Clevite 77 Main Bearing Set CHEVROLET CHEVY II


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Part #: MS-617P
Notes: Main Bearing Set
MSRP: $169.65
Your Price: $105.05
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Specs

Material TM-77

All Fitments

BUICK
Year Model SubModel Cylinders Liter Aspiration Eng Desg. Fuel Notes
1968 - 1971 SKYLARK ALL L6 4.1 ALL ALL ALL
1968 - 1969 SPECIAL ALL L6 4.1 ALL ALL ALL
CHEVROLET
Year Model SubModel Cylinders Liter Aspiration Eng Desg. Fuel Notes
1963 - 1973 BEL AIR ALL L6 3.8
4.1
ALL ALL ALL
1963 - 1972 BISCAYNE ALL L6 3.8
4.1
ALL ALL ALL
1969 - 1974 BLAZER ALL L6 4.1
4.8
ALL ALL ALL
1969 - 1969 BROOKWOOD ALL L6 4.1 ALL ALL ALL
1975 - 1984 C10 ALL L6 4.1 ALL ALL ALL
1963 - 1967 C10 PANEL ALL ALL ALL ALL ALL ALL
1963 - 1974 C10 PICKUP ALL L6 3.8
4.1
4.8
ALL ALL ALL
1968 - 1980 C10 SUBURBAN ALL L6 4.1 ALL ALL ALL
1975 - 1986 C20 ALL V6 4.1
4.8
ALL ALL ALL
1967 - 1967 C20 PANEL ALL ALL ALL ALL ALL ALL
1963 - 1974 C20 PICKUP ALL L6 3.8
4.1
4.8
ALL ALL ALL
1968 - 1982 C20 SUBURBAN ALL L6 4.1 ALL ALL ALL
1975 - 1986 C30 ALL L6 4.1 ALL ALL ALL
1963 - 1966 C30 PANEL ALL ALL ALL ALL ALL ALL
1963 - 1974 C30 PICKUP ALL L6 3.8
4.1
4.8
ALL ALL ALL
1967 - 1979 CAMARO ALL L6 3.8 ALL ALL ALL
1967 - 1979 CAPRICE ALL L6 4.1 ALL ALL ALL
1964 - 1973 CHEVELLE ALL L6 3.2
3.8
4.1
ALL ALL ALL
1962 - 1968 CHEVY II ALL L6 3.2
3.8
4.1
ALL ALL ALL
1962 - 1979 CHEVY II NOVA L6 3.2 ALL ALL ALL
1964 - 1977 EL CAMINO ALL L6 3.2
3.8
4.1
ALL ALL ALL
1975 - 1984 G10 ALL L6 4.1 ALL ALL ALL
1964 - 1974 G10 VAN ALL L6 3.2
3.8
4.1
ALL ALL ALL
1975 - 1984 G20 ALL L6 4.1 ALL ALL ALL
1967 - 1974 G20 VAN ALL L6 4.1
4.8
ALL ALL ALL
1975 - 1984 G30 ALL L6 4.1 ALL ALL ALL
1970 - 1974 G30 VAN ALL L6 4.1
4.8
ALL ALL ALL
1963 - 1979 IMPALA ALL L6 3.8 ALL ALL ALL
1975 - 1984 K10 ALL L6 4.1 ALL ALL ALL
1964 - 1974 K10 PICKUP ALL L6 3.8
4.1
4.8
ALL ALL ALL
1968 - 1980 K10 SUBURBAN ALL L6 4.1 ALL ALL ALL
1975 - 1986 K20 ALL V6 4.1
4.8
ALL ALL ALL
1967 - 1967 K20 PANEL ALL L6 4.1 ALL ALL ALL
1964 - 1974 K20 PICKUP ALL L6 3.8
4.1
4.8
ALL ALL ALL
1968 - 1982 K20 SUBURBAN ALL L6 4.1 ALL ALL ALL
1977 - 1986 K30 ALL L6 4.8 ALL ALL ALL
