This is the Woodruff key that fits on the Timing Side mainshaft key and retains the mainshaft bevel. It is also the same woodruff key that is used on the SOHC camshaft to retain the cams (both keys are the same). This item is for a pack of 3 woodruff keys

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

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 shim is used once the crankshaft has been shimmed and you are fitting the lower bevel gears.

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

- 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

This is the crankshaft bevel gear,, fitted to SOHC International (i.e. aluminium crankcase models - not magnesium) and 1930 onwards CS1 engines (not the Walter Moore engine). These gears faithfully replicate the original Norton tooth profile and pattern and we have them made for us by a top specialist UK gear manufacturer.

Price is Each. 

Because these have been made with the original (and correct) Norton bevel gear profile, they can be used in conjunction with original Norton lower vertical bevel gears (unlike some other pattern SOHC gears made in past years by others, that required they were always changed in pairs).  However, if required, we also sell the corresponding lower vertical bevel gear (Item 0421).

Photograph 1 shows the gear from front and rear. Photograph 2 shows an original Norton gear at the top of the photograph and our gears underneath. Photograph 3 shows the International bevel gear on the left, with the shallower SOHC Manx gear on the right. The International gear was fitted to all Aluminium crankcase engines.  If you have a magnesium (M30/pre-Featherbed Manx) crankcase engine, then look instead at Item 0423

Final point - for anyone building a SOHC Norton engine for the first time - shimming the crankshaft and bevel gears is one of the most important tasks to undertake correctly to ensure it results in a reliable and healthy engine.  Although not complex (compared to some modern engines), it needs to be undertaken in a specific order - and some elements of this process can be fiddly and time consuming . . . but it is definitely worth spending that time to get it right.  If you are not sure how to do this (and what parts it helps to have to make this task more efficient), then email us on sales@racingvincent.co.uk and we will try and offer technical assistance

This is the crankshaft bevel gear,, fitted to SOHC pre-Featherbed magnesium racing engines - i.e. M30/M40 and SOHC Manx type engines. These gears faithfully replicate the original Norton tooth profile and pattern and we have them made for us by a top specialist UK gear manufacturer.

Price is Each. 

Because these have been made with the original (and correct) Norton bevel gear profile, they can be used in conjunction with original Norton lower vertical bevel gears (unlike some other pattern SOHC gears made in past years by others, that required they were always changed in pairs).  However, if required, we also sell the corresponding lower vertical bevel gear (Item 0421).

Photograph 1 shows the gear from front and rear. Photograph 2 shows an original Norton gear at the top of the photograph and our gears underneath. Photograph 3 shows the International bevel gear on the left, with the shallower SOHC Manx gear on the right. The shallower gear was fitted to the magnesium crankcase racing engines - it being shallower, to allow for the Twin row timing side main bearing fitted to this type of engine. If you have an aluminium crankcase Internation or post 1930 CS1 model (with single row timing side main bearing - then we also sell the bevel gear for that engine as well - Item 0422

Final point - for anyone building a SOHC Norton engine for the first time - shimming the crankshaft and bevel gears is one of the most important tasks to undertake correctly to ensure it results in a reliable and healthy engine.  Although not complex (compared to some modern engines), it needs to be undertaken in a specific order - and some elements of this process can be fiddly and time consuming . . . but it is definitely worth spending that time to get it right.  If you are not sure how to do this (and what parts it helps to have to make this task more efficient), then email us on sales@racingvincent.co.uk and we will try and offer technical assistance

This is the lower vertical bevel gear, fitted to all SOHC International and Manx engines and also fitted to earlier DOHC Manx engines. These gears faithfully replicate the original Norton tooth profile and pattern and we have them made for us by a top specialist UK gear manufacturer.

Price is Each. 

Because these have been made with the original (and correct) Norton bevel gear profile, they can be used in conjunction with original Norton crankshaft bevel gears (unlike some other pattern SOHC gears made in past years by others, that required they were always changed in pairs).  However, if required, we also sell the corresponding crankshaft gear in either International (Item 0422) or SOHC Manx (Item 0423) configuration.

Photograph 1 shows the gear from different angles. Photograph 2 shows an original Norton gear on the left, and our gear on the right, as a comparison. Photograph 3 shows the gear fitted to one of our lower bevel gear housings. The gear has our PVN branding etched on the shaft.

Final point - for anyone building a SOHC Norton engine for the first time - shimming the crankshaft and bevel gears is one of the most important tasks to undertake correctly to ensure it results in a reliable and healthy engine.  Although not complex (compared to some modern engines), it needs to be undertaken in a specific order - and some elements of this process can be fiddly and time consuming . . . but it is definitely worth spending that time to get it right.  If you are not sure how to do this (and what parts it helps to have to make this task more efficient), then email us on sales@racingvincent.co.uk and we will try and offer technical advice