Yes great info but I am still not clear exactly what is happening. Knighty's figures suggest that new C4 bearings will have axial clearance of .013mm max or about 5 thou.If these bearings are assembled on to the crank and into the cases and everything is shimmed up perfectly so that the inner races of the bearings are centred axially with the outer races then we should be able to detect 5 thou end float with a dti.If the shimming etc is not perfect the measured end float will be reduced, we have so far ignored the reduction in clearance due to the'crushing or expanding of the races due to housing and shaft 'fits' and the effect of the differential expansion of crank and case with temp increase both of which will reduce the measured end float. We only have 5 thou max to play with but end floats of'less than 40 thou' are reported above.I don't do anything with 2/ these days but when I did most of the crank journals were worn allowing the crank to slide through the bearings so that any amount of end float could be built in by shimming or gaskets. I set mine to 8 thou. However I did buy a new boxed TKM bt82and took it apart. The main bearings were so tight on crank and in housings that I had to make a puller to separate the case halves. Was this unusual,? is the crank on the IAME cadet free to slide through the bearing inner races as manufactured?, or do the engine builders 'have the crank journal down' as I did to achieve the desired end float or that reported?
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