This Item listing is for the very distinctive conical shaped, knurled, gearbox clutch cable adjustment bolt and locknut - both parts are CNC manufactured as faithful replica of the original Norton Item. 

However, if you have held one of these threaded adjusters you will know they are quite heavy for what they are.  I am not entirely sure if they were also standard fitment on the M30/M40 and Manx models (although the large knurled adjuster would definitely had been very useful) - but I am sure that if they were fitted, you would have wanted to do something about the excess weight of the adjuster - so I decided to make an additional batch of these - where we have bored 6 additional lightening holdes radially around the conical part of the adjuster - when held in the hand alongside an original un-lightened version, the weight saving is significent.

So although I cannot say these lightened versions were an original Norton fitment, they are the type of mod the likes of many tuners might have done in period - and they certainly look very pretty on your racing or Sports model!

We also sell the 'normal' road version of this clutch cable adjuster (Item 0902) - and the information below is takien from that listing:

This knurled cable adjuster and locknut was fitted to both the upright type Norton gearbox, as well as the early to mid 1950's  laydown gearbox that followed, on all models.

Apart from looking quite unusual - with its wide knurled head, and conical shape - it was extremely useful for adjusting your clutch lever while sat on the bike, you could just reach down with your right hand, loosen off the lower locknut, which had the same width knurl, then either wind out or wind in the long thread of the cable adjuster until the clutch lever had the correct level of free play, then tighten the locknut up again to the cover of the gearbox.  In addition, the locknut on its lower part also had a hex milled onto it - providing a nut for an open ended spanner, as well as the knurl - if you wanted to ensure it did not come loose again once adjusted.

Because the original Norton adjuster bolt was made of brass, and because over a period of time this adjuster tended to get abused by owners - i.e. once it got still due to lack of grease, it was not uncommon for owners to try and turn it with a pair of pliers!, it is now very unusual to find a Norton that still has the knurl in good condition - normally they are all chewed, and sometimes the knurl is entirely smooth.  This alleviates the whole purpose of the design - as with a lovely crisp knurl, the adjuster is a delight to use.

Our items are CNC manufactured in brass to the exact dimensions of the original Norton design.  The shaft of the adjuster bolt is the same length and internal cable diameter of the original - it even has the counterbore at the bottom of the cable bore.  The taper on the lower part of the knurled adjuster is the same dimensions as original - and as you can see from one of accompanyning photographs - the knurled locknuts have teh same internal taper to the top of the locknut - designed so that the locknut would screw right up to the taper on the adjuster bolt, to give as much cable adjustment as possible.  Finally the locknuts also have the correct Whitworth spanner size milled onto them, including the original chamfer underneath to stop them fouling and scratching the gearbox cover.

We also send these away to our UK based plater once machined, to ensure they are plated with the correct nickel plated finish.  Although bright in the photograph, these will dull-off with time once on the bike.

Not cheap because of the amount of effort to produce them - but they are correct and period for your Norton restoration, and as well as being very useful - being placed in a prominent position, they also look very pretty!  And obviously - for this 'lightened' version, we have to perform an additional milling operation to bore the 6 radial holes, all central to the adjuster, so the holes look correctly positioned when viewed from the top.

As a final point - as you can see in the final photograph, we assemble the locknut onto the threaded adjuster with (Castrol) high melting point grease before placing in a sealable bag so the operation is smooth.  It is worth remembering when fitting these - that the gearbox cover (either upright or laydown gearbox) should have its thread fully cleaned of any dirt before fitting, to ensure smooth continued operation.

For those that are uncomfortable in making up their own clutch cables to include this adjuster - please email us at sales@racingvincent.co.uk, as we are considering having a batch of clutch cables made, with these adjusters fitted, from a top UK cable manufacturer.

This distinctively shaped pointer was used on all dolls-head and upright gearbox's to help indicate what gear you were it being held in place in front of the Norton gearlever by a special 'greasing bolt', which we also manufacture (see item 0671).

It was a useful little indicator as most Norton upright gearbox's (both pre-war 'Dollshead' type and postwar smooth cover type) had a brass gear indicator riveted to the top of gear box cover - and these needles were pressed into a shape that placed the top pointer directly over the gear - and moved as the gearlever moved.  

An original Norton item was used as the pattern for these, we have them lasercut, and then use press tooling to attain the correct position of the pointer.

