Col. Yes, the standard race is NF206 30 x 62 x 16 mm, C3 grade as it needs a bit more internal clearance to allow for expansion because of its hot running location. This clearance is to do with the actual internal relationship of the component parts. The external dimensions are the same as any other bearing of this size.
This bearing has a twin lipped inner race, so the rollers stay in place on the inner race when the bearing comes apart. The problem with this design is that there ain't much to grip to pull the sod off the crank in order to add/subtract shims to set the crank endfloat.
Alternative types of bearing offer an easier solution, where the outer race complete with rollers stays in the drive side case, and the inner race stays on the crank, as usual, but is easier to get a puller behind it without the caged rollers in the way. If truth be known many standard bearings have been wrecked setting the endfloat, with pullers loading the rollers and bending the cage.
NJ206 is the basic type, with a twin lipped outer race to locate the rollers, single lip on inner race abuts the crank web, and prevents the crank moving axially outwards, float controlled as usual with shims behind this inner race and crank web.
NUP206 has the same type of twin lipped outer race, a similar inner race, plus a demountable outer lip to the inner race to locate the rollers axially on the inner race, effectively limiting crank endfloat to the allowed axial movement of the rollers, set by the manufacturing tolerance.
Price levels seem to be competitive with the original type, and with the ease of setting the crank float (NJ206) or eliminating it (NUP206) are well worth a look if you decide to change the bearing. The cush nut has to bottom onto the drive sleeve and sandwich everything nice and solid. This is standard assembly practice.
The original A7 Longstroke used a deep track ball race, and as such ran with no endfloat on the crank. Some forum members are successfully running with this type of simple ball race rather than roller mains. In the end its your compromise between cost, power, reliability, plus the type and amount of use the bike will get. The cheaper ball race makes economic sense for lightly loaded low stressed motors.
The crank web should have a clearly defined area for the inner race to seat. This may be worn away (cush drive nut too loose is the usual cause) and contributing to the bearing ending up too close to the web face. By convention, any markings on inner and outer races appear on the same side when the bearing is correctly assembled. By my reckoning the widest flare of the cage would be closest to the crank, narrowest flare towards the lip on the outer race. The line drawing above illustrates this.
Swarfy.