Mainshaft Shims to fit OHV and SV Engines i.e. 16H/Big 4/Mod 18/ES2/Mod 19 etc. Set of 6 shims - 2 each of the following 3 sizes: 0.2mm (8 thou)/0.3mm (12 thou)/0.5mm(20 thou)

Fitting Notes:  Norton's did not list mainshaft shims in their 1948 or 1955 Spare Parts Catalogs (the two most well known OHV/SV spare parts lists) - perhaps because shimming was not considered as important on the SV/OHV engines as it was on the SOHC engine (which required shimming to ensure correct mesh of the bevel gears).  But never the less . . . it is still good practice to shim the mainshafts to ensure best position of the conrod - which should ideally be centralised to the crankcase mating faces, when conrod is positioned in most central position on the big end journal.

Therefore these shims are essential for placing on the timing side mainshaft, between flywheels and timing side main bearing, to help ensure the flywheels and conrod are best centralised to the barrel.  In addition, if you are using a roller bearing on the innermost drive bearing - and have clearance on the mainshaft - these shims can be used to stop the inner roller bearing 'floating' excessively on the mainshaft. When racing OHV engines in the 1980's I always undertook this task.

Note: although I do not show it as a seperate item - individual shims can be purchased at a cost of £3.00 each if required.  Just add a note in the comment section when placing order and specify which additional size required

By the way - the pictures here are of a mid 1950's crankshaft - timing side first and drive side in the second photograph (and actually this is a rarer 600cc Model 19 crankshaft with 8" conrod), but these shims should fit all SV and OHV models from 1930's to 1950's.  Also, unlike the SOHC engine, the mainshafts on both sides were the same diameter, hence why this set includes 2 of each size shim.

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 

 

Set of 13 rollers to fit all Norton gearbox pre-Amc mainshaft sleevegears (+1 spare in case you lose one!) = 14 rollers in total.

These good quality UK manufactured rollers are a replacement for worn or tired/pitted rollers in your Norton gearbox sleevegear (the big gear at the end of the mainshaft that also holds the engine sprocket.  Fits early Norton upright gearboxs, all the way through to the introduction of the AMC type gearbox (where the sleevegear did not normally have rollers fitted).

Note: we have previously been asked by customers if we can provide the hardened ring that is fitted into the sleevegear to retain the rollers (which is normally peened in place, but if a gearbox is stripped, can often come out and get lost).  As at Feb 2021 we do not offer this - but are considering having a batch manufactured.  Email on sales@racingvincent.co.uk if interested.

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.

 

These are the rollers that fit in the cage at the rear of the inner clutch body - there are 15 rollers fitted but we include a spare in case you drop one!, so 15+1=16 rollers. 

Good quality UK manufactured rollers.

They support the clutch basket as it spins around the body. These often have slight wear as they take a lot of thrust and load from the engine. They can be accessed by removing the 3 nuts at the back of the clutch body, which are normally centre punched to stop them loosening. Once the rollers are replaced, retighten the nuts and centre punch them again. By the way, If converting a normal cluthch to a Manx type, you will need to machine the body to reduce its width, in which case these rollers should be replaced as a matter of course.

Original rollers on Norton clutch's take a lot of abuse, and often have been left in the open air area of the chaincase area where they can corrode and pit.  Often changing the rollers can help remove excess play on the clutch basket.

Note: please check your roller ring carefully before ordering.  As I recently found from an owner of an original SOHC Manx - some Manx clutch's were fitted with 20 roller rings.  We do not offer this as a seperate listing, but should be able to supply these sets by emailing sales@racingvincent.co.uk.  Expect cost to be pro-rata cost of 15 rollers + extra 5 and a spare

Full set of good quality UK manufactured headrace balls - both top and bottom race - to fit all Norton single frames - 34 balls in all (the correct amount for top and bottom races), plus one spare in case you drop one!, 34 + 1 = 35.

Note: we can also offer complete Headrace Bearing Sets for both - Norton Girder Fork models (Item 0912) and later telescopic fork (pre-Featherbed) models (Item 0913).  These sets include both sets of headraces as well as the ball bearing sets shown here.

However, if your original headraces are not badly worn (and your balls are rusty or pitted) and you do not want the grief of having to completely remove headraces from frame and forks - then replacing your headrace balls with these and re-packing with new grease will probably improve your steering.  

- Single row ball bearing to fit BTH KD1 competition magnetos (as fitted to Norton camshaft engines). I believe this bearing also fits other similar BTH single cylinder magneto's, i.e. standard KD1 and MH1 models

Good quality NSK brand bearing.

Note:  when fitting new bearings in a magneto body, they should be fitted with a special star type paper washer that insulates the bearing from the body.  We also sell these gaskets, as shown in the photo - Item 0178 

Single row ball bearing used on all Single Cylinder models (pre-full width hubs) on the plain hub side front hub and also on the brake side for pre-featherbed conical (SOHC Manx) front brakes. They are also used on all rigid\plunger\non-conical rear hubs on the non brake drum side. As always, this bearing is a high quality named brand bearing (i.e. not a chinese bearing!)