This is a high quality reproduction of the small type of bum pad/rear mudguar squab, commonly fitted to 1920's to 1930's sports and racing bikes.  It is smaller than a typical 'Pillion' pad of that era, but would provide extra comfort for a solo rider, as well as giving a very period sports bike look. 

 Price is Each 

These come to us from a specialist UK based seat manufacturer - however, I believe that they actually have the bum pads manufactured offshore - and this is reflected by the very reasonable price these are offered at. But please do not be misled by that - we believe the quality of material and manufacture is as good as any we have seen made in the UK.  The black vinyl looks excelent quality and the stitching is neat and even.

Although I have not fitted one ot one of my own bikes yet - they look so nice I am trying to think of a project to put one on!

These bum pad/squabs have a solid curved plate underframe, with two central mount thread holes (approx 160mm apart - see photo) - so they can be mounted to the centre line of any width mudguard - although I would suggest suggest if fitting them to narrow 1920's style mudguards, you might want to also glue a small amount of heavy sponge rubber under each side, to hide any obvious gap. 

The vital dimensions are as follows:

- Length of main rectangle of pad:                  250mm

- Width of main rectangle of pad:                   130mm

-  Length between central ounting holes of the steel frame:  160mm

- Height on shallow end (edge of frame to centre of sponge at top):        50mm

- Height at deeper end  (edge of frame to centre of sponge at top):        80mm

This mudguard bracket attaches the front mudguard to the lug at the bottom of Pre-War Norton girder forks and is modelled on an original Norton pattern. 

The bracket is initially lasercut, using the template taken from an original bracket, then they are fabricated around 2 jigs we have made for the purpose, to obtain the correct profile - which as you can see from the photos - include compound curves.  Finally we then rebore the holes and linish them, before painting in primer.

Sorry not cheap, but this is a labour intensive bracket to produce, requiring a particular set of manual operations and jigs to to shape it to its final profile - definitely not my favourite item to make!

This is the Girder Fork main spring, as fitted to all 1930's Norton girder forks in the 1930's through to 1946.  It is UK manufactured by our trusted spring manufacturer, using an original Norton main spring as the template.  It is supplied black gloss coated, ready to fit.

It is worth noting that it is very difficult to find original Norton girder fork springs that can be trusted as having the correct original dimensions - I have seen many other springs fitted, or those original clearly look tired.  We took some consderable time with various original springs to ensure we had a correct and definitive original, I also conferred with old friend and SOHC expert - Stu Rogers, and agreed the most definitive spring commonly fitted - using this as the pattern.

It is worth saying that I have seen various reproduction springs on the market in recent years, and certainly at least one of these that I have checked has had very different dimensions to this original Norton item! Email us on sales@racingvincent.co.uk if you wish to check dimension of your spring against these springs.

These have been manufactured by our main UK spring manufacturer, who makes the majority of our springs (as well as having made other makes of girder fork main springs for other historic suppliers in the past), and they look of excellent quality.  We have also had them gloss black coated, so should be ready to fit direct to your bike (unless you wish to paint them Matt army green (if fitting to a WD16H!). Each spring comes supplied in protective paper and sealed bag to prevent scuffing in storage.

Accompanying photographs shows one of these springs next to an original Norton spring for comparision.  Also, one is shown fitted to the top spring clasp and M30 (pre-war racing type) girder fork blades of my own 1939 M30 Manx Norton project (I will be using them myself).

Final note on fitting: When fitting fork springs - always wear eye protection and take care.  When fitting the spring to the top spring clasp and bottom blades clasp, I find it easier if having greased the clasps first. They sometimes need a bit of jiggling to ensure they have fully revolved round and are seating on the base as fully as possible.  It may also be worth checking them after assembly, and having bumped the forks up and down a number of times to fully settle everything.  Once having done this, the top clasp bolt can then be loosened off again from the top steering head casting, and with a cloth round the main girder spring, check to see if the spring can be revolved any further to ensure fully seated on the bottom clasp (particularly if fitted to a newly restored bike, where the paint may be thick around the clasp).  Final thing is to check the clasp likewise, ensuring tightened as fully into the top of the spring as it can go, then fully tighten top clasp into steering head.

(update Oct 2022:  some of the photos show a slightly satin black finish - which were how our first batch were finished, the current batch are now supplied gloss black . . . both are the same spring though!)

These are the distinctive Norton Clevis Pins, as fitted to all Norton girder forks - employing either 'normal' conical checksprings (fitted to most pre-war road models), as well as the racing parallel type checksprings (also listed in this section) - which we also manufacture.

