These are the inner bearing spacer(s) that fits between the two driveside main bearings on M30/M40 magnesium crankcase pre-Featherbed crankcases - they are used to provide the correct width between driveside ball and roller inner races - but this should always be checked on assembly, as their were minor variations over the years - as well as many orginal engines over the years having had small modifications or repairs carried out, requiring different width spacers to be fitted.

These spacers are machined from high tensile EN24 steel and CNC machined 

Rather than a single piece spacer, I had two slimmer spacers made for this model - if fitted to standard magnesium M30 crankcases they both need to be fitted alongside each other.  I made them as a pair, with a view that it may be possible to remove and possibly fit the wider International crank, although I have not tried this yet and cannot confirm conrod will line up in that configuration. Therefore they are sold to be fitted as a pair, with a view to them being used with magnesium SOHC (racing type) crankcases and the corresponding (slimmer) M30/M40/pre-Featherbed Manx crank (which has less width than a Mod30/40/CS1/CSJ crank). 

SOHC engines can be found fitted with both lipped and non-lipped roller bearings on the innermost drive side bearing.  As the SOHC engine had its crankshaft 'locked' to the Timing side bearing (because of the bevel gears on that side), a small amount of 'float' on the roller bearing on the drive side is acceptable.

This inner bearing spacer fits between the roller and ball type drive side bearings - and when fitted in conjunction with item 0656 (outer spacer) should give approximately 15 thou of clearance on the lip if a 'Lipped Roller Bearing' is fitted.  Likewise if a non - lipped roller bearing is fitted, the rollers should run relaively central to the outer track.  However, it is essential when assembling an engine with these spacers for the first time to confirm this is the case - as the engine was manufacutred for many years and there can be slight variations (or modifications made by subsequent owners. Added to this - with any racing engine, years of use and rebuilds can mean they have had modifications made - so it is important to check for yourself these will give correct spacing and running clearance for your engine.

When assembling - I normally aim for approx 10-15 thou of side clearance between the driveside of the flywheel and main bearings, and for the roller bearing to be running close to central (and of course the inner part of the roller bearing will have a small amount of 'float'.

If you assemble the engine crank and bearings into the crankcases and it 'locks up' as the engine bolts are tightened - you may have 'negative' clearance', and not sufficient clearance on the drive side mainshaft.  If so - one of the inner spacers may need to be slimmed 

- This is the Bearing Spacerthat fits between the two driveside main bearings on SOHC International 30/40 (and CS1/CJ))  crankcases

 These are to fit aluminium crankcase engines as fitted to all road bikes - if you have a magnesium racing engine - we sell the different spacers for those too - item 0656, which have  a different width.

These spacers are machined from EN8 and CNC machined with oilway holes all the way around their circumeference - they look beautifully machined.  They should be used in unison with the inner mainshaft spacer, item 0664

Note: in the photograph the item in the bag looks wet - this is duck oil to protect them in storage

- This is the inner bearing spacer that fits between the two driveside main bearings on International 30/40 and CS1/CSJ aluminium-crankcases engines - they are the 'normal' correct width to ensure the inner roller race of the innermost roller bearing should just be held central to the outer roller bearing race (but this should be checked as part of assembly) and should be used in conjunction with the corresponding outer spacer - Item 0663

These spacers are machined from high tensile EN24 steel and CNC machined 

SOHC engines can be found fitted with both lipped and non-lipped roller bearings on the innermost drive side bearing.  As the SOHC engine had its crankshaft 'locked' to the Timing side bearing (because of the bevel gears on that side), a small amount of 'float' on the roller bearing on the drive side is acceptable.

This inner bearing spacer fits between the roller and ball type drive side bearings - and when fitted in conjunction with item 0663 should give approximately 15 thou of clearance on the lip if a 'Lipped Roller Bearing' is fitted.  Likewise if a non - lipped roller bearing is fitted, the rollers should run relaively central to the outer track.  However, it is essential when assembling an engine for the first time with these spacers for the first time to confirm this is the case - as the engine was manufacutred for many years and there can be slight variations (or modifications made by subsequent owners. 

When assembling - I normally aim for approx 10-15 thou of side clearance between the driveside of the flywheel and main bearings, and for the roller bearing to be running close to central (and of course the inner part of the roller bearing will have a small amount of 'float'.

