Thanks Dave, These are some of my tools and methods of dealing with Dougs. The last thing you need with a Doug is for a flywheel to come loose. The damage caused can result in a complete engine strip to repair. The upper left shows a two pin lever that fits in 2 spring holes of the flywheel and allows heaps of tension to the flwheel securing stud.The O with arms on the flywheeel is a method of compressing the clutch springs to get the adjusting nut started.I think the chains on pipe are fairly self explanitory. If you have ever had a drum sprocket come loose on your bike you will know that the splines or hub can be damaged and you lose the back brake. This tool is simply a piece of pipe that fits over the lock ring with a key that fits the slot. A hole is required in the T handle for the axle to go through. C spanners are a must if you dont want to damage your plating on exhaust and manifold nuts. Why is that Norton clutch tool shown. The Norton clutch is my choice to modify for Dougs. The centre of a Doug chainwheel can be easily modified to fit the Norton clutch. I have Norton clutches fitted to a DT box and also a modified EW box fitted to a 4 HP .This was achieved by making up a Doug look alike dogbone and pulling the spring cover instead of it being pushed through the mainshaft. Another good thing about the Norton Clutch is being able to fit JAWA speedway plates. One more observation I have on the flywheel clutch. Maybe when you are building up a motor you are tempted to fit a modern seal on the mainshaft behind the double race bearing. I would not. A felt seal allows a certain amount of oil mist to escape from the motor to lubricate the ctutch , as does the overflow from the timing chest lubricates the primary chain. My 600 E29 has a much lightened fly wheel and it is fitted with 70mm Kawa 1100 pistons It has a fair bit of torque and hates to stay in second gear. Might seem a bit rough but my way of riding is to only use the clutch for stop / starting most changes are therfore done clutch less left arm over the tank. Another thing the primary chain has to slow down to engage first gear, high revs makes it almost impossible, as does a tight primary chain. It would be great if the primary chain would stop but it never happens. Only way to prevent an embarrassing grating noise is to sneak forward towards first and snap it in. all for now regards Al