This version is polished and chromed - with good quality UK chrome (we also offer a satin nickel plated version, which with time will dull to the original 'dull nickel' finish often used on original models - including WD16H's - this is Item 1079)

Price is each, they come supplied in a bag sprayed with Duck Oil to protect them in storage

 

This distinctively shaped pointer was used on all dolls-head and upright gearbox's to help indicate what gear you were it being held in place in front of the Norton gearlever by a special 'greasing bolt', which we also manufacture (see item 0671).

It was a useful little indicator as most Norton upright gearbox's (both pre-war 'Dollshead' type and postwar smooth cover type) had a brass gear indicator riveted to the top of gear box cover - and these needles were pressed into a shape that placed the top pointer directly over the gear - and moved as the gearlever moved.  

An original Norton item was used as the pattern for these, we have them lasercut, and then use press tooling to attain the correct position of the pointer.

This version is linished and then satin nickel plated (using UK plating company) - which with time once fitted, will dull off slightly (the bright effect is because we linish them before plating to remove any scratchs or marks from the pressing process).  This replicates the 'Dull Nickel' austere finiish often fitted to original Norton models - and is of course much closer to authentic if you have a WD16H or similar.  However, for a nicely restored bike - we also offer a polished chrome version of this indicator (Item 0273B) 

Price is each, they come supplied in a bag sprayed with Duck Oil to protect them in storage

This is the distinctive bolt fitted to the gear lever spline on all Norton upright gearbox's.  This bolt was drilled through the centre to allow greasing of the seperate positive stop mechanism - a feature of all Norton upright gearboxs (even the post war upright gearbox with a 'combined' outer cover had the positive stop mechanism mounted away from the oil feed).  They also served the purpose of holding the 'gear position' indicator (see item No.0273b which we also sell).

These original 'greasing' bolts had a distinctive machined/relieved face and drilled centre.  Not surprisingly they are now very hard to find, particularly as the hex shoulders were also quite shallow, so were easy to chew.  For this reason it is extremely difficult to find an original Norton version of this bolt and many restorations are missing this important part  This particular item was copied from a good original bolt (see photographs of Manx upright gearbox cover in this listing and you will see an original bolt next to our stainless steel version - all dimensions are the same - the only real difference is the machining finish of our bolts is much better than the original Norton item!).

These bolts are CNC manufactured by us in stainless steel, and if we say so ourselves are very pretty and of high quality - being such a visible bolt they add the finishing touch to your Norton restoration. 

Because the bolt also serves the purpose of retaining the gear indicator, we also include a wide pan washer with every bolt (sorry - but the washer is plated steel, we cannot get wide pan stainless washers).

Note - this bolt was fitted to all Norton models - SV/OHV/SOHC

 

This listing is for the distinctive coarse thread, curved head filler plug fitted to Norton upright gearbox's on the front cover from the early 1930's to 1950.  These are CNC stainless steel, with polished head and we offer 3 types - Road models, Inter and Manx lockwired type and wasted racing type.  

Price is each

Background and types Information:

The upright Norton gearbox was first introduced in the early 1930's to replace the similar looking Sturmey Archer type gearbox's fitted before then.  This gearbox was filled with oil by means of a coarse threaded plug situated on the lower left part of the front gearbox cover.   As well as its coarse thread (only used on this type of plug), the original nuts had a distinctive shoulder - and this was designed to fit on a similar flat face on the cover (and although many people try to fit Red Fibre washers over the plug to prevent leakage - a washer was not originally fitted).

The original bolt also had a distinctive slightly curved head - of the design distinctive to many Norton bolts of the 1930's - 1950's era.  

Postwar the upright gearbox design was modernised on road going models, first in 1946, with a round clutch worm inspection cover, then again in 1947 with an oval type inspection cover, which remained until the introduction of the 'Laydown' gearbox on most road models, in 1950.  However, the Gardengate Manx models and 500T trial models conitnued to use the pre-war 'Dollshead' type upright gearbox all the way through their life postwar (i.e. until introduction of Featherbed Manx).  All these models were fitted with this type of filler plug.

We CNC machine these nuts, from original patterns, in three different patterns - but rather than the dull plated and slightly rough finished original Norton item, we manufacture them in stainless steel -- and then linish and polish the head, so as well as being practical, they also look very pretty, as they are positioned in a prominent position.

