With full down elevator (against the HS stop), the distance between the bottom of the idler arm/lead bobweight and the top of the rear elevator pushrod is 2.25" with the rod end bearings unthreaded as far as possible(no daylight in the holes). This seems high to me but I don't know anything so perhaps it is not significant. If the idler arm is too high at full down elevator, then I have made the rear pushrod too short...

With full up elevator,  I experience a binding condition (within about 1/4" of full up pushrod travel) where the rear rod end bearing of the forward pushrod attaches to the idler arm. Actually what is happening is that the fat part of the rod end bearing contacts the two idler arm halves and is no longer free to rotate as it should.

Angier,

 

The purpose of the bobweight is to increase the pilot applied stick force required to add up elevator in high positive G maneuvers (anything > 1 G). This, combined with shortening the elevator bellcrank 1 inch (25% more force required to displace the elevator), provides very important feedback to the pilot so he does not easily over pull during these maneuvers.  The position of the weight is critical to its' ability to perform the function it was designed for - desensitize the already twitchy pitch control.  In the full down elevator position the bobweight should just clear the rear elevator pushrod and, if it does not, correct the length of the rear pushrod until it does.  This will automatically (I love that word) fix your binding problem and correctly position the weight.