35 thou (0.9mm) thickness Stainless Steel Compression Plate. This really is a useful item andwill save you an awful lot of time with a fretsaw and file.  Used to amend compression ratio, fitted to base of barrel.

It is not uncommon to have to make these up when fitting new pistons and trying to get the engine to a particular compression ratio. These plates are laser cut from stainless steel (they do not deform or damage as easily as aluminium) and are 0.9mm/0.035 thou), which for a STD bore 79mm barrel equates to an approximate reduction in compression ratio of 0.7:1 per compression ring fitted.

Should you require it, Some years ago I created a utility for my own use availabe from our RacingVincent website to work out compression ratios and spacers required.  As always in the modern world - we take no responsibility for you using this, but if it helps, it can be found here: Compression Ratio Utility

Note: Do not forget that when fitting or removing compression plates, it is necessary to check the clearances on the vertical shaft assembly, and if necessary fit a different width top Oldham Coupling. Should you need to change couplings - we also sell these in different thicknesses - see our SOHC Vertical Coupling Section.

Final point - always check the oil holes on your barrel match up with holes on the compression plate - as there were some variations over the years. If so - just open holes up to match with a small file

These can also be used on the base of most OHV Norton Model 18 and ES2 Barrels, if wanting to change compression ratio - but again, check oil holes match up, as they can also be different

Copper washer that fits behind Bigend jet holder nut on SOHC and pre-war OHV/SV Norton singles and similar racing SOHC cambox' oil feed nuts. Price is each.

We source these washers specially, from a top quality hydraulic parts supplier (hence the price is more expensive than most mass produced copper washers)- because they have the correct fit for the (imperial) thread Bigend/Cambox jet holder and nut - but are not as wide as most other copper washers and are also the correct thickness. 

The outer diameter is important as the counterbor face on Norton SOHC timing covers is not very big, therefore most other copper washers are too wide and foul the cover.  These are just right - and the ones I use on my bikes, so are worth paying more for.

The BigEnd jet holder used on SOHC models was also used on pre-war OHV and Sidevalve Norton models (although normally with a round headed nut, rather than the hex nut) - but these models also use the same type of copper washer#

Note: this item is for copper washer only - all other items shown in accompanying photos are sold seperately

Similar to our 0083c Copper washer that fits behind the normal SOHC Bigend jet holder nut, this version of the copper washer performs the same purpose for the larger diameter DOHC Jet Holder nut, which has a 0.5" internal diameter. 

Price is each

Like the normal SOHC Bigend Jet Holder Nut, the larger diameter DOHC Jet Holder Nut (Item 0082_3) requires a vey slim copper washer behind it, otherwise it will foul the timing cover casting.  However, after searching a number of sources I was unable to find a suitable washer with the correct internal diameter - therefore was forced to make up a little jig (as shown in the photo) so that I could take a proprietary annealed hydraulic washer, mount it in the jig and then bore it on a lathe.

This is a painful and timely process (with a number of the washers being scrapped!) . . . but at least it is the correct type washer for the 0083_3 if you require one - hence why they are more expensive than normal washers!

This is the base barrel gasket of the shape originally fitted to all single cylinder 500cc models through the 1930's - Norton Part No 9139.  It also continued for Side Valve engines post-war (as Part No C2/157), but can also be used on other 500cc post war models. Manufactured from high grade and slightly pliable oil jointing material.  

If you look at most Norton Spare Parts Catalogs through the 1930's, you will see the 500cc/600cc Cylinder Base Washer (Barrel Base) gasket was of this design - and was fitted to all 500cc models, i.e. - SOHC: Model 30, CS1.  OHV: ES2, Mod 18, Mod 19 (600cc), Mod 20 (twin port).  SV: 16H, Model 1 (600cc) Side valve models up to 1938. (Note: for Side valve non-WD models from 1938 - 47 this gasket was replaced with a full gasket - our part no 0927, while the earlier design WD military 16H engines continued to use this gasket)

The same shaped cylinder base washer continued to be listed on postwar Side Valve models (as part number C2/157), but the base washer for OHV and SOHC models postwar changed to an 'open' type where the profile of the washer around the cylinder studs followed the profile of the barrel and was less square than this type.  

The version we list here is made from a good quality oil jointing material - and with a variety of oil drain holes around the circumference, making them also suitable for many single cylinder models.  However, if using on any barrel with drain holes - it is important to ensure that the barrel/crankcase mouth drain holes line up with at least one on the gasket - and if not, open up the gasket to ensure they do ... as there were numerous variations on the different models over the years.

These are manufactured from high grade and slightly pliable oil jointing material - which are of a type I have found particularly effective on barrel joints in the past, as they have a little more 'give' in them than the more traditional brown paper washers - which can be useful if your crankcase barrel mouth is not in best of conditions, or has a slight lip between crankcase half's.

We also offer paper base gaskets, of the type fitted to OHV models postwar - but I particularly like this base gasket because of the quality of the jointing material - therefore it is also worth considering one of these if you have a postwar OHV or SOHC machine - and you can easily trim away the excess gasket material around the cylinder studs if you want to make it look like the later OHV and SOHC postwar gasket.

This gasket is manufactured for us in good quality oil resistent gasket material by a well established UK gasket manufacturer

This is the Copper washer that fits behind the cylinder feed bolt nut on all SOHC engines.  Price is each.

