by us, from stainless steel, with the correct imperial Hex spanner size and depth as original nuts. They were fitted to all single cylinder models - to retain the engine side magneto sprocket.  For SOHC models, this means the nut screwed onto the oil pump drive spindle (see photos), while on the OHV and SV models it fitted onto the end of the inlet camshaft spindle.  Both used the same nut.

Note - that the normal magneto side sprocket nut had a different thread - we also sell the Lucas version of this nut - Item 1188.

This nut is the 'standard' version of the nut - i.e. for all OHV/SV models, and those SOHC engines that were not fitted with a rev clock drive on the outer timing cover.   However, we also manufacture for SOHC engiens the special slotted nut, for those SOHC models where a rev clock drive is fitted to the outer timing cover - this being Item 1187.  For those people who are racing OHV models - or just those who have gone to the trouble to modify an OHV timing cover for a rev clock drive - that nut may also be useful.