Twin row ball bearing used on all Single Cylinder models (pre-full width hubs) on the brake hub side of single sided front hubs (although strangely not used on SOHC conical front hubs. They are also used on all rigid\plunger hubs on the brake drum side. As always, this bearing is a high quality named brand bearing - NSK (i.e. not a chinese bearing!). This twin row bearing was always much more expensive than the single row fitted to the other side, and is now getting quite difficult to find - but as at the end of 2012 I have managed to get another batch!

- Single row ball bearing.from top quality RHP brand. As fitted to the non drive side (i.e. timing side) on the magnesium conical rear hubs of the type fitted to 1950 Gardengate and later DOHC Featherbed Manx Nortons. 

I do not normally stock this bearing, as it is a rare hub and not commonly asked for - but I needed to find them when building my own 1950 DOHC Gardengate Norton, which is fitted with a magnesium Conical rear hub - see photo.  I found that original high quality RHP bearings for this hub are now very difficult to find.

This listing is for the ball bearing which was fitted on the non drive side, as per photo.   believe originally this type of hub was fitted with a single ball bearing on the plain side and a roller bearing on the brake drum side. Eventually, I was able to find a small quantity of these original RHP bearings in the correct 'looser' C3 RHP fitment - so bought a couple additional to stock.  

The price shown is based on the small stock I have - but at the point these run out, they may be unobtainable or I will need to confirm a new price - unfortunately that is the world of obsolete bearings.  Sorry for the price, but they are the genuine UK item.

Final point:  You may notice in the photo that the conical hub is fitted into a 1950 Gardengate frame - this conical hub was only fitted into that frame for the last year of the Gardengate year - 1950, after that the same hub was fitted into the Featherbed DOHC Manx Norton.  The normal Gardengate rear spindle (just visible in photo) was a special affair with a large diameter flat section in the middle.  The 1950 Norton Spare Parts List shows that special plunger rear spindle still being fitted to this type of conical hub - but I have been unable to find bearings to fit this setup.  Instead, this bearing is the type fitted to later DOHC Featherbed conical hubs - where there was an alloy spacer between the bearings, and a parallel spindle that pushed through the alloy spacer.  This bearing distance piece is shown in the second photo.

Therefore - bear in mind if ordering these bearings - the inner diameter of this bearing is 7/8" - to fit onto that type of alloy spacer, it will not fit onto the original Gardengate plunger spindle which is a lesser diameter at the bearing location point

 

- Single row roller bearing.from top quality RHP or SKF brand. As fitted to the drive side (i.e. brake drum side) on the magnesium conical rear hubs of the type fitted to 1950 Gardengate and later DOHC Featherbed Manx Nortons. 

This is now a very difficult bearing to obtain from the original high quality manufacturers - they have been obsolete for some time.

This listing is for the roller bearing which was fitted on the drive/brake side, as per photo.   This type of hub was fitted with a single ball bearing on the plain side and a roller bearing on the brake drum side - but the bearing is now obsolete and very difficult to obtain.  In the photo you will see the box was RHP and was old stock - as it is supplied in the older style RHP bearing (not unusual for bearing suppliers to sometimes supply them in the older boxes, or just rebox them if the boxes get tatty).  We ask our bearing suppliers to try and source these for us - and sometimes they come in original boxes, or if too tatty they will re-box for us . . . but rest assured, the bearing inside will still be new and in a sealed packet.

Although RHP brand are shown, we also get those manufactured by SKF - and if so, ths will be marked on the box.  However - both brands are top bearing manufacturers and the bearings are of the best quality attainable.

The price shown is based on these now being unobtainable, and we also having to pay a very high price to obtain them, and being a top branded UK sourced bearing.  Once current stock has gone, we may not be able to attain them again - and the price will certainly rise further

 

Final point:  You may notice in the photo that the conical hub is fitted into a 1950 Gardengate frame - this conical hub was only fitted into that frame for the last year of the Gardengate year - 1950, after that the same hub was fitted into the Featherbed DOHC Manx Norton.  The normal Gardengate rear spindle (just visible in photo) was a special affair with a large diameter flat section in the middle.  The 1950 Norton Spare Parts List shows that special plunger rear spindle still being fitted to this type of conical hub - but I have been unable to find bearings to fit this setup.  Instead, this bearing is the type fitted to later DOHC Featherbed conical hubs - where there was an alloy spacer between the bearings, and a parallel spindle that pushed through the alloy spacer.  This bearing distance piece is shown in the second photo.

Therefore - bear in mind if ordering these bearings - the inner diameter of this bearing is 7/8" - to fit onto that type of alloy spacer, it will not fit onto the original Gardengate plunger spindle which is a lesser diameter at the bearing location point

 

Proper felt wheel bearing washers, as was original fitment on both sides of all Norton rigid,plunger and swinging arm hubs from the early 1930's through to the 1960's (except conical brake side for some reason). 

