classic motorcycle forum

In principle, no problem. Many motorcycle engines have had phosphor bronze main bearings. Of far greater concern is accurate alignment with the drive side bearings.
You hint at worn bearing housings. They must be rectified and correctly aligned first. Making an oversize bush and bashing it in a worn housing is a recipe for disaster.
The better you do the job the better the result.

Best of luck.

I confess I rarely buy new books. I tend to haunt the abebook second hand book site where I can email the seller with enquires before I commit myself.
I never buy off eBay. In my view that’s where the junk tatty copies are sold.
You get a proper description of your prospective buy on abebooks.
He doesn’t know it but Mick is quite honoured that I happily paid for a new copy of his “ Guide to Ambassadors “. Couldn’t wait for it to appear on abebooks.

You don’t appreciate how much gravity and vibration assist throttle slide return until you’ve messed about with a horizontal carb.
My experience dates back to the 50’s and 60’s when bikes of the horizontal carb era were just old bangers. Not vintage, not “classic “ but just old rigid frame bikes that girls wouldn’t ride on.  But they were cheap, very, very cheap, so appropriate for a rather sad element of riders with delusions about their ability.
When worn the slides would stick remarkably easily anD frighten the life out of you. A new slide with sharp edges stuck even easier. New carb bodies were near impossible for a gormless yoof to find and out of my price range anyway plus body resleeving was years in the future.
I quickly learned to avoid them.

The Albion gearbox goes back to before the First World War. They made a range of two speed only boxes up to 1925 when they introduced their first three speed boxes for the 1926 season.
I’ve ploughed through my copy of the VMCC Register and found that most of the S series two speeders range around the early 20’s.They all appear to be chain-cum-belt like yours. Generally at this time Albion numbered their boxes in an alpha/numeric style in lots of 1000, so the S box would be numbered S 001 to S 999. After 999 they start again with SA 001 to SA 999, then SB 001 to SB 999 and so on. From this you can deduce where your box comes in the lineup and that a box stamped SJ 688 should be broadly the same as your SC88 although made much later.
By1925 when they introduced their first three speeder they also advised their top of the line two speeders similar to yours came in two versions, one for up to 200cc engines and t’other up to 250cc.  Albion two speeders come in many guises. Not simple.
Tha Atania brand is a mystery to me but appears to be the usual confection of proprietary products. What make are the forks?

Solid advice from R to which I will add a few comments.
1929 was the last gasp of the AMAC name. By then it was close to the then new Amal carb and was well past the continual two lever juggling of the veteran era. You may use the little lever for a cold start and warming up but will mostly ride on the big lever alone. That will come with practice.
Starting commonly needs the big lever cracked open a little.
As you need to take your hands off the bars to both give hand signals as well as change gear you will soon appreciate how practical and effective a lever throttle is. This is not the place for a self closing twist grip.
Regardless of what you ride now you will find your 1929 bike requires an entirely different technique. Not better, not worse, just different. You are starting afresh in a different world.
What are the engine lubrication arrangements? That may require discussion as well.

Welcome to the club. It’s like putting on “L” plates again. All new and exciting.

You should check out the results achieved for old British bangers in the latest Shannons sale that finished a week ago.
Lot 108, 1950 Matchless G80, $7,200. Lot 109, 1953 Matchless G9 500cc twin, $5,100.  Lot 115, 1952 Triumph Thunderbird,$14,500. Lot 116, 1953 Ariel Square Four$17,000. Lot 121 Triumph X-75 Hurricane, $40,500.

The other eight Brit bikes didn’t sell

Those are actual sale prices, not eBay dreamer stuff. $16,000 for a 350 Ajay! Tell’im ‘e’s dreamin’.

As the twin port Mk 12C  148cc engine has a different engine number prefix to the otherwise identical single port Mk 15C we can see at a glance in the records which engine was used. So far all of these Australian market bikes have had the the twin port Mk 12C as original equipment. No exceptions found as yet.
Replacement engines are a different story. It’s amazing what engines some enthusiast could stuff in a bike,
As there were no practical AC to DC rectifiers available for these machines at the time various firms used the flywheel magneto for ignition but added DC dynamos and batteries for steadier lighting in De Luxe models. Basic models stayed with the Villiers AC.

Also, as I am churning through the S records I have found two ‘Sport’ motorcycles. Both Villiers powered but with a difference. Both used the 1923 only 148cc MkVIIC. The first 148cc Villiers was the MkVIC of 1922 which is easy to find as it found a long life in lawnmowers and the following Mk VIIIC coming in 1924 lasted for even longer.
The MkVIIC came and went in 1923 only so makes it quite clear when ‘Sport’ motorcycles were around.
Don’t ask me why the choice of name.