Norton 19 tooth gearbox sprocket - of the 'deep recess' type fitted to all models using Norton upright gearbox's from the early 1930's - and then through to some later Laydown Norton Gearboxs up to approximately the mid 1950's.  These are good quality UK manufactured sprockets. 

Price is each.

I am not sure exactly which year this 'deep recess' type gearbox sprocket was replaced with the shallower type 19T sprocket (which we also sell - see Item 1205) - but if not sure, when replacing your old sprocket - place the teeth of the sprocket on a flat surface - and measure the depth to the end of the spline sleeve - for the deep recess type sprocket, it should measure approximately 1"/25mm depth, as these do.  

The deeper spline spigot on this type of gearbox sprocket will fit into the gap between the gearbox shell and the recessed main gearbox bearing - so the sprocket does not foul the gearbox housing.  Many years ago it was not uncommon to find the earlier gearbox type, fitted with a later (shallow recess type sprocket) - normally because this 'deep recess' type were not always available .. . if that is the case with your old sprocket - you should find that a spacer ring has also been fitted between the back of the sprocket and gearbox main bearing - if so, it means you should be able to dispense with the spacer and fit this sprocket correctly again (but you may wish to measure offsets to make sure).

These sprockets are manufactured in the UK and of very good quality.  One of the sprockets is shown in the accompanyning photographs pushed onto an original Norton sleeve gear - and I can confirm the spline fit is very good. 

Norton 19 tooth gearbox sprocket - of the 'shallow recess' type fitted to Norton models with Laydown Norton type gearbox sometime in the mid 1950's.  Similar to our item 0341 - but with shallower profile and less deep spline collar than earlier type.  These are good quality UK manufactured sprockets.  See detail listing for more information). 

Price is Each.  

This gearbox sprocket is similar to the earlier 'Deep Recess' sprocket (our item 0341) - but has a slightly shallower profile and the collar at the back of the sprocket - is less deep than the earlier sprocket.

This type of sprocket were fitted to later single cylinder models using Norton laydown gearbox's - but cannot be sure exactly which year they changed over - but probably mid 1950's on some models.  If you are not sure which sprocket you require - check the depth of the recess on the sprocket you are replacing (and of course a final check if you are completing a build from scratch - with newly spoked rear wheel - is to ensure you have correct lineup to the rear sprocket) - the depth of this type of sprocket is approximately 17.2mm (as opposed to 25mm of the earlier deep recess sprocket).

The spline is the same as the earlier sprocket, as are the number of teeth and these are good quality UK manufactured sprockets

These sprockets are manufactured in the UK and of very good quality.  One of the sprockets is shown in the accompayning photographs pushed onto an original Norton sleeve gear - and I can confirm the spline fit is very good. 

This is the rear chain sprocket/brake hub that was fitted to the 'Cotton Reel' type Norton hub - i.e. to all SOHC/OHV/SV Nortons with rigid frames 

This is a very good, English made, example of the rear sprocket/hub that was fitted to all SOHC and OHV Nortons with Plunger frames, identifiable from rigid framed models as having a different mounting and fins around the drum.

This distinctive sprocket/hub is easily distinguishable from the Rigid/Swinging arm type sprocket, as it has cooling fins around the brake hub and has 6 holes - as the plunger hub has 3 studs and 3 locating pins (the rigid hub does not have holes - it has 3 closely mounted studs instead - see Item 0296 for this item).

This sprocket type has been extremely difficult to find for many years, so I am very pleased to be able to offer such a nice example It should be noted that this type of rear sprocket was also used with plunger Overhead Valve bikes fitted with plunger frames.

The sprocket is to take a 5/8" x 1/4" chain, as per the original

Back in Stock Nov 2023

This is the large shielded single row ball bearing fitted to nearly all Norton upright and laydown Norton gearbox's from the early 1930's through to the late 1950's gearbox's.

This is a good quality 'Nice' brand American bearing, of the same quality as the original bearing (often orignal bearings were Hoffman, now unobtainable) -  It is of the fully shielded variety (most originals were shielded on the outer side, but then fitted with a a seperate shielding washer on the inner side - beween bearing and sleeve gear, which we also sell - Item 0853 or 0854)). 

It can be fitted as it is supplied (i.e. with shielding on both sides, or if you prefer, the shield on one side can be easily removed with a screwdriver before fitting (email me for more details). 