0998_1 is the standard type: fitted to most roadgoing models, and is finished to the same dimensions

0998_2 is the Manx/Inter type:  these are just as the normal type - except they are drilled to be lockwired - an essential requirement for any competition bike, to avoid oil spillage on the track.  Although not strictly necessary on a road bike, it is a useful addition, as lockwiring can prevent accidental loss of the gearbox filler nut if not fully tightened.  It also gives International SOHC models more of the look of its racing heritage.  An original Manx filler plug is shown in the pictures, alongside our version

0998_3 is a 'Wasted' Manx type: This is not an original Norton feature, but was a very common modification of this nut on many racing motorcycles - as this nut can be considerably lightened by drilling its centre.  I have seen this done on many genuine 1930's Inter's and Manx's and normally did it on my own competition bikes - it is in the style of Francis Beart, if you like!  We take the 0998_2 version as the starting point, but then have an additional CNC cycle to bore the bolt and shape the curve of the head, before polishing, to give it a very pretty look.  Personally, I think as well as being practical for competition, it enhances the look of the bike.  (sorry not cheap, but additional CNC op requried to produce these)

Update July 2021:  We will also shortly be adding the drain plugs for Norton gearbox's, which were also produced in more than one variation.  If you have a Sturmey Archer original pattern filler plug - providing you can give dimensions, we may also produce a batch of those in the near future.  Please email sales@racingvincent.co.uk

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:

