Clevite 77 Main Bearing Set MERCURY METEOR


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Part #: MS-590H
Notes: Main Bearing Set
MSRP: $267.53
Your Price: $102.94
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Specs

Material TM-77

This Item Also Available In

Part Number Price Notes & Specs
MS-590VX $113.67 Notes Main Bearing Set
Material VP-2
MS-590HK $131.48 Notes Main Bearing Set - TriArmor
Material TM-77
MS-590HXK $145.01 Notes Main Bearing Set - TriArmor
Material TM-77
MS-590VG $0.00 Notes Main Bearing Set
Material VP-2
MS-590V $0.00 Notes Main Bearing Set
Material VP-2
MS-590HX $101.89 Notes Main Bearing Set
Material TM-77

All Fitments

CHEVROLET
Year Model SubModel Cylinders Liter Aspiration Eng Desg. Fuel Notes
1967 - 1969 CAMARO ALL V8 5.0 ALL ALL ALL
FORD
Year Model SubModel Cylinders Liter Aspiration Eng Desg. Fuel Notes
1966 - 1996 BRONCO ALL V8 4.7
5.0
ALL ALL ALL
1963 - 1972 COUNTRY SEDAN ALL V8 4.3
4.7
5.0
ALL ALL ALL
1963 - 1991 COUNTRY SQUIRE ALL V8 4.3
4.7
5.0
ALL ALL ALL
1964 - 1972 CUSTOM ALL V8 4.3
4.7
5.0
ALL ALL ALL
1964 - 1972 CUSTOM 500 ALL V8 4.3
4.7
5.0
ALL ALL ALL
1968 - 1983 E-100 ECONOLINE ALL V8 5.0 ALL ALL ALL
1979 - 1982 E-100 ECONOLINE CLUB WAGON ALL V8 5.0 ALL ALL ALL
1975 - 1996 E-150 ECONOLINE ALL V8 5.0 ALL ALL ALL
1979 - 1996 E-150 ECONOLINE CLUB WAGON ALL V8 5.0 ALL ALL ALL
1968 - 1974 E-200 ECONOLINE ALL V8 5.0 ALL ALL ALL
1975 - 1991 E-250 ECONOLINE ALL V8 5.0 ALL ALL ALL
1979 - 1980 E-250 ECONOLINE CLUB WAGON ALL V8 5.0 ALL ALL ALL
1968 - 1974 E-300 ECONOLINE ALL V8 5.0 ALL ALL ALL
1975 - 1982 E-350 ECONOLINE ALL V8 5.0 ALL ALL ALL
1979 - 1980 E-350 ECONOLINE ALL V8 5.0 ALL ALL ALL
1996 - 2001 EXPLORER ALL V8 5.0 ALL ALL ALL
1975 - 1983 F-100 ALL V8 4.2
5.0
ALL ALL ALL
1975 - 1996 F-150 ALL V8 5.0 ALL ALL ALL
1975 - 1996 F-250 ALL V8 5.0 ALL ALL ALL
1975 - 1980 F-350 ALL V8 5.0 ALL ALL ALL
1962 - 1970 FAIRLANE ALL V8 3.6
4.3
4.7
5.0
ALL ALL ALL
1978 - 1982 FAIRMONT ALL V8 4.2
5.0
ALL ALL ALL
1963 - 1970 FALCON ALL V8 4.3
4.7
5.0
ALL ALL ALL
1963 - 1965 FALCON SEDAN DELIVERY ALL V8 4.3
4.7
ALL ALL ALL
1963 - 1963 FORD 300 ALL V8 4.3
4.7
ALL ALL ALL
1963 - 1967 GALAXIE ALL V8 4.3
4.7
ALL ALL ALL
1963 - 1972 GALAXIE 500 ALL V8 4.3
4.7
5.0
ALL ALL ALL
1972 - 1974 GRAN TORINO ALL V8 5.0 ALL ALL ALL
1975 - 1981 GRANADA ALL V8 4.2
5.0
ALL ALL ALL
1966 - 1969 GT40 ALL ALL ALL ALL ALL ALL
1965 - 1986 LTD ALL V8 4.2
4.7
5.0
ALL ALL ALL
1987 - 1991 LTD CROWN VICTORIA ALL ALL 5.0 ALL ALL ALL
1977 - 1979 LTD II ALL ALL 5.0 ALL ALL ALL
1971 - 1977 MAVERICK ALL V8 5.0 ALL ALL ALL
1964 - 1995 MUSTANG ALL V8 4.2
4.3
4.7
5.0
ALL ALL ALL
1975 - 1978 MUSTANG II ALL V8 5.0 ALL ALL ALL
1972 - 1976 P-350 ALL V8 5.0 ALL ALL ALL
1963 - 1972 RANCH WAGON ALL V8 4.3
4.7
5.0
ALL ALL ALL
1963 - 1979 RANCHERO ALL V8 4.3
4.7
5.0
ALL ALL ALL
1963 - 1964 SPRINT ALL V8 3.6
4.3
ALL ALL ALL
1977 - 1993 THUNDERBIRD ALL V8 4.2
5.0
ALL ALL ALL
LINCOLN
Year Model SubModel Cylinders Liter Aspiration Eng Desg. Fuel Notes
1980 - 1987 CONTINENTAL ALL V8 5.0 ALL ALL ALL
1980 - 1983 MARK VI ALL ALL 5.0 ALL ALL ALL
1984 - 1992 MARK VII ALL V8 5.0 ALL ALL ALL
1981 - 1990 TOWN CAR ALL ALL ALL ALL ALL ALL
1977 - 1980 VERSAILLES ALL ALL 5.0 ALL ALL ALL
MERCURY
Year Model SubModel Cylinders Liter Aspiration Eng Desg. Fuel Notes
1964 - 1967 CALIENTE ALL V8 4.3
4.7
ALL ALL ALL
1979 - 1986 CAPRI ALL V8 4.2
5.0
ALL ALL ALL
1987 - 1991 COLONY PARK ALL ALL ALL ALL ALL ALL
1963 - 1977 COMET ALL V8 4.3
4.7
5.0
ALL ALL ALL
1967 - 1967 COMMUTER ALL ALL 4.7 ALL ALL ALL
1967 - 1993 COUGAR ALL V8 4.2
4.7
5.0
ALL ALL ALL
1963 - 1963 COUNTRY CRUISER ALL V8 3.6 ALL ALL ALL
1964 - 1970 CYCLONE ALL V8 4.3
4.7
5.0
ALL ALL ALL
1979 - 1991 GRAND MARQUIS ALL ALL 4.2
5.0
ALL ALL ALL
1979 - 1985 MARQUIS ALL V8 4.2
5.0
ALL ALL ALL
1962 - 1963 METEOR ALL V8 3.6 ALL ALL ALL
1975 - 1980 MONARCH ALL V8 4.2
5.0
ALL ALL ALL
1968 - 1974 MONTEGO ALL V8 5.0 ALL ALL ALL
1997 - 2001 MOUNTAINEER ALL V8 5.0 ALL ALL ALL
1963 - 1967 VILLAGER ALL V8 4.3
4.7
ALL ALL ALL
1966 - 1967 VOYAGER ALL V8 4.7 ALL ALL ALL
1978 - 1982 ZEPHYR ALL V8 4.2
5.0
ALL ALL ALL
SHELBY
Year Model SubModel Cylinders Liter Aspiration Eng Desg. Fuel Notes
1962 - 1965 COBRA ALL ALL 4.7 ALL ALL ALL

