just picked up a 66 lincoln and im doing the outside and stuff right now but will have some extra money for engine dressup and possibly intake manifold, headers, etc.etc. i need to find these things or i need to find out if stuff off other motors will work or not. any help would be greatly appreciated, i do have an older holley 4 barrel carb on it now. thanks.

Is that their hoodline was lowered from the 58/60 models forcing engineers to lower the carburetor mounting pad on the 61/68. This prevents using the earlier performance heads and intake as they will require a hood scoop on your model.

Within the posts on this forum you will read how one member adapted a set of BBC headers to a MEL. Your camshaft will have to be regound as performance cams are non-existent. That leaves ditributor/ignition upgrades and the stock 4V CARTER will prove more performance orientated than a HOLLEY or EDELBROCK replacement.

I am excited to see some posts on this sight as-of-late!

A number of times during my Internet browsing, I have run across individuals thinking about running the Header's by Ed flanges with the cut off BBC block hugger headers. What a great solution for the problem facing all early vintage Lincoln owners; a solution for the non-existent performance parts dilemma. Problem is, the K-Frame member on the early Lincoln, the example noted by myself is a 1966 Lincoln, will not allow a collector that is positioned dead center under the cylinder head flange, such as they are on a typical block hugger header. One would need to use a header design with a rear dump collector located back toward the firewall in order to clear the K-Member.

I was a bit taken back to see that the BBC headers with the Ed-flanges would not be a viable option. Finally, I came across an early ford truck with a 462 MEL on the Internet one day. The owner had fabricated a set of headers using a set of BBC block hugger headers mated to a set of MEL cylinder head flanges. This application, just as my 50 Chev truck with its mustang-II front suspension, lent itself to a center positioned collector location.

I would suspect that there are still options available to the enthusiast wanting to install a set of headers on an early Lincoln: Build your own (Headers by Ed has all the parts needed to build a set), consider using a rear exit BBC header design with MEL cylinder head flanges, or contact "Ford Powertrain" in order to have a set built.

This company is willing to build headers for this make of car only if they are able to find 20 individuals whom are willing to step up the plate and put a minimal amount of money down, $100.00, as a retainer so that he will be able to justify his time and expenses in order to insure there is a market out there for such an endeavor. Money talks and you know what walks.

My friend Jeff is willing to deliver his Lincoln to Ford Powertrain's shop in Seattle Washington. This would give them a car they would need to mock-up the first set of Lincoln headers that would be used to construct a jig that they would need to build all future Lincoln headers at their facility. Again, please call "Ford Powertrain (253) 848-9503 and let him know if you are interested.

As for the clearance problems associated with the plank-side Lincoln's using the 1958 cylinder heads with its raised plenum intake, I have read on the Internet where the 58 heads and manifold will work, just barely, as long as a low-profile air filter assembly is used. You might want to check this out though. Also, is the cylinder head design different in any other way than port sizes? I will have to see if there are any physical changes outside of the port sizes. Otherwise, it's just a carb mounting pad location issue, very simple measurement here.

I would love to see more performance oriented conversations on this sight. Love the cruiser aspect of the BIG Lincoln cars, but that doesn't have to mean they need to be limited to a totally stock condition. One just has to understand that it might require a bit more research to get the results one is hoping to obtain to make the car a little more enjoyable. Chances aer good that there won't be another one like it in your general local as well.

1950 Chevy 1/2 ton BBC pro-street truck...with 3" off the top & 14 x 32" DOT slicks out back.

Best friend Jeff's 1966 Lincoln 2-Dr. 520 MEL (4.250 stroke) with 58 ported heads & intake formally owned and brought brand new by my ant Irene, tooooooo
cool!

Your sharing is most appreciated. As for the headers, it was a contribution by another member. I think it was on an earlier application. But thanks for pointing this out.

As for the earlier intake on a slabside, I have only seen an EDELBROCK 3X2 installation and it required a scoop.

There is much information contained in this bulletin board but one has to search endlessly for it due to the outdated format.

Any and all contributions you have to offer is greatly appreciated.

Thank you for your quick response.

It is always nice to know that there are individuals out there who are trying to find accurate information about Lincoln cars and engines, no easy matter!