ID	Type	Thread	Attributes	Normal Fitment?
1101_1	- Shallow Curved	1/4" BSP	- Norton Shallow/Curved Type - Satin Nickel Plated Brass (some brass unplated may also be available) - Supplied with 1/4" BSP Dowty seal - Referred to as E3336 in Spare Parts Catalog	- Normally seen fitted to Norton road model Gearboxs , both Pre-war and Postwar - I have also seen this type fitted to OHV and SV engines, late 1930s to mid 1950's - This type has a shallow hex head with a distinctive 'Norton' type curve to the head - Ours are identical to the original item, including depth of groove for washer, and slight undercut to avoid hex digging in to casting.  In one of the photos can be a seen a genuine 'New Old Stock' Norton item (plated item on the right in photo), used as the pattern for ours
1101_2	-Shallow Curved - Lockwire	1/4" BSP	- Norton Shallow/Curved Type - Satin Nickel Plated Brass (some brass unplated may also be available) - Drilled through head to take lockwire - Supplied with 1/4" BSP Dowty seal	- As above - This type is drilled for lockwire - normally found on competition type gearbox's and engines - Essential fitment if taking your bike onto a track event
1101_3	Shawllow Curved - Slotted	1/4" BSP	- Norton Shallow/Curved Type - Satin Nickel Plated Brass (some brass unplated may also be available) - Slotted for Screwdriver - Supplied with 1/4" BSP Dowty seal	As 1101_1 but slotted for a screwdriver - I have seen these fitted to both gearbox's and pre-48 eingines - Seem most common on late 1930's - 1948 engines for road going models - SOHC/OHV/SV, as the slot was more accessable for a screwdriver on sump of crankcase, when plug at side of sump
1101_4	Shallow Curved - -Slotted - Lockwire	1/4" BSP	- Norton Shallow/Curved Type - Satin Nickel Plated Brass (some brass unplated may also be available) - Slotted for Screwdriver - Drilled for Lockwire - Supplied with 1/4" BSP Dowty seal	As 1101_3 above, but these are also drilled for lockwire - Normally fitted to competition bitkes, but very useful for ensuring it does not come loose and lose oil on road bikes - Essential fitment if taking your bike onto a track event
1101_5	- Shallow Curved - Lockwire - Reduced Weight	1/4" BSP	- Norton Shallow/Curved Type - Satin Nickel Plated Brass (some brass unplated may also be available) - Drilled for Lockwire - Centre bored and head shaped to reduce weight  - Supplied with 1/4" BSP Dowty seal	- This sump plug starts off as the Shallow Curved type - as seen on most gearboxs and pre-48 engines, however for these - as well as drilling them for lockwire, we also bore the centre, and shape the head profile to reduce weight - Although rarely seen on production bikes out of the factory, it was a normal thing for the serious 'Tuners' to do on a competition bike - as they are noticeably lighter than standard - I will also be the first to admit - they look very pretty and are a 'focal point' on any competition bike - for that extra bit of Bullshit!
1101_6	Norton Deep Head Type - Slotted	1/4" BSP	- Norton Deeper head /shallower Curve (Pre-War) Engine Type - Satin Nickel Plated Brass (some brass unplated may also be available) - Slotted for Screwdriver - Supplied with 1/4" BSP Dowty seal	This sump plug is similar to the 'shallow curve' type above, but has a slightly deeper Hex, and the 'Norton' type curve is less pronounced than the type above - Although not definitive - I have normally found this 'deeper head' type fitted to Pre-War models of all types = i.e. SOHC, OHV and SV models - I cannot be sure when this type of sump plug was first fitted - but I know that customrs with engines as early as 1930 have provided me examples of this type fitted to their engines  - May have been fitted to 1920's models - but have not had this confirmed yet (please email me if you a 20's model - and can update listing, thx!)
1101_7	Norton Deep Head Type - Slotted -Lockwire	1/4" BSP	- Norton Deeper head /shallower Curve (Pre-War) Engine Type - Satin Nickel Plated Brass (some brass unplated may also be available) - Slotted for Screwdriver - Drilled for Lockwire - Supplied with 1/4" BSP Dowty seal	This plug is the same as 1101_6 above, but this version, as well as being slotted, is also drilled for lockwire - This type would normally be found on the engines of Pre-1948 SOHC models - particularly competition models - Essential fitment if taking your bike onto a track event - Note: on many Norton SOHC engines (particularly pre-War), there were two sump plugs fitted - one on the Timing side crankcase, at the side of the sump, and another in the 6pm position of the Drive side crankcase.  This plug type will fit both sides - but we also offer an 'improved' lipped type (below), for the Drive Side, which gives better seating for a fibre washer
1101_8	Norton Deep Head Type -Lockwire - Reduced Weight	1/4" BSP	- Norton Deeper head /shallower Curve (Pre-War) Engine Type - Satin Nickel Plated Brass (some brass unplated may also be available) - Drilled for Lockwire - Centre bored and head shaped to reduce weight  - Supplied with 1/4" BSP Dowty seal	- This sump plug starts off as the Deeper/Shallower Curved type - as seen on Pre-War engines, however for these - as well as drilling them for lockwire, we also bore the centre, and shape the head profile to reduce weight - Although rarely seen on production bikes out of the factory, it was a normal thing for the serious 'Tuners' to do on a competition bike - as they are noticeably lighter than standard - I will also be the first to admit - they look very pretty and are a 'focal point' on any competition bike - for that extra bit of Bullshit!
1101_9	Norton Curve Head -Improved 'Lipped' Design	1/4" BSP	- Curved Type Norton Head - CNC machined from Brass bar - Satin Nickel Plated Brass (some brass unplated may also be available) - Improved 'Lipped' design, with milled Hex - improved seating of washer - Slotted for screwdriver and drilled for lockwire - Supplied with 2 x 1/4" BSP Copper washers	We have manufactured this sump plug to our own 'improved' design - in that these are CNC machined from 0.750" round Brass bar, and then the Norton Hex head is milled as a seperate operation.  - This broader lip provides a much better seat, when using red fibre washers, to give better sealing - We manufactured this lipped sump plug specifically for the drive side of SOHC engines that have the 6pm drain plug, with a wide milled face - ideal for this lipped nut (see photograph) - I have also seen a similar lipped brass sump plug fitted to an original Pre-War Manx upright gearbox - but cannot guarantee it came from the factory with that plug fitted - although it looked nicely tarnished! - Supplied with copper washers - but red fibre can also be used as lip gives ideal seal - More expensive than other plugs - as additional milling required and more expensive material used