On most Norton single (and Dominator twin) models these felt seals were used to protect the wheel bearings from ingress of dust and dirt.  Most of the Norton Spare Parts catalogs through the 1930's to the 1950's showed this particular wheel bearing felt being fitted on both sides, it being fitted over the spacer that slid up against the bearing inner face.  Then (dependent on model and which side of the hub it was) - there would either be a screw in outer bearing ring 'lock ring', or on the opposite hub side, a pressed steel bearing retainer ring, which was punched in (as shown in one of the accompanyning photographs - our Item Number 0312).

These felt washers are UK manufactured for us by a specialist gasket supplier to the original pattern and are excellent quality.  On most Norton models, there should be two per wheel, one each side.

Note:  This particular felt seal were the original fitment size on most Norton models through to the early 1960's.  However we also sell a fractionally larger wheel bearing felt (with a 25mm inner diameter, as opposed to these which are 15/16" inner diameter) - Item Number 0914.  This slightly larger felt we believe were used on later bearings - probably from the early 1960's when metric bearings started to be used.  If you have non standard wheel spindle spacers fitted and are finding this (0311) felt is a tight fit, then the later larger type can also be used - they are identical other than a fractionally larger diameter.

 

This is the distinctive steel cup, which is pressed into the end of both front and rear Norton hubs on the brake side, and retains the felt washer, to stop grease escaping into the brake drum. This version is identical to the original Norton version (one of which was used as the template for these), and is useful, as originals often get bent and distorted as part of fitting new wheel bearings

As I am sure many of you have found - even if you have one of these available on your own hub, chances are it will be in bad condition if it has previously been prized out and punched back in, when the wheel bearings were last changed.

This pressed cup is high quality and identical to the Norton original that was used as the pattern. To fit, place it above the recess on the brake side of the hub, then use a small punch (or screwdriver) to push it into the recess. If your hub recess is worn, you can also put a couple of additional punch marks on the rim of the hub, as per the plunger hub shown here in the second photograph

This steel fine-threaded ring with 4 distinctive holes (to allow the ring to be rotated and locked) was fitted to the none-brake side of Norton hubs on all models from the 1930's through to the late 1950's, to retain the wheel bearing. 

It is normal when trying to remove an original ring, to find that the small holes have been badly chewed, because a punch has been used to lock them in the past - therefore making removal very difficult and re-fitting and locking in place even more so.  Because of this (and most owners not having the correct tool for tightening the ring in place), finding original rings in good usable condition is now very difficult. 

These rings are CNC machined by us from EN8 steel, to the same pattern and dimensons as the original Norton item - an original bearing retainer ring, being used as the pattern.  The rings come with a light coating of chemical blacking and sprayed in light oil to prevent rust.

Price is each.  

Models and Fitting Information:

This bearing ring was used on both front and rear Norton wheels for most models (both singles and twins) from the 1930's through to the late 1950's (other than DOHC Manx magnesium conical hubs, which used slightly different rings).  It was normally fitted on the side of the hub that did not have the brake drum on it - i.e. the plain side (and the 1948 Spare Parts list describes this ring as the 'Hub bearing locking ring plain side').  The opposite (with brake drum) normally had a different arrangement, where the bearing was just pressed in, then a pressed steel dust ring was tapped in place and 4 punch marks were made to retain it (we also seel this pressed steel ring - Item 0312).

in both cases - a felt ring bearing protector (our Item 0311) was held behind the rings, to stop dirt and grit getting into the bearing.

This steel ring should be carefully threaded into the hub once the bearing is fitted, until the rear shoulder of the ring meets firmly with the outer race of the wheel bearing.

It should be noted that these rings were originally supposed to be fitted with a special fitting tool, like the one shown in some of the accompanyning photographs.  However, in practice - almost every one I have ever removed from an original hub has shown signs of being tightened with a centre punch! - no doubt because a previous owner did not have the correct tool.  Although I cannot advocate using a punch to tighten the new ring in place - it is not unusual to do so, but if at all possible - use a tool with pins like the one in the photograph.

Special note when fitting: These rings have a fine thread and care should be taking when engaging with the thread on the hub - to ensure the ring does not start cross threaded.  It is also very common to find the thread on the original hub has burr marks (particularly on the rear hubs as in this photograph, where there are tabs to engage the speedometer drive), or punch marks - therefore make sure these have been carefully de-burred before trying to fit a new ring.