The distinctive head pattern and style are identical to the original Norton items - employing a greasing hole through the centre, the only difference being that ours are CNC made from Stainless Steel, so they will not corrode.  These look nice, and hopefully are a bit tougher than the original nickel plated versions - which when found on original forks are invariably worn out!

This item is for a set of 4 clevis pins and 4 stainless steel split pins (i.e. enough to do one set of forks).

These are not a cheap item - but if you consider that as well as CNC machining in stainless steel - they also require additional milling for the central greasing hole that comes out of the side, and distinctive head shape - you will understand why they are far more expensive than standard clevis pins.

Update Nov 2023: New Batch in stock - and price not increased (despite cost increase of stainless steel)

This is a full kit for making up the distinctive Parallel Checkspring arrangement as fitted to competition Norton International/Manx girder forks pre war (except for clevis pins, which are sold seperately). 

Unlike normal roadgoing Norton girder forks (1932'ish onwards) - which used a barrel shaped checkspring, these 'parallel' springs were fitted to some Inters and most pre-War Manx competition models - and had one clevis adjuster with a Left Hand thread, and the other adjuster with a (normal) Right Hand thread.  This allowed the tension of the springs to be adjusted with the whole assembly in-situ, just be loosening the top and bottom locknuts and revolving the spring.

I am not sure how succesful these springs were - but you can see period photographs of them here being used on Works Nortons (Freddie Frith 1937 bike shown) as well as competition Inters.  They are one of the definitive items to be seen fitted to competition Inters and the versions we sell are modelled on the original design - except our Clevis adjusters and locknuts are CNC machined in stainless steel.  Note - these sets are complete assemblies (just requiring the springs and sping holders to be painted) - but do not include clevis pins, which are sold seperately:  We sell two types of Clevis pins - normal modern plated clevis pins/split pins - Item 0242b, and our CNC manufactured Norton type clevis pin sets, which have greasong holes (Item 0345).  Either will work, but the 0345 type are the genuine Norton design (in stainless steel), with greasing holes - and are obviously far more expensive than the 'normal, pins, therefore we leave it to the customer to decide which they prefer!

Update June 2022:  We have now got a new batch of these back in stock, and will be contacting those who were already waiting for them.  The price has risen slightly - but given the recent increases in material and machining, we have tried to keep as low as we can.  These sets do not come with the clevis pins - but for those wishing to purchase our Norton type stainless Clevis Pin Sets (Item 0345), we now offer a small discount for buying both together - see below:

As one of the attached photographs show, these springs were originally fitted to the Works Norton race bikes, but were later made available for customer competition bikes.

The kit comprises:

- Two parallel springs

- Four Spring Connectors (steel), which screw into the springs on either end, threaded to accept the clevis's (two LH and two RH)

- Two sets of Left Hand thread clevis's, and locknuts - in stainless steel

- Two sets of Right Hand thread clevis's, and locknuts - in stainless steel (One left hand and one right hand clevis is fitted per spring, (it does not matter if LH fitted above or below - but both springs should have the LH/RH in the same direction)

- Four stainless steel washers that fit either end of the spring, and the clevis locknut locks against

- Although Clevis Pins are not included in this set - if Item 0345 Clevis pin set is ordered at the same time, we offer a combined price discount of £5.00, which will be deducted from the order total when final invoice sent.  The last two photos show the stainless steel 0345 Norton type clevis pins fitted to these parallel spring sets - and they look very pretty 

The adjustable clevis's and locknuts are CNC machined to the original Norton design and look very pretty. The special coarse 'worms' screw into the springs and are threaded/sided to receive either the LH or RH clevis threads. The springs and worms are supplied unpainted - I normally paint them in a black 2-pack finish, which seems quite durable, but ensure you degrease them first, as we supply them lightly sprayed in rust preventing oil. After degreasing I etch prime and black topcoat the springs/worms together, before finally fitting the clevis assemblies etc.  You may wish to use a glue or adhesive when screwing them into the springs, to prevent them trying to unscrew from the springs when adjusting the clevis's.  The spring sets can be final adjusted to your preference once fitted the forks by loosening the locknuts, turning the springs to adjust tension, then retightening the locknuts top and bottom.

Update June 2022: We now have a new batch of these available with stainless steel clevis's (Item 0347), but for those that prefer the original Norton 'Dull Nickel' finish - these sets are identical to Item 0347 - except the Clevis adjusters and locknuts are Dull Nickelled steel.  Note: we only have small quantities of these Dull Nickel sets available, and once they are gone - we are unlikely to manufacture them like this again - with modern Health and Safety laws, our platers have discontinued 'Dull Nickel' plating.  However, we still have a few sets in stock at present:

This is a full kit for making up the distinctive Parallel Checkspring arrangement as fitted to competition Norton International/Manx girder forks pre war (except for clevis pins, which are sold seperately). 

