Just about ( under extreme pressure of time for an international show) to bolt up the cases of my 59 A7SS. I know this matter has been often gone over.
The engine as I got it had never been taken apart or was at least standard in all bearings and had three shims fitted...but giving end float with a noticeable ( buy hand) CLUNK. Was hard to measure on the equipment I have.
I've tried a dozen shim combos on rebuild and got either CLUNKS or crank stiffness or binding with the drive spring and etc fully assembled. Sometimes I got no stiffness when the engine was vertical or laid on DRIVE side, but stiffness to some degree if laid on TIMING side..even with the drive nut done up.. I figured that was no good.
Finally I found a single shim 0.014" from a pack I have gives no discernable end float or one I can measure without going to a machine shop, and no hint of a clunk..but it gives free rotation of the crank with the drive fully done up to 65 ft lbs..EVEN if I lay the engine on the timing side. However if I put in a 0.016" shim, CLUNK!
Am I good to go with 0.014" "zero discernible float" shim ? After all there must be some clearance I can't measure with my equipment, otherwise the crank would bind or stiffen as previously. It's confusing. Nicholson recommends up to .0008 end float , Haynes no more than 0.003" and the factory 0.001~0.003".
I did follow Muskrat's procedure he kindly sent. Why on earth BSA did not change to to ball from a roller, as Triumph did, is beyond me. Help welcome.
