What exactly is included in the kit? Thanks

Quote from: MeanGene on May 24, 2024, 04:47:03 PM

That would be very rare as the 410 Merc FE was 66-67 only

      Yes, my mistake for not being clear; what I perhaps should have said was:  that I've seen and had several of the 410's that utilize a block that has the casting box on the side and up high (not as typical for FE's) that says "C4AE".  And then of course there's the "C5AE' blocks that also seem to commonly have the additional webbing and bosses, but I haven't witnessed those as being so commonly utilized as for the Mercury 410's.   

     Scott.

Nice try but no. Factory-built 410 Mercs were 66-67 only, probably C6ME or C7ME blocks. But one can build a "410" from any 390-360 block (or even a 352). The 3.98 stroke crank did not come out until '66, in both the 410 and 428. Maybe you just saw one that someone built on an early 390 block. I actually have one of those '64 blocks that I am saving to make a 410, as the bores are cherry, and I have std, .020 and .030 pistons. I have another C4 shortblock that I'm hoping is the same

That would be very rare as the 410 Merc FE was 66-67 only

      Yes, my mistake for not being clear; what I perhaps should have said was:  that I've seen and had several of the 410's that utilize a block that has the casting box on the side and up high (not as typical for FE's) that says "C4AE".  And then of course there's the "C5AE' blocks that also seem to commonly have the additional webbing and bosses, but I haven't witnessed those as being so commonly utilized as for the Mercury 410's.   

     Scott.

An exhaust push rod had broken the adjusting cup. When I removed the rocker assembly with the broken rocker, I found the ARP stud next to it was slightly bent. By all appearance the adjuster had not backed off and the bent stud next to it still appeared to be holding torque.

     When you experience multiple different but related components surrendering at the same instant such as this, I'd be concerned for possible interference causing things to effectively go solid.   At minimum, I'd perform a leak-down test on that cylinder before reassembly and double check the clearances throughout the valvetrain (including the removal of that spring and rechecking the installed height); before having another go at it.      

     Scott.

Ok, I'll look back through my orders and see what lobes we used.

I torque them at 40-45 and if you put inserts in your heads, you can go pretty high on them.  30 isn't enough for a 3/8" ARP stud and that's probably what caused the failure.  Things were just squirming around due to no clamping load.