Single row roller bearing. Fitted to all pushrod and sidevalve engines (from 1930's to late 1950's).. These are original high quality RHP bearings (plastic sealed), in the correct C3 fit. 

Update Feb 2021 - Sorry, but now out of stock - and obsolete/unavailable from the original high quality RHP manufacturer.  The price has been updated to reflect a quote I have had to source this bearing from one of the specialist suppliers still holding a handful of them - email us on sales@racingvincent.co.uk if you wish to order one and we can confirm cost/availability, and may require a deposit.

However, as at early May 2021 - we have obtained a small batch of remaining RHP brand roller bearings for this model, but in non-C3 fit version, see Item listing 1009 in this same section.  We can also obtain the correct C3 fit from a lesser quality brand - NKE, email us sales@racingvincent.co.uk if you would like more information on these. 

Final point on ball and roller main bearings fitted to 1930's/50's OHV and SV engines: Unusually, Norton's showed a roller bearing being fitted on both sides of the crankcases on OHV/SV engines (i.e. 1948 catalog), with a ball bearing fitted just on the outer drive side.  However, I have stripped OHV engines down in the past where a ball bearing is fitted both sides, with just the drive side inner being a roller bearing (as was the case with all SOHC engines).  Not sure if it makes a great deal of difference - as like the SOHC engine, the OHV/SV engine was locked to the timing side bearing - but worth noting if you are struggling to find two roller bearings (and once ours have inevitably ran out)

Single row roller bearing. Fitted to all pushrod and sidevalve engines (from 1930's to late 1950's).. These are original high quality RHP bearings (plastic sealed), but are in Standard fit (i.e. not the C3 loose tolerance fit that would have been originally fitted).  

Update Jan 2022 - As you will see if you have read the Item listing for the original 'C3 fit' version of this bearing (Item 0243) from top UK manufacturer RHP is now unavailable (and if you have any original unused C3 bearings still in sealed packaging you would like to sell . . . feel free to email us),

Last year (2021) I reported that even the RHP 'Standard Fit' was not getting extremely difficult to get hold of and prices getting high.  Well - we have managed to get a few more, but price has now gone even higher - sorry, but these are now obsolete - as we manage to source the last few RHP (highest quality) available - the price will continue to rise further.

However, as an alternative - we are now able to offer NKE Brand 'C3' Fit alternatives.  These are an offhshore brand - and not of quite the same high quality as original RHP . . . but is ultimately how it will go with all the main Norton bearings, as original RHP brand run out.  These bearings are still of a reaonable quality, and unless you are still riding your bike 20k miles a year . . . should be fine!  - for these see Item 1073

Backround Information on C3 or Standard Fit bearings:

These 'standard fit' bearings are exactly the same manufacture as the C3 versions, except when fitted they have a less loose tolerance - so if you decide to fit them, bear this in mind and allow for it when first running them in (however, many people historically did not realise there were different fit bearings - so you may find your engine has already been fitted with standard bearings by a previous owner.  Original C3 bearings will normally have either C3 stamped after the main bearing designate on the outer race, or 3 dots (i.e. '. . .'), which was often the old way of showing them as C3 fit. 

Final point on ball and roller main bearings fitted to 1930's/50's OHV and SV engines: Unusually, Norton's showed a roller bearing being fitted on both sides of the crankcases on OHV/SV engines (i.e. 1948 catalog), with a ball bearing fitted just on the outer drive side.  However, I have stripped OHV engines down in the past where a ball bearing is fitted both sides, with just the drive side inner being a roller bearing (as was the case with all SOHC engines).  Not sure if it makes a great deal of difference - as like the SOHC engine, the OHV/SV engine was locked to the timing side bearing - but worth noting if you are struggling to find two roller bearings (and once ours have inevitably ran out)

- Single row roller bearing. Fitted to all OHV/SV pushrod and sidevalve engines (from 1930's to late 1950's). These are the correct original 'C3' looser fit bearings - but are from a slightly lesser quality NKE brand (i.e. not RHP Brand).  See listing for more detail

Update Jan 2022 - As you will see if you have read the Item listing for the original 'C3 fit' version of this bearing (Item 0243) from top UK manufacturer RHP is now unavailable (and if you have any original unused C3 bearings still in sealed packaging you would like to sell . . . feel free to email us),

However, as an alternative - we are now able to offer NKE Brand 'C3' Fit alternatives.  These are an offhshore brand - and not of quite the same high quality as original RHP . . . but is ultimately how it will go with all the main Norton bearings, as original RHP brand run out.  These bearings are still of a reaonable quality, and unless you are still riding your bike 20k miles a year . . . should be fine!  (and are of course much cheaper than any 'new old stock' RHP brand versions we are still able to find.