1968 - 1974 K30 PICKUP ALL L6 4.1
4.8
ALL ALL ALL
1975 - 1982 K5 BLAZER ALL L6 4.1 ALL ALL ALL
1964 - 1977 MALIBU ALL L6 3.2
3.8
4.1
ALL ALL ALL
1975 - 1980 P10 ALL L6 4.8 ALL ALL ALL
1963 - 1967 P10 SERIES ALL L6 3.2
3.8
4.1
4.8
ALL ALL ALL
1968 - 1974 P10 VAN ALL L6 4.1 ALL ALL ALL
1975 - 1989 P20 ALL L6 4.8 ALL ALL ALL
1963 - 1967 P20 SERIES ALL L6 3.8
4.1
4.8
ALL ALL ALL
1968 - 1974 P20 VAN ALL L6 4.1
4.8
ALL ALL ALL
1975 - 1989 P30 ALL L6 4.1 ALL ALL ALL
1963 - 1967 P30 SERIES ALL L6 3.8
4.1
4.8
ALL ALL ALL
1968 - 1974 P30 VAN ALL L6 4.1
4.8
ALL ALL ALL
1987 - 1988 R20 ALL V6 4.8 ALL ALL ALL
1987 - 1988 R30 ALL L6 4.8 ALL ALL ALL
1963 - 1967 SUBURBAN ALL L6 3.8
4.1
4.8
ALL ALL ALL
1987 - 1987 V20 ALL L6 4.8 ALL ALL ALL
1987 - 1988 V30 ALL L6 4.8 ALL ALL ALL
GMC
Year Model SubModel Cylinders Liter Aspiration Eng Desg. Fuel Notes
1964 - 1965 1000 SERIES ALL V6 3.8 ALL ALL ALL
1964 - 1965 1500 SERIES ALL V6 3.8 ALL ALL ALL
1964 - 1965 2500 SERIES ALL V6 3.8 ALL ALL ALL
1975 - 1978 C15 ALL L6 4.1 ALL ALL ALL
1975 - 1978 C15 SUBURBAN ALL L6 4.1 ALL ALL ALL
1966 - 1974 C15/C1500 PICKUP ALL V6 3.8
4.1
4.8
ALL ALL ALL
1968 - 1974 C15/C1500 SUBURBAN ALL V6 4.1
4.8
ALL ALL ALL
1979 - 1984 C1500 ALL L6 4.1 ALL ALL ALL
1979 - 1980 C1500 SUBURBAN ALL L6 4.1 ALL ALL ALL
1975 - 1978 C25 ALL L6 4.1 ALL ALL ALL
1975 - 1978 C25 SUBURBAN ALL L6 4.8 ALL ALL ALL
1966 - 1974 C25/C2500 PICKUP ALL V6 4.1 ALL ALL ALL
1968 - 1974 C25/C2500 SUBURBAN ALL V6 4.1
4.8
ALL ALL ALL
1979 - 1986 C2500 ALL V6 4.1
4.8
ALL ALL ALL
1979 - 1986 C2500 SUBURBAN ALL L6 4.8 ALL ALL ALL
1975 - 1978 C35 ALL L6 4.1 ALL ALL ALL
1967 - 1974 C35/C3500 PICKUP ALL V6 4.1
4.8
ALL ALL ALL
1979 - 1986 C3500 ALL L6 4.1 ALL ALL ALL
1964 - 1966 G1000 SERIES ALL L6 3.2 ALL ALL ALL
1975 - 1978 G15 ALL L6 4.1 ALL ALL ALL
1967 - 1974 G15/G1500 VAN ALL L6 3.8 ALL ALL ALL
1979 - 1984 G1500 ALL L6 4.1 ALL ALL ALL
1975 - 1978 G25 ALL L6 4.1 ALL ALL ALL
1967 - 1974 G25/G2500 VAN ALL L6 3.8 ALL ALL ALL
1979 - 1984 G2500 ALL L6 4.1 ALL ALL ALL
1975 - 1978 G35 ALL L6 4.1 ALL ALL ALL
1971 - 1974 G35/G3500 VAN ALL L6 4.1
4.8
ALL ALL ALL
1979 - 1984 G3500 ALL L6 4.1 ALL ALL ALL
1970 - 1982 JIMMY ALL L6 4.1 ALL ALL ALL
