the Lincoln Y-block of the 1950s. Produced in displacements of 383, 410, 430, and 462 ci, the MEL was available in the Mercury, Edsel, Lincoln, and even Ford Thunderbird. When this engine entered production at the beginning of the 1958 model year at Ford’s new Lima, Ohio, engine plant, it wasn’t officially known as the MEL. In fact, based on Ford documentation from the period the Mercury-Edsel-Lincoln (MEL) Division of Ford didn’t exist until January 1958 when it was officially announced.
This is a 1968 GT500KR with the 428 Cobra Jet with Ram-Air and a single Holley 4150. The 428 Cobra Jet was a midyear option introduced on April 1, 1968. This engine replaced the 428 Police Interceptor version that was standard in the non-KR models.
Ford’s 428 Cobra Jet got these finned cast-aluminum valvecovers early in the 1970 model year. They replaced stamped steel chrome valvecovers that were common from 1967 to 1969. This R-code 428 Cobra Jet is fitted with optional shaker Ram-Air.
What makes the MEL an odd-duck big-block is its unusual combustion chamber and cylinder head design similar to Chevrolet’s W Series 348/409-ci big-blocks. Instead of a wedge-shaped chamber in the cylinder head, the MEL used the top of the cylinder bore as a combustion chamber with a flat-surface cylinder head. Cylinder heads resemble those from a diesel with a flat deck. The block deck was milled at an angle to the cylinder bore to where the piston dome determined compression ratio. The MEL had shaft-mounted rocker arms similar to those found in the FE/FT Series big-blocks.
Engine Identification Tag Information
Beginning with the 1965 model year, Ford V-8 engines were equipped with identification tags from the factory. This tag includes displacement, model year, year and month of assembly, and the change level. The change level advanced only when a replacement part or upgrade was introduced. The change level addressed engineering changes, making it easier to identify engines. This information was more for Ford’s use than the enthusiast’s. The identification tag is attached to the intake manifold on the FE Series big-block V-8s. The tag is located at the ignition coil bracket of 429/460 engines. ■
The MEL employed an open valley with a stamped pan beneath the intake manifold similar to the Ford and Lincoln Y-block V-8s. Intake manifolds were not equipped with a cold-start heat feature. Down under, the MEL had a brute cast crank, heavy cast pistons, and large-shouldered connecting rods. Although Ford called this engine the “MEL,” it was installed in the Thunderbird as well as a premium engine option (430 ci) in 1959–1960.
The Mercury-only 383-ci MEL engine was available from 1958 to 1960 sporting a 4.300-inch bore and 3.300-inch stroke. The 410 yielded a smaller 4.200-inch bore and longer 3.700-inch stroke. The larger 430-ci MEL, produced from 1958 to 1965, was available in the Lincoln, Lincoln Continental, Mercury, and Ford Thunderbird and had a 4.300-inch bore and 3.700-inch stroke. Ford fitted the 430 with three 2-barrel carburetion to conceive the Super Marauder.
The 430 was legendary for unwieldy amounts of torque. They were very popular with the powerboat crowd. Ford’s 430-ci Thunderbirds stood racing on its ear when Holman and Moody took them to the racetrack. Ironically, the performance aftermarket never embraced the 383/410/430/462 MEL big-blocks, which called for a lot of private enterprise innovation in race shops around the country.
Ford took the MEL to 462 ci in 1966 with a 4.380-inch bore and 3.830-inch stroke to power big, heavy Lincolns. This was the MEL’s last hurrah for the 1967 model year. The MEL was considered dated and in 1968, the lighter skirtless-block 385 Series 429/460-ci engine family replaced it.
The Super Duty
The new Ford V-8 engines had a banner year in 1958. This included the FE, FT, MEL, and Super Duty, or “SD,” which displaced 401, 477, and 534 ci. The Super Duty 401/477/534 engine was a heavy-duty, truck-only super-size V-8 with a production run from 1958 to 1982. It has nothing in common with the FE, FT, or MEL. Forget about this engine for your Mustang, Galaxie, or F-Series pickup.
The Super Duty is easily one of the largest and heaviest gasoline engines ever made. Some aspects of the Super Duty can be considered iconic, such as its early log-style induction system. It struggled with fuel distribution problems and cold-start issues. If you grew up around this engine you will remember lean off-idle intake backfire as the throttle was opened. They coughed and sputtered until they were warmed up.
What the Super Duty did share with the MEL was that same 90-degree V-8 with a 60-degree flat deck where the top of the wedge cylinder became the combustion chamber. Pistons had a large dome that took up space and provided compression. The Super Duty was quite the workhorse and did it well for a long time.
427 SOHC Cammer
Ford can be considered notorious for going way out on a limb with engineering innovations that excite the senses. The Single Overhead-Cam (SOHC) 427-ci FE big-block is one such example and easily the most memorable. However, it can be considered a significant corporate flop for Ford Motor Company.
Ford developed the 427 SOHC as a response to the beating it was taking in stock car racing. Chrysler’s 426 Hemi was beating everyone. Ford was determined to get back into the winner’s circle. When Ford presented the 427 SOHC Cammer to NASCAR head honcho Bill France early in 1964 it was promptly rejected as too exotic for stock car racing. Ford continued to lobby for the 427 SOHC against NASCAR’s pushback. Ford’s own racing chief, Jacque Passino, stressed the importance of leveling the playing field. France continued to say no.
About Ford Part Numbers
Ford part and casting numbers can be confusing, especially if you have not dealt with them before. There are actually two different part-numbering systems. The more common system, 1950–1998, applies to engines addressed in this book. Things changed in 1999 with a new numbering system. Here’s how the 1950–1998 system works:
Typical Ford Part/Casting Number
| C5ZZ | - | 9510 | - | K |
| Prefix | - | Basic Part Number | - | Suffix |
The prefix tells you when the part was originally released for production, what car line it was released for, and what engineering group it came from. The prefix breaks down like this:
First Position (Decade)
| B | = | 1950–1959 |
| C | = | 1960–1969 |
| D | = | 1970–1979 |
| E | = | 1980–1989 |
| F | = | 1990–1999 |
Second Position (Year of Decade)
Indicates the year the part was released by Engineering for production.
Third Position (Car Line)
| A | = | Ford |
| D | = | Falcon |
| G | = | Comet,
|