Backround Information on C3 or Standard Fit bearings:

These 'standard fit' bearings are exactly the same manufacture as the C3 versions, except when fitted they have a less loose tolerance - so if you decide to fit them, bear this in mind and allow for it when first running them in (however, many people historically did not realise there were different fit bearings - so you may find your engine has already been fitted with standard bearings by a previous owner.  Original C3 bearings will normally have either C3 stamped after the main bearing designate on the outer race, or 3 dots (i.e. '. . .'), which was often the old way of showing them as C3 fit. 

Final point on ball and roller main bearings fitted to 1930's/50's OHV and SV engines: Unusually, Norton's showed a roller bearing being fitted on both sides of the crankcases on OHV/SV engines (i.e. 1948 catalog), with a ball bearing fitted just on the outer drive side.  However, I have stripped OHV engines down in the past where a ball bearing is fitted both sides, with just the drive side inner being a roller bearing (as was the case with all SOHC engines).  Not sure if it makes a great deal of difference - as like the SOHC engine, the OHV/SV engine was locked to the timing side bearing - but worth noting if you are struggling to find two roller bearings (and once ours have inevitably ran out)

Mainshaft Shims to fit OHV and SV Engines i.e. 16H/Big 4/Mod 18/ES2/Mod 19 etc. Set of 6 shims - 2 each of the following 3 sizes: 0.2mm (8 thou)/0.3mm (12 thou)/0.5mm(20 thou)

Fitting Notes:  Norton's did not list mainshaft shims in their 1948 or 1955 Spare Parts Catalogs (the two most well known OHV/SV spare parts lists) - perhaps because shimming was not considered as important on the SV/OHV engines as it was on the SOHC engine (which required shimming to ensure correct mesh of the bevel gears).  But never the less . . . it is still good practice to shim the mainshafts to ensure best position of the conrod - which should ideally be centralised to the crankcase mating faces, when conrod is positioned in most central position on the big end journal.

Therefore these shims are essential for placing on the timing side mainshaft, between flywheels and timing side main bearing, to help ensure the flywheels and conrod are best centralised to the barrel.  In addition, if you are using a roller bearing on the innermost drive bearing - and have clearance on the mainshaft - these shims can be used to stop the inner roller bearing 'floating' excessively on the mainshaft. When racing OHV engines in the 1980's I always undertook this task.

Note: although I do not show it as a seperate item - individual shims can be purchased at a cost of £3.00 each if required.  Just add a note in the comment section when placing order and specify which additional size required

By the way - the pictures here are of a mid 1950's crankshaft - timing side first and drive side in the second photograph (and actually this is a rarer 600cc Model 19 crankshaft with 8" conrod), but these shims should fit all SV and OHV models from 1930's to 1950's.  Also, unlike the SOHC engine, the mainshafts on both sides were the same diameter, hence why this set includes 2 of each size shim.

Copper/Asbestos Type Washer used to seal exhaust pipe where it screws into cylinder head (normally requires replacement each time Union Nut is refitted). Fits all SOHC, OHV and Side Valve Norton models.

This washer is of the original Copper/Asbestos 'crushable' type construction, originally used by Norton, but in these modern times - it is now a much safer mineral type filling (i.e. not asbestos).  These washers are manufactured for us by a high quality UK gasket manufacturer to the original pattern.

Note this washer should fit all Norton single cylinder models - SOHC, DOHC, OHV and SV type motors.  Email us for dimensions if you are not sure - at sales@racingvincent.co.uk.

These washers should be replaced each time the exhaust is removed.  From past experience - I have always used a large 'C' spanner on the finned exhaust nut - and tighten when cold, but then carefully retighten for the first couple of runs - with the engine hot.  This I have found ensures the nut is fully tight and helps prevent any backfiring or rough running

Update March 2024: Unfortunately the manufacturing cost of this copper/mineral washer has doubled since last ordered 2 years ago!! (partily the material cost).  We have only increased the retail price by a fraction of this amount.

Highest quality inlet or exhaust valve, manufactured by G & S Valves - to fit all Norton OHV Model 18 and ES2 engines.  Price is per valve.  

