I appreciate the responses to my questions. To address some of the suggestions, I'll give this update.
The distance piece on the crankshaft is installed with the chamfer toward the engine centerline. The spacer protrudes beyond the face of the crankcase bearing boss about 0.080 inches. I could possibly pick up about 1/16" better alignment by thinning the spacer slightly. That would still leave 1/8" mis-alignment. I am inclined to make the switch to a 4-spring clutch before modifying any of the original parts.
If I can find the clutch hub puller I made years ago, I will pull the clutch off the bike and inspect the clutch for damage that might shed some light on the problem.
The bike is a swingarm model. In what way are the mainshafts different between the two? When you say "mainshaft" are you referring to the transmission or the engine? I rummaged around and found another cush drive assembly (minus spring). It is identical in every way with the one on the bike except that the ID spline on the splined sleeve is smaller (for a smaller diameter cranshaft). I do have some B34 stuff: so, that might be what it is.
I notice that some of the 4-spring clutches have the cushioning built into the chainwheel whereas some don't. Is it possible to use the cush in the chainwheel type on an A10 and eliminate the cranshaft cush drive altogether? If so, who can suppy the necessary crankshaft to sprocket adapter?
I will try to get some photos today showing the parts and the degree of mis-alignment. On a bit different subject, can anybody tell me the correct speedo and/or tack numbers for this bike (1955 Golden Flash)?
RAC
adm edit:
On a bit different subject, can anybody tell me the correct speedo
Please keep the thread content relevant to the topic title, see
http://www.a7a10.net/forum/index.php/topic,4457.0.htmlThanks.