1101_10	Norton Curve Head -Improved 'Lipped' Design - Reduced Weight Racing Type	1/4" BSP	- Curved Type Norton Head - CNC machined from Brass bar - Satin Nickel Plated Brass (some brass unplated may also be available) - Improved 'Lipped' design, with milled Hex - improved seating of washer - Supplied with 2 x 1/4" BSP Copper washers	As above, this is our own improved 'Lipped' design sump plug - providing a wider face for improved sealing with red fibre washers - This version also has our centre bored 'reduced weight' head design - so looks particularly pretty, as well as being lighter than the version above - it is also drilled for lockwire, ideal for racing engines - particularly the drive side SOHC 6pm position hole, or racing gearbox's - Supplied with copper washers - but red fibre can also be used as lip gives ideal seal - The most expensive of our sump plugs, as a lot of machining time to manufacture
1101_11	Post 48 Type Sump Plug - All Models, original design -Stainless Steel	1/8" BSP	As fitted to most Norton models 1948 onwards - Fitted to 1948 onwards engines, where sump plug is at bottom of crankcases sump  - This type copies original design exactly, other than CNC manufactured in stainless steel - Supplied with 1/8" BSP Dowty seal	It seems that Norton changed the design of the engine sump plug in 1948 - that being to a smaller diameter 1/8" BSP thread, which had a much finer thread than the previous 1/4" BSP plug.  I am told by other knowledgable Norton people this continued to 1961. - I presume the reason for moving to this finer thread was because the position of sump plugs was also moved to the base (i.e. underneath) the sump of most engines - where there was not much metal in that casting.  (most OHV engines 48 onwards have a ramp under the sump of the engine surrounding the sump plug - to avoid the sump plug being pulled out, if 'grounding' the bike) This plug copies the original Norton design sump plug exactly, including lips, other than being CNC manufactured in stainless steel. Please ensure your engine still has the 1/8" BSP thread fitted before purchase (see also 1101_13 below)
1101_12	Post 1948 Sump Plug Design - This type deeper head and drilled for Lockwire	1/8" BSP	This is the Post 1948 type 1/8" BSP sump plug - This type has a slightly deeper head than standard, to allow it to be drilled for Lockwire - Stainless Steel - Supplied with 1/8" BSP Dowty seal	This Sump plug is similar to 1101_11 above, however we have deepened the head slightly to allow it to be drilled for Lockwire - As would have been fitted to Post 1948 SOHC models for competition use (but also useful for any Post 48 models, and required if using your bike at any track event -We have been careful to ensure the depth of the head on this type still does not protrude further than the cast ramp on the crankcase (on OHV crankcases tested - see photo)
1101_13	Post 1948 Sump Plug Design - Larger diameter thread	7/16" BSF	- Same dimensions as 1101_11, other than thread - which is a larger diameter 7/16" (0.436") x 18tpi BSF thread - Stainless Steel - Supplied with Copper sealing washer	- I am told that engine sump plugs were standardised with 1/8" BSP thread on all models from 1948. - From 1948, the location of sump plugs (on all models I believe) was moved to the base of the crankcase sump, and a small ramp cast into crankcase, to ensure the sump plug would not be ripped out, if grounding the engine - However, this thread/diameter does seem to have had a reputation for more easily stripping than the earlier 1/4" BSP plugs, previously fitted.  - I have two original mid 1950's OHV/SV Norton crankcases in my possession, which I am confident have not been touched since the 1960's.  On careful examination - both sump plug threads fitted to these crankcases are tapped to take 7/16" x 18tpi BSF sump plugs.  Although both threads look original and good condition (see photo for this listing) - which means it may be an original, if unusual, thread . . . it is more likely this was a common 'replacement' thread, fitted in the 1950's/60's, if original thread stripped Therefore - I have made a small batch of brass sump plugs - which are a hybrid of the original design, but with larger 7/16" x 18 BSF thread fitted.  Also a suitable replacement - if your original 1/8" BSP thread has stripped . . . but satisfy yourself this thread is correct for your needs and you are able to tap crankcase to this size
1101_14	1/4" BSP Dowty Seal (Each)	1/4" BSP	Modern type nitrile inner seal 'Dowty' Washer	- As supplied with each 1/4" BSP sump plug - these are a more modern sealing design and easier to fit than red fibre washers - This is for a single Dowty washer, which ideally should be replaced when plug removed - Note we also sell correct type Red Fibre washers if you prefer - Item 0092, but remember, they nee to be a tight fit when fitting onto the thread, to ensure they do not wobble at the final groove position
1101_15	1/8" BSP Dowty Seal (Each)	1/8" BSP	Modern type nitrile inner seal 'Dowty' Washer	As above, but this is the smaller BSP size to fit the 1948 - 61 original type sump plug We also sell copper alternatives - see below
1101_16	1/4" BSP Copper Sealing Washers (Pair)	1/4" BSP	- Soft copper sealing washers - 1/4" BSP - Sold as a pair	If you prefer a more traditional seal (other than red fibre) - we also offer these copper sealing washers, as a pair - they are 0.75mm thick, slightly thinner than most fibre washers - so can be fitted singularly, or as I prefer - as a pair, to give more 'sponge'
1101_17	1/8"BSP Copper Sealing Washers (Pair)	1/8" BSP	- Soft copper sealing washers - 1/8" BSP - Sold as a pair	- As above, but for hte 1948/61 original type plugs, an alternative to Dowty or red fibre washers - Sold as a pair