This valve is the standard specifcation Norton valve fitted to all OHV valve single cylinder Norton models from approximately 1931 through to the late 1950's. 

Update April 2021: A new stock of these valves has just come in (and as an aside - just as pretty as always from this great quality company).

Also, If you have an OHV or Walter Moore CS1 engine from 1925 - to 1931 and need valves - we are considering having a batch of these early type manufactured, but are still confirming drawings we have for them - email us at sales@racingvincent.co.uk if you are looking for valves for this early engine and need to confirm dimensions.  However, talking to numerous owner of genuine Walter Moore CS1 - it seems most common to fit Norton Model 18 valves of these dimensions to 'Cricket Bat' CS1 engines, as well as OHV models of the same late 1920's period.  If you have one of these models and are unsure - email us on sales@racingvincent.co.uk and we can help confirm dimensions

Final point on valves - Norton single cylinder OHV valves are not interchangeable with the Arthur Carroll type SOHC valves - the collets are of a different design.  We do however sell the correct collets for OHV/SV engines - these are Item: 0675.  See also SOHC Head and Barrel section if you require valves for 1930 onwards SOHC valves and collets

Valve Collets to fit all OHV and SV Norton models - i.e. Norton ES2, Model 18, Model 19, Model 50, Model 55, Norton 16H, Big 4 etc.  Collets are high quality CNC machined in-house.  Sold as a joined pair (i.e. to fit one valve) 

Sold as a joined pair (i.e. to fit one valve), meaning they are not fully split in halves - when you  are ready to fit them, just split them with a small screwdriver and lightly file the two small joining tabs.  Collets are always sold this way, to ensure they are fitted as a matched pair .  Two (pairs) required per engine.

Note:  We also sell OHV valves and coil spring top/bottom cup plates and springs - all designed to be fitted together to an OHV Norton single cylinder engine - all parts being identical pattern and compatable with originals. However, if fitting the top/bottom valve spring cups to early SOHC engines with coil springs - do not use these collets, as SOHC valves have a different valve stem/collet angle.  Instead look for the relevent Inlet/Exhaust SOHC collet, which will be compatable.  These collets are only suitable for OHV engines

Phospher bronze valve guide to fit Norton OHV engines - ES2, Model 18, Model 19, Model 50 etc.  May also fit Exhaust for 1930's CS1 - please check for this model. Price is Each

An original Norton ES2 valve guide was used as the pattern for this valve guide.  It should fit most Norton OHV models from 1930's to late 1950's, but please email at sales@racingvincent.co.uk if you have any doubts - as there were a few OHV anomalies in the 1930's.

Likewise, pre-war the Norton SOHC CS1 model did list the exhaust valve guide being the same as the ES2 valve guide (but inlet shown as different).  Obviously - if your SOHC engine is  designed for hairpin valve springs, then this valve guide is not correct, but if you have a coil valve spring CS1 (which we sell the CS1/OHV springs and cups for) then this guide may be suitable, if using our OHV valves

As can be seen in the accompanying photographs - the guides are shown here fitted into a 1938-47 style Norton Model 18/ES2 cast iron OHV head, but are also suitable for all post-war OHV variants until the late 1950's.  When fitting these guides - either with cast iron or alloy heads - the heads should be heated in the oven and the guides placed in a freezer as they are an interference fit, and a good quality stepped drift used to quickly punch them in.  I normally place head in oven on full blast for at least 10 minutes (spit on head - when spit bounces back it is hot enough) and the guides in the freezer for at least 1 hr.  With cast iron heads (like in photo) some effort to punch them in is often necessary, I place the head on a wooden board on the garage floor to ensure best purchase, with least chance of cracking fins on hard floor.

Note: We also copied the side oil hole from the original pattern.  Many years ago when riding and racing OHV Norton models I saw valve guides of all types - some had this hole and some did not - I assume some early '30's OHV engines did have additional oil feed pipes into the heads.  If your head does not have oilway drain, then this hole can be ignored

High quality CNC machined, price is for each

High quality (UK manufactured) coil valve springs to fit the first Norton OHV models manufactured 1924 - circa 1929, and also the first Walter Moore CS1 models 1927 - circa 1928.  These models identifiable by having a smaller and more deeply conical type top spring cup than the type that followed in 1929. They have a smaller outer diameter than the next generation of springs that followed in 1928-29 (and there may have been a short period of overlap - possibly the new type being fitted to just the CS1 models and the smaller type still fitted to some OHV models).