1975 - 1978 K15 ALL L6 4.1 ALL ALL ALL
1975 - 1978 K15 SUBURBAN ALL L6 4.1 ALL ALL ALL
1966 - 1974 K15/K1500 PICKUP ALL V6 3.8
4.1
4.8
ALL ALL ALL
1968 - 1974 K15/K1500 SUBURBAN ALL V6 4.1
4.8
ALL ALL ALL
1979 - 1984 K1500 ALL L6 4.1 ALL ALL ALL
1979 - 1980 K1500 SUBURBAN ALL L6 4.1 ALL ALL ALL
1975 - 1978 K25 ALL L6 4.1 ALL ALL ALL
1975 - 1978 K25 SUBURBAN ALL L6 4.8 ALL ALL ALL
1967 - 1974 K25/K2500 PICKUP ALL V6 4.1
4.8
ALL ALL ALL
1968 - 1974 K25/K2500 SUBURBAN ALL V6 4.1
4.8
ALL ALL ALL
1979 - 1986 K2500 ALL V6 4.1
4.8
ALL ALL ALL
1979 - 1986 K2500 SUBURBAN ALL L6 4.8 ALL ALL ALL
1977 - 1978 K35 ALL L6 4.8 ALL ALL ALL
1968 - 1974 K35/K3500 PICKUP ALL V6 4.1
4.8
ALL ALL ALL
1979 - 1986 K3500 ALL L6 4.8 ALL ALL ALL
1975 - 1978 P15 ALL ALL ALL ALL ALL ALL
1967 - 1974 P15/P1500 VAN ALL L6 3.8 ALL ALL ALL
1979 - 1980 P1500 ALL L6 4.8 ALL ALL ALL
1975 - 1978 P25 ALL L6 4.8 ALL ALL ALL
1966 - 1974 P25/P2500 VAN ALL L6 4.1 ALL ALL ALL
1979 - 1989 P2500 ALL L6 4.8 ALL ALL ALL
1975 - 1978 P35 ALL L6 4.8 ALL ALL ALL
1966 - 1974 P35/P3500 VAN ALL L6 4.1 ALL ALL ALL
1979 - 1989 P3500 ALL L6 4.8 ALL ALL ALL
1963 - 1966 PB1000 SERIES ALL L6 3.8 ALL ALL ALL
1963 - 1965 PB1500 SERIES ALL V6 3.8 ALL ALL ALL
1963 - 1965 PB2500 SERIES ALL V6 3.8 ALL ALL ALL
1987 - 1988 R2500 ALL V6 4.8 ALL ALL ALL
1987 - 1988 R3500 ALL L6 4.8 ALL ALL ALL
1971 - 1977 SPRINT ALL L6 4.1 ALL ALL ALL
1963 - 1967 SUBURBAN ALL V6 3.8
4.1
4.8
ALL ALL ALL
1987 - 1987 V2500 ALL L6 4.8 ALL ALL ALL
1987 - 1988 V3500 ALL L6 4.8 ALL ALL ALL
OLDSMOBILE
Year Model SubModel Cylinders Liter Aspiration Eng Desg. Fuel Notes
1967 - 1976 CUTLASS ALL L6 4.1 ALL ALL ALL
1975 - 1976 CUTLASS SUPREME ALL L6 4.1 ALL ALL ALL
1966 - 1971 F85 ALL L6 4.1 ALL ALL ALL
1973 - 1976 OMEGA ALL L6 4.1 ALL ALL ALL
PONTIAC
Year Model SubModel Cylinders Liter Aspiration Eng Desg. Fuel Notes
1967 - 1976 FIREBIRD ALL L6 3.8 ALL ALL ALL
1975 - 1977 GRAND LEMANS ALL V6 4.1 ALL ALL ALL
1964 - 1977 LEMANS ALL V6 3.5
3.8
4.1
ALL ALL ALL
1964 - 1970 TEMPEST ALL L6 3.5
3.8
4.1
ALL ALL ALL
1971 - 1976 VENTURA ALL L6 4.1 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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