Update Aug 2021: The fitting tool with pins in the photograph is one I have had for many years, and is shown to illustrate how rings should be fitted - it is not included in this listing (which is for the ring only).  However, we may shortly be getting a batch of locking ring spanners manufactured - email on sales@racingvincent.co.uk. to enquire

Final photograph in this listing . . . is a bit of fun - this is the worst example I have ever seen of an original version of one of these rings . . . as you can see it looks like a previous owner had to use a chisel to remove it!!

 

This felt wheel bearing washer is marginally bigger than the main wheel bearing felt washer (our Item 0311) and I believe was of the type fitted to later metric type wheel bearings (which I think were fitted on later 1960's onwards bikes).  This larger type wheel bearing were also fitted to some conical racing wheels - and the bearing shown here with that felt washer is a roller bearing to fit a late Gardengate/Featherbed Manx Norton 'Conical' rear hub.

The difference between this felt and Item 0311 is only marginal, but if you are using larger wheel spindle spacers, this felt gives a little more room.  The internal diameter of this felt is 25mm (compared to the internal diameter of 15/16" of the normal Norton wheel felt - Item 0311).

However, I have also found this slightly larger felt washer to be a good size fit over the tapered SOHC Norton crankshaft.  This can be useful to fit if you have a competition SOHC machined with open primary chain on the road or track and want to stop dirt from the road and oil buildup behind the sprocket (but if doing so, make sure on fitting it does not get trapped under the sprocket taper, which may stop the taper being fully effective on the sprocket).  Also useful, if you have some wear on the driveside crankcase bearing housing inner face to crankshaft and having some oil leakage there. Note: if using an Inter or magnesium crankcase with the normal roadgoing Norton Oilbath chaincase - then a felt here is not necessary, instead, an oil resistant gasket should be used between the large flat crankcase main bearing housing an the inner oilbatch chaincase

 

 

Imperial thread grease nipple of type similar to that originally fitted to Norton frame headstock races, Norton Gardengate rear plunger alloy sliders, and Norton brake pedals, with correct style and finish.  Also comes with correct size red fibre washer. 

This listing for a single nipple and washer

These are a good quality UK sourced grease nipple - and most importantly, we obtain specially with the original style 'silver' coloured plating (unlike most modern grease nipples, which are mostly only available  in a gold coloured plating supplied - which looks totally wrong on a British historic motorcycle).  We also supply each grease nipple with our high quality red fibre washer (sold seperately  as Item 0097), which is both very hard and the correct slim diameter - so looks correct when fitted.

These types of small straight nipples were normally fitted on most Norton single cylinder models - commonly on the frame headrace greasing points, girder forks, plunger alloy castings, brake pedals etc, as per photographs.  As many original grease nipples lock up and stop working with age, replacing with these is practical - and is one of those small touches that give your a restoration a nice detail touch

Imperial thread grease nipple of type similar to that originally fitted to Norton frame headstock races, Norton Gardengate rear plunger alloy sliders, and Norton brake pedals, with correct style and finish.  Also comes with correct size red fibre washer. 

This listing is for a pack of 6 grease nipples and red fibre washers

These are a good quality UK sourced grease nipple - and most importantly, we obtain specially with the original style 'silver' coloured plating (unlike most modern grease nipples, which are mostly only available  in a gold coloured plating supplied - which looks totally wrong on a British historic motorcycle).  We also supply each grease nipple with our high quality red fibre washer (sold seperately  as Item 0097), which is both very hard and the correct slim diameter - so looks correct when fitted.

These types of small straight nipples were normally fitted on most Norton single cylinder models - commonly on the frame headrace greasing points, girder forks, plunger alloy castings, brake pedals etc, as per photographs.  As many original grease nipples lock up and stop working with age, replacing with these is practical - and is one of those small touches that give your a restoration a nice detail touch

Imperial thread angled grease nipple of type with angle/finish similar to that originally fitted to Norton wheel hubs, girder fork blades and other areas where the small straight grease nipple did not give easy access.  Also comes with correct size red fibre washer. 

This listing is for a single grease nipples and red fibre washer

These are a good quality UK sourced grease nipple - and most importantly, we obtain specially with the original style 'silver' coloured plating (unlike most modern grease nipples, which are mostly only available  in a gold coloured plating supplied - which looks totally wrong on a British historic motorcycle).  We also supply each grease nipple with our high quality red fibre washer (sold seperately  as Item 0097), which is both very hard and the correct slim diameter - so looks correct when fitted.

These types of small straight nipples were normally fitted on most Norton single cylinder models - commonly to wheel hubs and girder fork blades, or other areas where a straight nipple did not give good access, as per photographs.  As many original grease nipples lock up and stop working with age, replacing with these is practical - and is one of those small touches that give your a restoration a nice detail touch