Thanks Guys.
Chris, you will only think your cases are scrap if you measure them!
If your engine is together & running, take the "it aint broken, no need to fix" attitude & ride on.
Yes, all of those holes are tapped to hold the rear plate to the back of the cases. The kick starter hole has alloy plugs loctited in place & tapped 1/4"x 20 TPI Whit, & have a spacer plate bonded above them for support, the rest are 3/16 x 24 TPI. Because these are die cast cases the wall material is thinner than my B cases & the top row are at an angle parallel to the rear cylinder deck. When the cases were machined flat some of the gearbox trapdoor bore remained, I had it welded, you can see it from the inside at the kick start hole. There was also some chain case support missing at the bottom from the chain adjuster rearward, that has been welded back in and the piece at the top where the g/box oil dip stick penetrated was repaired too. I will attach a photo of the back plate soon.
Chris, yes, I have seen Enfields with boxes mounted similar, but not with an outrigger bearing on the sleeve gear as I have with this one.
David, how do you measure your spindle heights from the mating face? My first thought is to place the case back on the mill table & set a DTI with a fine nib onto the face, zero it, then transfer it to each spindle in turn, winding the knee until the DTI zeros & read the readout?
My thoughts for the first inspection detail are as already suggested;
Visual, much of which I have done during the machining phase.
Damage to mating faces, nicks & burrs.
Bolt/stud hole faces for cracks & burrs. Both to be dressed as required.
Stud hole threads for damage, helicoil or solid insert repair as applicable.
Mating face flatness, gauged on surface plate.
Measurements & tolerances required;
1,Mains bearing bores,
2,Cylinder bores,
3,Oil pump bore
More tomorrow.