Product Description

Various forms of main bearing grooving have been used over the years. We are frequently asked what difference grooving makes.

First, it’s essential to understand that bearings depend on a film of oil to keep them separated from the shaft surface. This oil film is developed by shaft rotation. as the shaft rotates it pulls oil into the loaded area of the bearing and rides up on this film much like a tire hydroplaning on wet pavement. Grooving in a bearing acts like tread in a tire to break up the oil film. While you want your tires to grip the road, you don’t want your bearings to grip the shaft.

The primary reason for having any grooving in a main bearing is to provide oil to the connecting rods. Without rod bearings to feed, a simple oil hole would be sufficient to lubricate a main bearing. Many early engines used full grooved bearings and some even used multiple grooves. As engine and bearing technology developed, bearing grooving was removed from modern lower main bearings. The result is in a thicker film of oil for the shaft to ride on. This provides a greater safety margin and improved bearing life. Upper main shells, which see lower loads than the lowers, have retained a groove to supply the
connecting rods with oil.

In an effort to develop the best possible main bearing designs for performance engines, we’ve investigated the effects of main bearing grooving on bearing performance. The graphs on the next page illustrate that a simple 180° groove in the upper main shell is still the best overall design.

While a slightly shorter groove of 140° provides a marginal gain, most of the benefit is to the upper shell, which doesn’t need improvement. On the other hand, extending the groove into the lower half, even as little as 20° at each parting line (220° in total), takes away from upper bearing performance without providing any benefit to the lower half. It’s also interesting to note that as groove length increases so do horsepower loss and Peak Oil Film Pressure which is transmitted directly to the bearing.