I will try to locate as much information about the issue with low hood line clearance associated with the slab side Lincoln and how that relates to head manifold choices. My friend Jeff (I, am the 50 Chev truck guy) in adamant about not running any type of hood scoop, cowl hump, you name it...he will not go there!

One only has to understand a very limited amount of performance theory to realize the benefits derived from the 58 heads when compared the latter small port/valve design, especially when one builds a stroker motor. The 1958 MEL heads have a very generous port that definitely pushes the performance paralysis up quite a bit.

This is not to say, however, that the Big port MEL heads are the best solution for everyone. It does, however, becomes somewhat of a requirement on the 500" and greater displacement engines though. Even Jeff's 58 MEL heads with their big port & 2.250 intake / 1.880 exhaust valves (aftermarket valve size), won't need to be revved up. Put these same heads on a 430/462, and it will need to pull higher RPMs, but I wouldn't suspect it to be to high though. I would recommend finding someone who had experience with the early Marauders if possible. From what I have read, they were a very high torque engine @ low RPMs with an extremely durable foundation. These engines were installed in extremely heavy luxury cars with freeway gears and very tight converters, and from what I understand, they ran like pretty darn hard for there time-frame. They did have their problematic issues, but I would suspect that the majority of their problems can easily be remedied by using what FE parts will interchange or having custom parts made up.

If one were to run a 430/462 displacement MEL, they could consider running the small port 61 and later heads with pocket porting and valves from the marauder or super marauder (2.140/2.080 intake valve & 1.770 exhaust valves). One would need to pay attention to piston to valve clearence here and piston valve relief issues. I would recommend aftermarket pistons, seems to be the popular trend on the MEL forums.

As for the nauseating smashed-plenum intake manifold that resides on the 61 and latter small port heads. I have the most difficulty excepting the intake design, or lack of, more than the small port heads, yeikes! This is not to say that a good intake requires large runners that are positioned in a sky-high latitude, but they should have at least a reasonably realistic flow path that is somewhat less torturous than the smashed plenum MEL design. Simply stated, the latter intake is great for those cases where one wishes to retain the stock air cleaner housing/silencer. GREAT! Love the resto guys and gals.

Close the stock hood & no one would know that you've modified the car, less possiably the exhaust note. This is the problem with the latter head design, intake manafold options are nonexsistant. This again is my opoinnion. and you know what they say about opinions. Maybe someone else can chime in about intake manafold options for the later MEL small port heads. Come to think of it, manafold options are even slim for the Big port MEL heads.

I hope that I haven't thrown to much water on someone's fire. I would rather find the best solution for a vehicle I am building so that I can be reassured that I have built the best combination possible. What combination is the best for myself might not be the best for the next person, "live & let live."

The following guy, CHRISTOPHER MCKITTERICK, is an individual whom likes the look of the hood scoop on his very sensible 1964 LINCOLN. From what I understand, he was not required to run the hood scoop with his tri-power setup, he just wanted the visual impact/accent of the scoop. Please check me out on this matter by visiting his sight @ http://www.sff.net/people/mckitterick/Lincoln/Lincolns1.htm

As for the performance aspects of the MEL engine, you might want to visit the following Internet sight: http://www.mikesteinberg.com/my_story.htm Mike Steinberg has been very helpful with Jeff's project that is still a work in progress. His sight is incredible!!!

I wish you the best with your project. You should have a great time with the car...no mater what direction you choose to go with it. I will be getting back to you with more information as soon as I locate it.

P. S. My 50 Chev 1/2 ton has enough room to swallow a roots supercharger, no scoop required. This is a scenario where one knows its blown just by the sound it omits. Than again, its not a Lincoln. One has to love the luxury cruisers, especially the sleepers.

Take care & God bless, eric.

there is a cam listing from ebay(2-9-06). I bought one of these cams a month ago. Its a roller cam so mechanical roller lifters are required. I am having my 430 rebuilt and i hope to get pics soon. I have an msd 6 box, pertronix in distributor, msd coil with a holly 750 cfm on top. I used Fe roller rockers (harland sharp) and crane roller lifters. Thanks to all who post here as tring to build a performance motor for a 430 is a challenge. I used info from this forum to comlete this task

I am not certain as to who it was that made the post on the above mentioned roller cam. Anyhow, I would like to extend a thanks for the led on the Iskenderian camshaft that was for sale on e-bay. My friend purchased the following cam for his project MEL buildup. The cam is in exceptional condition, perfect candidate for a re-grind.

nos never installed Isky roller cam for 61-66 Lincoln 430 462 motors 505 lift 320 duration intake 52-88 ex 88-52 lash 030 comes with cam id card uses FE ford lifters want HP this will help.