They are identifiable from the larger springs thats superceded these (on OHV and CS1 models) in approximately 1929 - by having an outer spring OD of 37.3mm and an inner spring OD of 23.5mm.  the 1929 onwards springs are wider than these

Spring Length: The length of the Outer Spring is 45.7mm and the inner spring length is 35.4mm.  Please satisfy yourself this length is correct for your engine and valves - as I am told by 1920's experts there may have been a longer type, and regardless of that - some owners may have also fitted slightly longer valves than the original valves these springs were intended for (but we know these are original Springs for Norton OHV engines from their packaging, and they have been fitted to original genuine early type cups - so they will have been fitted to some OHV models of that era!!).

PLEASE NOTE BEFORE ORDERING: These springs are intended for the first 'conical' type cups made from 1924-@29.  We do not currently manufacture the cups for this early type.  The cups we offer (Item 1029) are for the 2nd generation type introduced circa 1928.  Do not order those cups if intending to fit with these springs.  Email us if you require more information

Price is for a set of 4 springs (i.e. enough for one engine)

Update February 2023:  Please note that the length of the outer springs of this spring set are @44mm long.  We mention this because we have had feedback from a customer with an early 1928 Walter Moore CS1, which was fitted with this early 'small' type spring (as supposedlly the first CS1 models were) but his engine may have been fitted with later (ES2) valves - and these springs were too short for that particular bike.  It is difficult to be definitive about if the early CS1 models fitted with this smaller diameter 1920's type spring also had shorter valves - but please bear this in mind.  If you do have a CS1 (or 1929 ES2) fitted with this early type of valve - and the length of the outer spring is longer than 44mm we would be interested to hear from you - on sales@racingvincent.co.uk.  Thx.

Hard to believe - but to make these springs, we were able to borrow from a collector friend a 100 year old, 'New Old Stock' genuine set of Terry's valve springs - still in the remains of their orgiinal box! - see accompanyning photos.  As an aside, we have many original sets of Terry's valve springs we use for patterns - but I have never seen Terry's packaging as old as this type, and with different colouring and branding to the later types that followed.  However, it is just possible to confirm they are indeed for OHV Norton models of the earliest design, and alongside them you can see original 1924-29 type top cups.  As always, we have had these valve springs replicated to the original dimensions and design by our top quality UK spring manufacturer.

This design of valve springs (with very small inner spring, when compared to most OHV and CS1 coil springs that followed) was fitted to the very first design of 'Flat Tank' OHV Norton models from 1924 to approximately 1929 (it is hard to tell exactly which year they swopped over to the later and larger spring - as Spare Parts lists for circa 1928-29 were seperate for SV/OHV and ES2/CS1 and supplements were later added - it may be some Model 18's continued to be fitted with the earlier spring types, while ES2 moved to the later design first.

This first design of valve spring and deep conical cup were also fitted to the earliest Walter Moore CS1 models - probably 1927 and 1928.  But if you have a CS1 model - please enquire with us if you are not sure - sales@racingvincent.co.uk, as we have spoken to CS1 owners with both types fitted - and we gather many owners of earlier machines may have switched to the later design at some point in the distant past!

Please Note:  This type of spring - and the conical top valve cups that were used with them, are of smaller diameter and length than the later type of spring/conical cup that followed in approximately 1929 (see Item 1029 for the the 1929 onwards conical cups and Item 0966 for the valve springs that were fitted to that later design) - so although this distinctive 'Conical' style top cup is a good identifier - it should be noted that there were two types ftited between 1924-1932  . . .  when ordering it is important to ensure your engine is fitted with this earlier type, as I am told it was not unusual for earlier Pre-1930 OHV and CS1 models to have been retrospectively fitted with the later and 'beefier' valve springs and larger conical valve springs cups.

We are pleased to be able to offer this spring, particularly as it was patterned on genuine period valve springs - and as I write this listing in November 2022 - I can say that these have the earliest Norton Part Number we have ever referenced - that being Part Number 1074-1075, as listed in the 1925 Norton Spare Parts List!  (and picture of a Model 18 from the factory photograph of that 1925 year is shown)

Final Note on these springs:  We do not currently have plans for making the distinctive cups for these early type springs (although we do nmanufacture the 1929 onwards type) .. . but if you do require them, contact us, we may consider making them in the future if enough demand