P-Series Bearings
These are not to be confused with the standard passenger car and light truck parts for the same retention applications which also have a “P” suffix letter. These high performance parts have unique core part numbers different from the standard parts for the same application. P-Series parts are the oldest series of Clevite high performance bearings. The rod bearings in this series typically have the greatest amount of eccentricity. Most rod bearings are available either with or without dowel holes for use in aluminum rods. Most P-Series main sets are full grooved to maximize oil flow to the rod bearings. Both rods and mains have high crush for maximum retention, and a reduced overlay thickness to prevent overlay fatigue, sometimes referred to as hen tracking.

Rod bearings use a hardened steel back for added strength and resistance to fretting. Extra clearance rod bearings are available for .001” additional clearance and select fitting. Use the P-Series rods where extremely high RPM’s cause severe rod bore close-in. This is typically indicated by nearly full parting line to parting line shaft contact with bearings having less eccentricity. Use P-Series mains where higher eccentricity is desired to narrow bearing contact patterns and to provide increased oiling to rod earings. Rod bearing oil starvation is typically indicated by polishing and smearing of the bearing surface, possibly accompanied by discoloration predominantly concentrated at the axial center of the bearings.

H-Series Bearings
These bearings are identified by a letter H in the part number suffix. Part numbering is based on the same core number as the standard passenger car parts for the same application. These bearings were developed primarily for use in NASCAR type racing, but are suitable for all types of competition engines.

H-Series bearings have a medium level of eccentricity, high crush, and rod bearings have a hardened steel back and thin overlay. These bearings also have enlarged chamfers for greater crankshaft fillet clearance and are made without flash plating for better seating. Bearings with .001” extra clearance are available for standard size shafts and carry the suffix HX” (X = extra clearance). Rod bearings are available with or without dowel holes (HD = with, H = without), main bearings are available with standard 180 degrees upper half grooving and with full 360 degrees grooving (H = 180 degrees, HG 360 degrees). Use H-Series bearings with crankshafts that have oversize fillets and where engines run in the medium to high RPM range. H-Series bearings should be used if contact patterns obtained with P-Series parts are too narrow. Contact patterns should ideally cover 2/3 to 3/4 of the bearing surface. See accompanying contact pattern diagrams. If you aren’t sure which type of performance bearing to start with, the H-Series bearing will be your best choice.

K-Series Bearings
These bearings are identified by a letter K in the part number suffix. Part numbering is based on the same core number as the high performance part and will service the same application. These bearings were developed primarily for high performance applications and all types of competition engines. K-Series bearings have a proprietary moly/graphite treatment applied to the bearings surface, but not the bearing parting lines. The PTFE carrier material gives good low load start-up protection. The moly serves as a high pressure, high load dry film anti-wear agent. Graphite provides additional protection across the broad range of temperatures, especially when oil flow is marginal and is especially slippery with an oil film. These bearings, which are also referred to as TriArmor, still offer the strength and durability of the legendary Clevite TriMetal bearing construction coupled with the latest in coating technology.

V-Series Bearings
These parts essentially duplicate the former Vandervell parts under the Clevite part numbering system. (Same core part no. as standard passenger car parts but with a suffix letter “V”).

V-Series rod bearings typically have low to medium eccentricity and a hardened steel back. All V-Series main sets use a single piece thrust bearing rather than the former Vandervell assembled type of construction. V-Series parts are not available with oversize chamfers. Extra clearance parts are available with a suffix VX (.001” extra clearance), and VXX (.002” extra clearance) for some applications. V-Series bearings do not have flash plating on the steel back. Narrowed parts are available with a VN suffix for some applications. These are made to accommodate increased crankshaft fillet clearance.

The chief difference between the V-Series and other Clevite TriMetal bearings is the use of lead-indium overlay. Use V-Series bearings if prior experience has shown a preference for the lead-indium type of overlay. Lead indium overlay offers somewhat better conformability than leadtin-copper overlay with slightly reduced wear resistance.

M-Series Bearings
Clevite “Micro” bearings make up the M-Series. These are special purpose bearings having a nominal .006” thick babbitt lining on a hardened steel back. M-Series rod bearings have been slightly narrowed at one end to provide extra fillet clearance without the need of a large chamfer. The lower rod shells have a dowel hole for use in aluminum rods with dowel pins. M-Series mains have enlarged chamfers and, for certain applications, oil holes and oil grooves have also been enlarged.

Use M-Series parts to take advantage of the high degree of conformability offered by the babbitt lining. These parts are intended mainly for engines where severe crankshaft deflections cause edge loading of the bearings. Under these operating conditions bearing service life will be very short.

Frequent inspections are recommended and bearings should be replaced at the first signs of distress.

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