If you assemble the engine crank and bearings into the crankcases and it 'locks up' as the engine bolts are tightened - you may have 'negative' clearance', and not sufficient clearance on the drive side mainshaft.  If so - this inner spacer may need to be slimmed 

Crankcase drive side breather pipe that fits on one way valve on SOHC road going International models with Norton oilbath chaincease fitted, includes lockwire for fitting black oil pipe, (if required) 

this is the crankcase drive side breather pipe, and 1/4" BSP union nut' to fit between SOHC engines and the Norton Oilbath chaincases, fitted to roadgoing Norton International models.  It also comes with 1 foot of stainless lockwire, in case you wish to fit an additional lengti of black rubber breather pipe to the end of this pipe.

Note - this listing does not include the actual One Way Valve, which is available seperately - Item 0248

Please note:  as you can see in the 2nd and 3rd photographs - the bend on this breather pipe has a sharp bend initially to stop it from fouling a spanner being fitted to the International Norton rear engine bolt.  Because of this we have found it best to create the initial bend profile on a pipe bender (as we do with most other patterns) but then fit it to an engine with plates - so we can ensure it clears the bolt correctly.  The pipe also has a small kink in it midway to ensure it bends in and does not fould the chaincase.  Because we do this by hand against a real engine - each pipe may just vary slightly from the pattern in the picture.  

Although originally listed for SOHC engines - the OHV/SV engine also fitted a very similar pipe . . . it is almost impossible now to say if the original bend is replicated for these - I have seen so many knocked and bent over the years, but have not reason to think they will not fit OHV/SV just as well (and they can always be given a slight tweak to clear any bolt heads you may want access to)

April 2021: These are currently out of stock we are having a new batch made which should be available in next 3 months - email at sales@racingvincent.co.uk if you wish to reserve

Norton International oil tank top breather pipe.  This pipe was original fitment on the top of half wrapround International oil tanks, feeding the breather pipe over the frame saddle tube. Includes lockwire for fitting black oil pipe (if required).

the fitting is 1/4" BSP and the pipe is satin nickel plated.  This pipe faces backwards and loops over the frame tube (for both rigid and Gardengate frames).  If required an additional black breather pipe can be fitted, and one foot of stainless steel lockwire is included for this purpose

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.

Genuine Renolds magneto chain and one soft link, to fit 1930's (up to 1938) OHV and SV (Mod 18, ES2, 19, 16H, Big4 etc) with 42 links. Note, these chains should use a riveted (soft link), not a circlip link. 

I supply each chain with the proper (expensive!) soft link They are extremely fiddly and time consuming to rivet this soft link over, and can sometimes result in a tight spot that has to be 'eased'. Because of this I supply the soft link ready to fit, but do not fit it, as it often marks the chain - then you would think it was second hand!

This particular chain is the 42 link version as used on pre-war OHV and Side Valve models - including the WD 16H model used throughout WWII.  You can see in the accompanying photograph one of these chains matched up against a WD 16H engine in my workshop.

Note: later OHV/SV engines (1938 onwards) had a longer timing chain casting matched with a longer 44 link chain - this was part number C2/113.  Although we do not show this item listed I can make them to special order, please email on our normal email address - sales@racingvincent.co.uk. 

And finally - if you have a pre-war Model 50/55 350cc model, that too was a different chain to this one - it being part number 3710.  I no longer have a pattern of this engine type in my collection (I sold one though about 20 years ago!).  If you want to order one for this model, email us with the correct number of links/soft link and we can make one to order.

If you prefer to fit a spring link - we can also supply these seperately.  They are much easier to fit, but some people think they are slightly less reliable - not sure if it really makes any difference but will leave the choice with you.

This item is for a 4ft 6 inch (i.e. 54") length (Chronometric) Speedometer Cable - of the type fitted to Post-War roadgoing models of rigid, plunger and swinging arm chassis type, where the speedo drive was fitted to the rear wheel and speedo was fitted in a central binnacle on the Norton Roadholder telescopic forks.  Good quality UK sourced cables.

Note - if you have a Featherbed model, we also offer a speedometer cable to fit that - Item 1050, as well as pre-war (front brake sppedo) cables - Item 1046 and 1047.

This is a very useful tool, that no workshop should be without - a plastic circular valve/ignition disc, with hole that can be opened out to suit all Norton singles. 

Price is Each

These plastic discs can be attached to the end of the crankshaft, and a piece of welding wire turned into a needle against the circumference - with degrees marked all around the disc - they are invaluable for setting both valve and ignition timing.  Even better if you buy a sheet of alloy plate and glue one of these discs to the plate to make them stronger.  I always keep a couple like this around the workshop.