We will be sending the cam off to Motor Machine and Supply to have the cam reground to a profile that incorporates a somewhat less dated configuration. I hope that I'm not sounding as if I am giving a sales pitch here, but the following company is a valuable resource that I just happened to come across by chance.

Motor Mach. and Supply is, among other things, a camshaft broker that designed and built one of the most sophisticated computerized piece of machinery that is able to determine what camshaft profile is best suited for a particular application. The computer is so good at performing the task that it can outguess the best in the business! Many of the top engine builders out there rely on Motor Machine and Supply to help them determine what cam is best for such and such an application, especially the unfamiliar ones.

David Vizzard saw a need for such a machine years ago and worked with them to build the computer. They have quite a bit of time and money into the Machine itself. And from what I understand, it is the only one in existence that is as complex in its design and capability, pretty cool.

I don't get any royalties from Motor Machine and Supply, honestly. They have a great thing going for them in that they are able to enter an array of information and have a machine spit out the best recommendation for that particular application. Unfortunately, the machine has no experience other than what is entered in by the employee themselves. The person entering the information must have access to a wealth of information either in his/her head, or a pretty well developed supply of data on file that they are able to use in order to assist the automated machine in making the best choice for such and such a particular customer's needs.

One of the biggest issues we have been faced with during this buildup it trying to locate technical performance information that would eliminate the trial and error aspects of such a build. I would appreciate any information or sources that you have been able to locate and would be willing to do the same on my end. The above source, Motor Machine and Supply, is a great source with both a wealth of information to draw from and an array of assuasive technology that rivals or exceeds the best out there. Unfortunately, their knowledge about the MEL Series Engine is extremely limited, especially of a performance nature.

The car itself is presently owned by my best friend Jeff. It is a 1966 Lincoln 2-Dr. that will be powered by a 520 MEL (462 MEL's 3.83" factory stroke crank offset ground to 4.250") and a MEL 462 block with a 4.410 bore. The heads are mildly ported 1958 MEL 430" with 2.25 intake & 1.88 exhaust valves. We will more than likely end up running the cast steel factory intake manifold with a port match, some plenum work with a 1'000 cfm 4150 hp series holley carb using annular boosters, that is unless we are fortunate enough to run across a tri-power intake. Headers will be custom built using 2" primary tubes with 3.5 inch collectors. The car is HEAVY @ 4,900 lbs. Due to its unibody construction, the car will have frame connectors installed. We are hoping to get it down a few hundred pounds, but not much more. The car will be using a small amount of nitrous, a 150-200 hp fogger system. The Lincoln will be a duel purpose built car with an emphasis on both its cruise ability on the street and its ability to surprise more than a few people at the track. The car will utilize a gear venders overdrive in order to make it a bit more livable in both regards.

We are planning on running Comp Cams bee-hive valve springs with titanium retainers. The aftermarket has various aluminum roller rocker arm kits available for the FE series engine that are said to interchange with the MEL; however, we a fairly sure that the rocker shafts themselves are a bit shorter than what would be needed to retrofit onto the MEL engine. We may end up having to have a set custom made.

The intended RPM range of the engine itself will be determined by the cylinder head's flow capacity in relationship to the engines displacement. I would suspect that the engine will need to turn approximately 5,800-6,000 RPMs Max! Were not wanting to spin the thing up to high though, but we sure don't want to experience any surprises as far as it relates to valve train issues. We will be having the above mentioned MEL cylinder heads and intake manifold flow tested once completed and send the resulting cfm ratings Motor Machine and Supply. Once we have the flow results, we will post them on the sight .

Best friend Jeff's 1966 Lincoln 2-Dr. 520" MEL that was formally owned and brought brand new by my ant Irene, tooooooo Cool!


My 50 Chevy 1/2 ton BBC pro-street PU..with 3" off the top & 14 x 32" DOT slicks out back.