Unlike normal roadgoing Norton girder forks (1932'ish onwards) - which used a barrel shaped checkspring, these 'parallel' springs were fitted to some Inters and most pre-War Manx competition models - and had one clevis adjuster with a Left Hand thread, and the other adjuster with a (normal) Right Hand thread.  This allowed the tension of the springs to be adjusted with the whole assembly in-situ, just be loosening the top and bottom locknuts and revolving the spring.

I am not sure how succesful these springs were - but you can see period photographs of them here being used on Works Nortons (Freddie Frith 1937 bike shown) as well as competition Inters.  They are one of the definitive items to be seen fitted to competition Inters and the versions we sell are modelled on the original design - and this 'DN' version have the Clevis adjusters and locknuts CNC machined in steel, then dull nickelled as per the original Norton finish.  Note - these sets are complete assemblies (just requiring the springs and sping holders to be painted) - but do not include clevis pins, which are sold seperately:  We sell two types of Clevis pins - normal modern plated clevis pins/split pins - Item 0242b, and our CNC manufactured Norton type clevis pin sets, which have greasong holes (Item 0345).  Either will work, but the 0345 type are the genuine Norton design (in stainless steel), with greasing holes - and are obviously far more expensive than the 'normal, pins, therefore we leave it to the customer to decide which they prefer!

Update June 2022:  We have now got a new batch of these back in stock, and will be contacting those who were already waiting for them.  The price has risen slightly - but given the recent increases in material and machining, we have tried to keep as low as we can.  These sets do not come with the clevis pins - but for those wishing to purchase our Norton type stainless Clevis Pin Sets (Item 0345), we now offer a small discount for buying both together - see below:

As one of the attached photographs show, these springs were originally fitted to the Works Norton race bikes, but were later made available for customer competition bikes.

The kit comprises:

- Two parallel springs

- Four Spring Connectors (steel), which screw into the springs on either end, threaded to accept the clevis's (two LH and two RH)

- Two sets of Left Hand thread clevis's, and locknuts - Dull Nickelled

- Two sets of Right Hand thread clevis's, and locknuts - Dull Nickelled (One left hand and one right hand clevis is fitted per spring, (it does not matter if LH fitted above or below - but both springs should have the LH/RH in the same direction)

- Four plated steel washers that fit either end of the spring, and the clevis locknut locks against

- Although Clevis Pins are not included in this set - if Item 0345 Clevis pin set is ordered at the same time, we offer a combined price discount of £5.00, which will be deducted from the order total when final invoice sent 

The adjustable clevis's and locknuts are CNC machined to the original Norton design and look very pretty. The special coarse 'worms' screw into the springs and are threaded/sided to receive either the LH or RH clevis threads. The springs and worms are supplied unpainted - I normally paint them in a black 2-pack finish, which seems quite durable, but ensure you degrease them first, as we supply them lightly sprayed in rust preventing oil. After degreasing I etch prime and black topcoat the springs/worms together, before finally fitting the clevis assemblies etc.  You may wish to use a glue or adhesive when screwing them into the springs, to prevent them trying to unscrew from the springs when adjusting the clevis's.  The spring sets can be final adjusted to your preference once fitted the forks by loosening the locknuts, turning the springs to adjust tension, then retightening the locknuts top and bottom.

This is an excellent and accurate reproduction of the Andre multi-plate steering damper, of the type that was fitted to Norton International and early (pre-Featherbed) Manx models from the early 1930's - 1950.  Price is for complete damper unit.

This item is UK manufactured and having compared it to other similar Andre's I have fitted to my own bikes - I would go out on a limb and say it is possibly the nicest manufacture of one of these units I have seen.  The machining quality is excellent and the main friction disc holder is a genuine bronze material.  Finally, the Andre knob has clean crisp moulding and the overall finish of the entire unit is excllent.

This type of Andre damper was fitted to Norton SOHC (and early DOHC Gargengate) International, M30/M40 and pre-Featherbed Manx models from the early 1930's through to 1950.  The unit has the correct vertical steel sleeve fitting with centre nut to feed into the Norton SOHC headstock, where tightening the nut will secure the unit to that headstock.  If you look at the accompanyning photographs you will see I have fitted one of these units to my own Norton 1939 Manx Spec 30M - where the unit sits on top of the steering crown top nut (note we also manufacture this large SOHC nut in stainless steel as shown - Item 0875).  This is a girder fork fitment, but these units were also fitted post-war to SOHC models with telescopic forks on the plunger framed models.