February 2022 Availability Update:  Like so many original imperial bearings fitted to Norton single models - good quality branded bearings of this type are now obsolte and getting very difficult to source.  Nice branded gearbox bearings are another example of this.  As at Feb 22 we have managed to obtain another small batch - but it was very difficult this time and prices have risen a great deal since our last batch 3 years ago.  As with all obsolete bearings - all I can tell you for my own bike builds is:  I know they will not get cheaper . . . so I just grit my teeth and fit them now while I can still get them!.

FYI, the latest batch (as with many older bearings - have been re-boxed by the bearing supplier, this is standard practice with many older bearings where they have sat on the shelf for some time - and the original packaging has got tatty, the bearing supplier will put them in fressh boxes before sending out (rest assured - the bearing inside is still correct and brand new!)  

This is the single row ball bearing. Fitted to all upright and Norton laydown gearbox's mainshafts on the non-drive side (i.e. behind the worm mechanism for the clutch rod.  It was also used again on Manx models (i.e. without kickstart provision, on the layshaft bearing - again on the cover side (i.e. the Manx gearbox cover had two of these bearings fitted)

This is for a high quality RHP brand bearing - the best quality bearing available and derivative company of the original manufacturer supplying Norton in period.

Dec 2021 update:  As with all imperial RHP bearings required for Norton single models - these bearings are now getting very hard to find and prices have risen exponentially in the last 5 years.  Covid has made bearing manufacture difficult and - prices are rising even more sharply.  We are sourcing another batch, which should be available early Feb 2022 - but price shown is only indicative at the moment - if you order, note we will confirm final price when they come in

Single Ball Bearing to fit all Norton upgright and pre-AMC laydown gearbox drive side layshaft - high quality manufacturer.

This bearing is for the drive side gearbox layshaft bearing and comes from a high quality manufaturer (nearly always SKF, but occasionally RHP - both top quality bearing suppliers). 

You may find if you are stripping your original gearbox it is fitted with a roller bearing, rather than a ball bearing - I have seen both fitted over the years.  I personally normally fit a ball bearing (I find the shimming process is slightly easier) - but if you do wish to fit a roller bearing email us and we may be able to supply that also - sales@racingvincent.co.uk 

Norton Upright Gearbox and Pre-AMC (i.e. laydown) gearbox - bronze mainshaft Thrust Washer 

This bronze thrustwasher is splined and fits on the gearbox mainshaft, shouldering against the large mainshaft sleevegear.  It has small oilway holes and slots (that face towards the sleevegear) just as per the original.  This is a very important washer in a Norton gearbox as it acts against the mainshaft sleevegear whenever the clutch is pulled in.  Hence, a sloppy clutch lever with reduced leverage, added to a poor gearchange action, can often be traced back to this thrustwasher being badly worn - a very common fault!

We get a lot of people purchasing this thrust washer - no doubt because their original is badly worn.

These particular washers are made from 'Colisbro' bronze, one of most expensive and hardest of the bearing bronze's - as the best quality originals also were. 

They are 0.208" wide.  If you measure your current thrust washes and they are narrower by more than approximately 0.015" - 0.020" less, then it is probably worth replacing

An easy way to tell if your thrust washer may be worn? - look down at your clutch (which may require taking your outer primary chaincase off), pull your clutch in . . . if you see the clutch basket moving sideways (before the outer clutch pressure plate releases) by more than about 20 or 30 thou . . . chances are the thrust washer is getting worn, and some of your valuable clutch lever leverage is getting wasted!

Sorry these are not the cheapest, but cost of material and complexity of manufacture account for this - well worth it though if your original bearing worn!

Notes on Assembling Norton Gear Clusters: When assembling Norton gearbox's I normally check the gear clusters for alignment and any original shims (sometimes they are put in the wrong position.  Shims are normally only found on the end of shafts, between gear clusters and bearings . . . not between gears - which normally signifies a previous bodge or bad gear.  First of all I look to shim so that gears on mainshaft and layshaft are broadly in line, with as much of the gear teeth in mesh with corresponding gear on the other shaft.  Then I place ruler across gearbox casting gasket face and check for end float of gears on both shafts across this ruler.  I am not sure what the original clearance was - but I normally aim for between 0.003" - 0.005" endplay, and I would think anything more than 0.010" - 0.015" would be considered excessive.  

You also need to take the bearing/kickstarter boss position in relation to the end cover into play when doing this.  Any additoin/subtracting of the end cover bearing face to gasket face needs to be taken into account for the endfloat.  If when tightening the cover nuts, at the last moment the mainshaft tightens up or will not spin as easily as it did - then you have probably gone too far and have now got negative clearance - strip down and try again!

