That would probably depend on the geometry of the arc of the line of travel, the "swing" of the fork you refer to. Again, I'm speculating, not being familiar with the differences between the Cub and the A/B/C line.
My notion of the graphite bearing is that is was designed to hold up for a reasonable length of time, but the expectation would be that the friction against the clutch fingers would erode it over time. Thus, and because that wear would have been very gradual, it would have been designed such that it had a length that allowed it to meet the fingers properly when new, and wouldn't be considered worn out (absent any chipping/breakage) until it was worn down to a nub beyond which the casting couldn't swivel in the fork enough to allow it to meet the fingers properly. I don't know how much wear they allowed for in designing for the service life of the bearing, but it seems to me that when new it would work, when worn out it wouldn't, and somewhere in between was an optimum length between the axis of the mounting pins and the bearing face of the graphite. As it eroded, you would have adjusted your clutch linkage to accommodate for the wear.
I'm not an engineer, but I should think that those at IH setting out the specs for the carrier and bearing, would have figured out that optimum distance, and designed to meet it.
Bottom line, the face of the steel bearing is a lot more stable/resistant to fore-and-aft wear than the graphite, so that any change in geometry as it moves should me negligible.
Is the problem on the Cubs perhaps with the durability of the new-fangled sealed bearings?
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Today's Featured Article - Identifying Tractor Noises - by Curtis Von Fange. Listening To Your Tractor : Part 3 - In this series we are continuing to learn the fine art of listening to our tractor in hopes of keeping it running longer. One particularly important facet is to hear and identify the particular noises that our
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