Bearing shell when miked at the end is .13" thick, so I'm still not 100% confident. That does not go along with the thickness specs you gave, if this thing is .010" as it now seems.
I also pulled out both halves of the thrust, held them together and put an inside mike in. Came up with 2.24" best I can tell. Standard crank journal is 2.25" So, that seems to put me in the ball-park of .010" under. But thickness, by what you stated puts it at .020".
At this point, I'm tempted to just throw it back together as is. Front journal by the oil pump checks a .0035" clearance. Center thrust bearing around .004" clearnace. Haven't checked the rear yet, but the rear and furthest from the pump is often the worst. Factory specs call for a max wear limit at .0037". So, I'm sure it would be OK if that rear main isn't much worse. I just hate to do things "half-a**ed" when I can avoid it. But new bearings are $70-$80 and I'm not even sure what I need.
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Today's Featured Article - Ford Part Number Trivia - by Forum Participants. "Replaced by" means the part was superseded. All of my part books date back to 1964 and New Holland have changed some part numbers. They usually put the old Ford part number on the package. I was suppressed when I looked up the part number of the auxiliary drive shaft because for some reason the part number went through a radical change and it lost its "Basic Part Number". Ford part numbers follow the following rules. Most part numbers are in three parts. The middle part is called the
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