Once all assembled correctly, and gearbox sprocket tightened against sleevegear, you should just be able to feel perceptable end play on the mainshaft in relation to the sleevegear, but if it slopping around by a 1/16" or more - chances are the thrust washer worn or shimming wrong.

This is the large oil retaining shim that is fitted between the mainshaft sleevegear and main gearbox bearing on all upright and laydown Norton gearboxs from the 1930's to late 1950's (i.e. pre-AMC) - as per original fitment.  Price Is Each

This shim is shown in both the pre-war (part no 9665) and postwar (part no A2/317) Norton Spare Parts Catalog, and is unusual in that the original shim outer diameter was so wide, it virtually covered the gear teeth of the sleevegear.  I believe the intention of this shim was to prevent the loss of oil through the main gearbox bearing - which was normally unshielded.

Although original Norton sleevegear's had a very  slight lip at the extremity of the shoulder (so that the teeth were inset from the outer bearing ring) - invariably the original shims rub against the teeth and main bearing outer race and wear away.  Therefore, it is most normal to find when stripping down an old Norton gearbox that this shim has been omitted, or is present and started to break up with heavy wear.

These shims have been replicated from good quality shim steel from an original Norton pattern (which had all the signs of wear described above!).

Additional Background Information Feb 2020:

I have been asked on multiple occasions by customers over the years if I can supply this original type shim, so am pleased to now be able to offer it.  If you have an original style gearbox main bearing - which were unshielded, then this is probably still the best way to ensure excess gearbox oil does not leak over your garage floor!

However, in modern times - it is not unusual for Norton gearbox's to have main bearings fitted with either modern sealed bearings (i.e. a nylon ring encasing the ball cage), or a shielded bearing - of the type we sell for the Norton gearbox (Item 0029).  Like most longterm Norton owners - I have questioned the validity of using this large shielded shim, if using a caged bearing - which itself goes some way to prevent excess oil escaping . . . but I cannot recommend either way, I think it is personal choice - but it was always fitted by Norton's themselves as far as I can tell until the mid 1950's.

If like most people you want to fit the original fitment shim - then this is the correct dimensions and type.  However, we do also offer Item 0854, which is based on the shim used on pre-war gearbox's on the other side of the bearing  - which has a reduced outside diameter.  If you just want the correct thickness shim between sleevegear and bearing - but do not want to fully cutoff the supply of gearbox oil to the main gearbox bearing - then you may want to consider using Item 0854 instead . . . I will leave that to you, I am not too fussed which one I use on my own gearbox's! 

It is important to note though - if not fitting any shim at all in this position, it may result in their being excess play on the mainshaft - so it seems prudent to fit one of them.

This is a copy of the oil retaining shim that was shown as fitted between the main gearbox bearing and gearbox shell on pre-war Norton spare parts list - part no 9666, and just like our Item 0853 (which was designed to be fitted inside the gearbox shell between bearing and sleevegear) - was designed to reduce oil loss from the gearbox.

However, it is worth noting that this shim was never shown fitted on post-war spare parts catalogs - instead just relying on the larger diameter shim (Item 0853) fitted between the sleevegear and main bearing for oil retention.  Indeed, most people (myself included for many years!) have never stripped down a Norton gearbox with a shim fitted where this was originally intended to be fitted - between the main bearing inner race and the gearbox shell.

Presumably, Norton found them superfluous and decided not to continue with them post-war.

If you wish to fit this bearing shim - then this shim should be correct as it was taken from an original Norton shim of the same dimensions (I say should .  .. because it is extremely difficult to be absolutely sure the gearbox this was taken from had not had a main bearing change in later years . . . but looks correct).

However, the other useful purpose for this shim - it can also be used as an alternative for Item 0853, if you do not like the idea of fully shielding the gearbox main bearing from the gearbox oil - which the original sleevegear/bearing shim must have done to a certain extent.  In addition, this size shim if used for that purpose should not wear around the sleevegear teeth area like original shims of the larger size were prone to do.  

In the past I have stripped later (laydown type) Norton gearbox's from the mid 1950's and have found they have been fitted with Sleevegear/bearing shims (i.e. A2/417, Item 0853) of the same size as this shim, rather than the wider shim shown in the 1950's spare parts catalog - so maybe that was a later change, or owners have fitted them themselves as a later change.  As I say in the detailed Item 0853 description - I will leave the choice with you which you wish to fit - both shims are the same thickness