I have been trying to find a post that described the fix to eliminate the camshaft from walking on early 430s. I just dissasembled my 430 and found it had about .100" movement. Could you help me find that post? Can you give me some idea what this spring should look like that is used to keep it from moving?
Was this also an issue for the Edsel 410 engine also? Tom
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MEL had a lot of engine design problems (including valve train) during the first year of production (1958). The issue of cam walk was corrected in 1961 with the redesign of the 430. It included cam bearings, camshaft and cam sprocket. The only way I know to correct the earlier problem is with a 1961/ retrofit.
The 410 saw even more problems as it was released in JUN 1957. Production was delayed due to engineering problems as the 410 was meant for the 1957 MERC TPC (The TPC got the LINC Y-Block 368). MEL put it into the EDSEL as EDSEL saw early production and the later released 383/430 went to 1958 MERC production.
I have a lot of loose notes that I need to gather. This is one of them. Can you give me a few weeks to get them together?
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That's fine. I'm just getting started on rebuild. I want to do it right. Besides,I will need to my cam either redone or get the retrofit,as you were mentioning. Sure appreciate all help. Tom
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Sure appreciate the research. I plan on building engine mostly stock. Seems from info there is different opinions on interchange of late to early engine camshafts. I have seen listings that throw all 58-65 engine kits as the same application. After what I see on these posts,that can't be.
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Correct. The 1958 was an animal all it's own and 59/60 saw many changes. It was completely redesigned in 1961 and went back to 4V in 1963 with many upgrades. And of course there was the 462.
Tha later cam change is gospel as it came from ISKY. They stopped making early blancs available and went to later design to eliminate cam walk and a few other problems. OREGON CAM GRINDING can regrind a later cam to the earlier specs or actually improve the whole thing.
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FORD developed the MEL ("Mercury-Edsel-Lincoln") engine series for use in their line of Mercury, Edsel and Lincoln models from 1958 through 1967. The MEL also replaced Lincoln's unique Y-block design. These engines were produced in Lima, Ohio at Ford's Lima Engine plant. They were replaced by the 385 series engines.
All MEL engines had wedge shaped combustion chambers formed between a flat head surface and an angle milled block deck, with the piston top determining the compression ratio and combustion chamber shape. Similar to the Chevrolet Big-Block 348 combustion chamber, also introduced in 1958, and the later 409. Unlike the Chevrolet, which had staggered valves and scalloped or M shaped valve covers, the MEL valves were inline with shaft mounted rocker arms like the FE model Ford engines which were introduced at the same time.
The MEL was similar to the Ford FE, with the same oiling system, bolt patterns, and valve stems, but was even larger. The main bearings were 2.9 in (74 mm), while the rod bearings were huge at 2.6 in (66 mm).
383
The 383 in³ (6.3 L) Marauder was the smallest member of the family. Produced from 1958 through 1960, it was only used in Mercury vehicles. It used a 4.3 in (109.2 mm) bore and 3.3 in (83.8 mm) stroke. Output began at 312 or 330 hp (233 or 246 kW), both with a four-barrel carburetor. 322 hp (240 kW) was the only output for 1959, and power dropped to 280 hp (209 kW) for the final year.
410
The least-common MEL engine was the 410 in³ (6.7 L) E-475. Bore was lower at 4.2 in (106.7 mm). 10.5.1 compression, a Holley four-barrel carb, and hydraulic lifters pushed out 475 ft.lbf (644 Nm) of torque. This engine was only used in the 1958, Edsel Corsair and Citation.
430
The 430 in³ (7.0 L) engine was produced from 1958 through 1965. It was also used in Ford Thunderbirds and was commonly referred to as the "Bulldozer" of the MEL series engines. The Super Marauder used three two-barrel carburetors. The 430 had a 4.30 in (109.2 mm) bore (same as the 383) and shared the 3.7 in (94 mm) stroke of the 410.
The compression ratio started at 10.5:1 for 365, 375, and 400 hp (272, 280, and 298 kW), but was reduced to 10.0:1 in less than a year. These 1959 engines produced 345-350 hp (257 to 261 kW), but power was down to 315 hp (235 kW) for 1960.
New pistons and a four-barrel carburetor were added for 1963. 10.1:1 compression brought output back to 345 hp (257 kW).
462
The 430 was replaced by the 462 in³ (7.6 L) engine in 1966. Bore and stroke were entirely different at 4.38 in (111.3 mm) by 3.83 in (97.3 mm) and the 462 MEL engine produced 340 hp (254 kW) and as much as 485 ft•lbf (658 N•m) of torque. This engine was fitted with hydraulic lifters and a Carter AFB four-barrel carburetor. This large torque engine was used only in Lincoln Continentals, from 1966 until mid-year in 1968 when it was replaced by the 385-series 460. Production ended after 1967. The production facilities in Lima were converted to produce the new Ford 385 engine family.
References
• Peter C Sessler (1999). Ultimate American V8 Engine Data Book. MotorBooks/MBI Publishing Company. ISBN 0-7603-0489-0.
• The Ford Mercury-Edsel-Lincoln. Retrieved on July 25, 2006.
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I did check with a local machinist on the casting bore size of the 58 430. he verified that the early 430 bores are different than the 61 andup. This means I'm unable to use the newer design cam and bearings.
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I haven't miked the bores on the merc 430 yet. the info I got from a book. I'm trying to determine the date the engine was built. I also have a 410 engine that came from a car that was built in Oct 20. I have dissasembled this engine yet.
I'll knock out the cam bearings and see what I have. With your info hope to determine if this was an early production casting.
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The later cam will not fit the early version or vice versa. Isky was wrong. The cam bearings have different outside DIMS as well as inside DIMS. Sorry guys.
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I raced the MEL engines from 1958 to about 1962 and used many blocks. I ran unblown, blown, gasoline, nitro and some stuff i won't mention. The 58 to 60 blocks have the older all the same size cam bearings. The 61 to last year used the varied sized cam bearing. The outiside specs of the cam bearings were larger as well as the inside spec. To my knowledge there was never a set of cam bearings made that would put the older cam in the newer block and you certainly cannot do the reverse due to size. However, we solved cam walk the easy old fashion racer way. We used a spring and a button to hold it in. This pushed against the cover. It only takes a little pressure to hold the cam in. If you are using a flat tappet cam (solid or haydraulic) there is no need for this. Normally the cam will not walk much.
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I do appreciate you shedding light on the early and late cam differences.
The spring and button you said you fabricated,how did you mount it? To the cover? I would appreciate any details you can recall.
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If I remember correctly we machined out a 1/2 inch dia hole about 3/16 inch deep in the middle of the cam sprocket to seat the spring in. This pring had a button on it that rode agaist the inside of the front cover.
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