 

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

 

These are the distinctive Norton gearbox nuts as fitted to the endplate of all upright Pre-War Norton models and pre-Featherbed Manx models.

Seven of these are used to fit the pre-war Norton gearbox covers and are very distinctive, the shoulder fitting into the recess on the cover and the head and a slightly curved head

They are also fitte at the base of Norton laydown style (pre-AMC) gearboxs, under the kickstart boss (3 are fitted here - see photograph).

These nuts are CNC manufactured by us to exactly the same dimensions as the original Norton items, except they are made in Stainless Steel - They look very pretty and will transform the look of your pre-war gearbox (particularly as it is now very difficult to get the originals Dull Nickel plated) - 7 required per gearbox.  These are made to a higher level of finish than the original Norton nuts (which often had visible machining marks and a dimple in the centre of the head - see picture of original nut to see what we mean) - as well as being CNC manufactured to a fine finish - we also lightly linish and semi polish the heads of these nuts, so they really look nice when fitted to an original Norton gearbox . . . and we sell a lot of these!

Note: we also sell the gearbox studs in stainless steel (Item 0100), but most importantly - the correct type spring washer, also in stainless steel (Item 0102).  It is very important to fit one of these spring washers under each nut - otherwise the hex of the nut is likely to catch and scratch the gearbox end cover - look at the amount of old Norton upright gearbox covers you can find that have suffered from this issue!

 

This is the gearbox cover stud that fits into the shell of all upright gearbox's. An original was used as a pattern, these are identical, other than being manufactured in stainless steel. 7 are fitted per gearbox. Note: This item is slightly longer than the vertical bevel stud, it is 5/16" BSC both ends and can also be used as the Inlet Stud on cylinder heads - but check the thread on your head first, sometimes these are BSW.

These 'Reduced Width' stainless steel spring washers are of the correct profile as used on all Upright and Laydown Norton gearbox covers and also the SOHC Vertical Bevel Housing Studs.  These are in stainless steel and of good UK quality, price is for a pack of 10

This type of washer was used on the front cover of all Norton Upright type gearbox's - whereby on the 'Dollshead' type, it also stopped the special nuts from fouling and scratching the cover.  They were also used similarly on the three similar nuts under the kickstart boss of later Laydown gearbox's.

The same profile washer was also used on SOHC Vertical bevel housings.  Originally Norton's fitted plain washers in that location - but they are not commercially available and prohibitively expensive to make - while this type of stainless spring washer look exactly the same when tightened down, as they have the same profile - but have the added benefit of helping to retain the vertical bevel housing nuts - which are sometimes difficult to fully tighten, as spanner access is difficult.  Therefore we fully recommend using these as a beneficial altenative to plain washers for bevel housing studs.

Priced as a bag of 10 - which is enough for a full set of vertical bevel housing washers or a full gearbox set.

 

 

This Item listing is for a pair (i.e. two screws and two washers) of CNC bar turned stainless steel cheesehead screws and red fibre washers to fit the oval shaped positive stop inspection cover on Norton upright pre-War gearbox's (both road and race gearbox's).

Price is for a pair - two screws and two washers.

These cheesehead screws are copied from an original Norton gearbox screw, having a wider head than standard modern cheesehead screws, with a distinct head shape and chamfer.  They also have the correct thread and shoulder length.

We CNC manufacture these ourselves from stainless steel bar and they much improve this area of the gearbox. We also supply the correct high quality red fibre washers (sold seperately as well for all Norton cheesehead screws - our Item 0015), that should always be fitted under the heads of Norton cover screws