Note that these damper units use a strap of approximately 1.00" wide with small loop, which fits with a 5/16 bolt through the eyes of the centre damper plates - to secure the damper plate to - either:  a the retaining ring wiht eyes on the top of the headstock of the SOHC frame (of the type shown in these photographs), or, on earlier SOHC models - the strap was secured directly to the SOHC pie-crust petrol tank, petrol tanks of this type being identifiable by having a centre stud/threaded hole in the centre of the top of the tank close to the filler cap.

Note that the unit does not come with the strap supplied, but they can be easily made from 1" mild steel strip (and I always make them myself).

A final point.  This style of multi-plate steering damper are an iconic fitment to many 1920's-1940's competition and sports motorcycles.  They actually started manufacturing them in the early 1920's, but the earlier type have less friction plates and are less tall because of that.  Also, the earlier units did not have this black (originally Bakelite) dampening knob - instead, originally having a steel crossbar knob or a pressed steel item with cutouts.  However, as these earlier units have not been available for many years and very rare - you may want to consider this later type unit if you have a 1920's style race bike (just remember they will not be identical to the earlier units).  

If you have a Norton frame and are not sure if this type of unit can be used - genuine Inter/Manx rigid or plunger frames (early 30's onward) should have a damper strap retaining ring with eyes brazed to the top of the headstock - as per the photographs attached.  If your frame does not have this (but you still would like to fit one!), you will either need to make up some form of eye plate to the frame, or use a retaining attachment on the petrol tank (just remember that overtightening the damper unit can place additional strain on the mounting fitments of the petrol tank).

The early type of this damper was also originally fitted to some Flat Tank sports motorcycles - in which case, the original strap fitment was normally two pressed steel clips at the end of the strap that secured to the top frame tube of flat tank models - for an example of this, look at our Douglas section, as I have fitted an original early (i.e. less friction plates than this model) Andre damper to my Douglas TT Rep.

This is the distinctive front spring, as fitted to the Andre damper units, fitted to SOHC Norton International/Manx models from early 1930's-1950 (and to some other competition marques - i.e. KTT Velocettes etc)

This listing is for the spring only (we also sell the complete Andre damper assembly - ready to fit - Item 0900), and is useful if you have an original damper unit that is missing its spring, or the spring is fitted - but rusty or dilapidated.  As our springs are manufactured in stainless steel, they look very pretty and improve the look in the prominent area they are positioned in. 

The spring has a slot at its base and slides into position between the bronze damper basket and the underlying vertical shaft assembly (that feeds into the top stem of your forks).  When the Andre damper is fully assembled, the notch at the top of the spring will push against the outer knurled face of the distinctive bakelite/plastic black knob, and stop it from unwinding in use.  Because the spring is slotted, it can be positioned as desired, to adjust the amount of pressure against the knob.

We have these springs manufactured for us by a specialist UK spring making company - and they are identical in profile to the original items (see the line drawing from the Norton 1948/1950 Spare Parts List - part no 72 in the picture.

Price is Each - and for the spring only.  We can also supply complete Andre dampers, with the same spring fitted - see Item 0900.

Note:  Andre dampers from the early 1930's normally standardise on the type shown here (with 4 friction plates) - but earlier Andre dampers from the 1920's were also fitted to numerous sports and competition models - often with the strap being bolted to the petrol tank, or the top rail of the frame - if a 1920s Flat tank Model (I have an original early Andre damper of this type fitted to my 1919 flat tank Douglas).  These earlier 1920's damper units normally had less friction plates than the type shown here - and therefore the total height from base to the knob was less.  Email us to confirm if you have one of these earlier units - but I would not expect the spring shown here to fit those earlier units, sorry.

Nice reproduction of the original 'Norton' bakelite steering Damper knob. This was fitted to both girder forks (where Andre dampers were not used) as well as later telescopic forks

This unusual item is a copy of the Norton bakelite steering damper knob - but coloured brown, rather than the standard black. 

I believe these were originally manufactured by Norton's for the WD 16H (war production) models. 

Please note - although nicely made (I believe these are reproductons, but likely to have been many years ago) - these rare items were manufactured some time ago and some are shop soiled and may come with some small marks on them.  Apologies for this - but hope you will appreciate these are now a rare item and if you are fitting them to a WD16H restoration - it does not detract from being able to fit the correct brown type knob!

As background to this item - I remember visiting UK autojumbles regularly in the late 1970's-early 1980's, when there were lots of ex-war stock WD16H 'new old stock' parts being sold off, and seeing this brown type damper.  In those days very few people were building WD16H bikes in original army finish - so they tended to get ignored.  Nowdays of course it is very different, and parts like this are rare in themselves.

I think these may have originally been manufactured offshore - but are nice quality (other than a few marks from spending so long in storage), and are now difficult to find.  Once these are gone I doubt they will be offered again.

Price is Each