Nice quality uk sourced copper washer of correct ID/OD for the oil feed adjuster bolt assembly used on all SOHC engines.

Essential when rebuilding your engine to ensure that the conrod sits central in the crankcase and that the roller bearing inner cage on the drive side does not have excess play on the crankshaft. These mainshaft shims fit between the drive side main bearing and the flywheel

This is for a single shim in one of the following sizes:

0.5mm/0.3mm/0.2mm/0.1mm/0.05mm. Note - shim steel is now supplied in metric thicknesses, but these are offered in the nearest equivelant to the old Imperial sizes that were commonly used - i.e.

- 0.5mm = 0.021" or 21 thou (for some reason the actual thickness is 0.53mm which = 21 thou) 

- 0.3mm = 0.012" or 12 thou

- 0.2mm = 0.008" or 8 thou

- 0.1mm = 0.004" or 4 thou

- 0.05mm = 0.002" or 2 thou

It is common practice to measure float with no shims fitted, then add one or multiple shims to reach the desired final endfloat, measuring each time shims are added or subtracted  

Essential when rebuilding your engine to ensure that the conrod sits central in the crankcase and that the roller bearing inner cage on the drive side does not have excess play on the crankshaft. These mainshaft shims fit between the drive side main bearing and the flywheel

This is for a complete set of 5 shims in the following sizes :

0.5mm/0.3mm/0.2mm/0.1mm/0.05mm. Note - shim steel is now supplied in metric thicknesses, but these are offered in the nearest equivelant to the old Imperial sizes that were commonly used - i.e.

- 0.5mm = 0.021" or 21 thou (for some reason the actual thickness is 0.53mm which = 21 thou) 

- 0.3mm = 0.012" or 12 thou

- 0.2mm = 0.008" or 8 thou

- 0.1mm = 0.004" or 4 thou

- 0.05mm = 0.002" or 2 thou

It is common practice to measure float with no shims fitted, then add one or multiple shims to reach the desired final endfloat, measuring each time shims are added or subtracted 

Bagged in DuckOil to protect from corrosion

Essential when rebuilding your engine to ensure that the conrod sits central in the crankcase and that the roller bearing inner cage on the drive side does not have excess play on the crankshaft.

I normally start the shimming process with this shim, which sits between crankshaft and timing side main bearing, to ensure the conrod sits central, before shimning the other (Drive) to take up excess clearance between crankshaft and roller bearing inner race.

This is for a single shim in one of the following sizes:

0.5mm/0.3mm/0.2mm/0.1mm/0.05mm. Note - shim steel is now supplied in metric thicknesses, but these are offered in the nearest equivelant to the old Imperial sizes that were commonly used - i.e.:

- 0.5mm = 0.021" or 21 thou (for some reason the actual thickness is 0.53mm which = 21 thou) 

- 0.3mm = 0.012" or 12 thou

- 0.2mm = 0.008" or 8 thou

- 0.1mm = 0.004" or 4 thou

- 0.05mm = 0.002" or 2 thou

It is common practice to measure float with no shims fitted, then add one or multiple shims to reach the desired final endfloat, measuring each time shims are added or subtracted 

Essential when rebuilding your engine to ensure that the conrod sits central in the crankcase and that the roller bearing inner cage on the drive side does not have excess play on the crankshaft.

I normally start the shimming process with this shim, which sits between crankshaft and timing side main bearing, to ensure the conrod sits central, before shimning the other (Drive) to take up excess clearance between crankshaft and roller bearing inner race.

This is for a complete set of 5 shims in the following sizes:

0.5mm/0.3mm/0.2mm/0.1mm/0.05mm. Note - shim steel is now supplied in metric thicknesses, but these are offered in the nearest equivelant to the old Imperial sizes that were commonly used - i.e.

- 0.5mm = 0.021" or 21 thou (for some reason the actual thickness is 0.53mm which = 21 thou) 

- 0.3mm = 0.012" or 12 thou

- 0.2mm = 0.008" or 8 thou

- 0.1mm = 0.004" or 4 thou

- 0.05mm = 0.002" or 2 thou

It is common practice to measure float with no shims fitted, then add one or multiple shims to reach the desired final endfloat, measuring each time shims are added or subtracted 

Bagged in DuckOil to protect from corrosion

Essential when rebuilding your engine to ensure that the mainshaft bevel has the correct backlash and position in relation to the lower vertical bevel gear, these mainshaft shims fit between the timing side main bearing and the mainshaft bevel gear.

This is for a single shim in one of the following sizes:

0.5mm/0.3mm/0.2mm/0.1mm/0.05mm. Note - shim steel is now supplied in metric thicknesses, but these are offered in the nearest equivelant to the old Imperial sizes that were commonly used - i.e.

- 0.5mm = 0.021" or 21 thou (for some reason the actual thickness is 0.53mm which = 21 thou) 

- 0.3mm = 0,012" or 12 thou

- 0.2mm = 0.008" or 8 thou

- 0.1mm = 0.004" or 4 thou

- 0.05mm = 0.002" or 2 thou

It is common practice to measure float with no shims fitted, then add one or multiple shims to reach the desired final endfloat, measuring each time shims are added or subtracted