In thinking about John's 400+ hp post just below, I realized that I could guess at the performance of a 67 Lincoln 462 but had no data whatsoever. So I did guess, using my WerbyFord Gonkulator computer, as you will notice in John's post. Kultulz contributed a road test result from a 58 SuperMarauder, but I realized the thing to do was to get the Brooklands Lincoln book so that is what I did. Excellent book. So together, Brooklands 49-59 Merc and Brooklands 61-69 Lincoln offer the following history of MEL road tests, I am just giving a summary here. RWHP is Rear Wheel Horsepower, and also I think some of the times are 5th wheel times, which are about 0.4 sec slower than an e.t. via tripping the Chrondek lights. Most or all of the tests had 2 people aboard too.
Summary of Brooklands 47-59 Merc and 61-69 Lincoln: Excellent Books on MEL.
Source: Jun 58 Motor Trend
Car: 58 Monterey 4d
Engine: 383/330 - 162 RWHP
0-60mph: 9.5
Et/mph: 17.70 at 83
Curb Wt Measured: 4300 {pg 77)
Source: Jun 58 Motor Trend
Car: 58 Park Lane 4d hdtp
Engine: 430/360 - 173 RWHP
0-60mph: 10.0
Et/mph: 18.0 at 80.5
Curb Wt Measured: 4680 (pg 77)
Source: Sep 58 Motor Trend
Car: 58 Monterey 4d
Engine: 430/400 - 195 RWHP
0-60mph: 7.9
Et/mph: 16.60 at 88.7
Curb Wt Measured: 4300 (same car as Jun 58 383/330 test)
Source: Apr 59 Speed Age
Car: 59 Park Lane 4d
Engine: 430/345
0-60mph: 7.8 (Text says speedometer reading. My guess is about 10% optimistic)
Et/mph: 16.80 at 91 (wow, but again was this a speedometer reading?)
Curb Wt Measured I think: 4671 (pg 87)
Source: Feb 66 Motor Trend
Car: 66 Cont 2dr
Engine: 462/340
0-60mph: 10.8
Et/mph: 18.10 at 80
Curb Wt Measured I think: 5380
Source: May 66 Motorcade
Car: 66 Cont 2dr
Engine: 462/340
0-60mph: 10.5 (10 to 11)
Et/mph:
Curb Wt My Guess: 5380
The times are a bit slow but the cars are all heavy, the lightest one at 4300 lb curb. The good news is that:
1. We had one of the first MEL cars, a ~4400 lb 58 Merc 430/360. At the same time, we had one of the first 429 cars, a ~4400 lb 69 XL 429/360. Their performance, seat of the pants and stopwatch, was nearly identical. I felt that was a good start.
2. Even the weight should not be totally discouraging, plenty of 4000 lb cars ran in the 13's at 100+ bone stock back in the day, so even 5000 lb makes the 14s a possibility, with a factory-grind streetable cam.
3. So now I can go back to the 400+ horsepower post and see what might be done with that ~5380 lb 67 Lincoln 462. It will knock on the door of the 14s, at least on the computer. And the computer predicted many of the above, before I looked at the numbers in the book. But John will have to take his big 67 to the strip and post time slips so we will all know. I did predict an 80mph trap speed which matches the 67 Lincoln 462 test above so there is some hope maybe.
I thought you all might appreciate the road test summary - a few even had rear wheel hp reported. The Brooklands books are great. No engine dyno data though, anybody know of any?
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Thanks for the info and predictions. I will just have to see how smart the computer is once I am all done!
On the other hand..I have performance info for you. When I bought my '67 coupe I wanted all the articles and books I could find and my first one was the 'Lincoln Continental Performance Portfolio 1961-1969' This book has all the articles from every year and performance stats. I will share some with you for 1966 (everything is the same for '67). I hope this helps! I just happened to remember I had this book and one article stated that the 1965 Lincoln Continental was the only luxury car tested that could lay tire! Tested was a Jag, Caddy, Imperial, Lincoln, Benz, and Rolls Royce. That was with the 430! Anyways, here is your info; enjoy!
TEST CAR: 1966 Lincoln Continental 2-door, 6 passenger coupe
CURB WEIGHT: 5185 lbs.
ENGINE IN TEST CAR: Ohv V-8
Bore and stroke: 4.38 x 3.83 ins.
Displacement: 462 cu. ins.
Advertised horsepower: 340 @ 4600 rpm
Max. torque: 485 lbs.-ft. # 2800 rpm
Compression: 10.25:1
Carburation: 1 4-bbl.
TRANSMISSION TYPE AND FINAL DRIVE GEAR RATIO:
Torque-converter automatic; Twin-Range Turbo Drive. 2.81:1
John,
Yes, I think it is the same book and the same article. Since it is a near twin to your car, I decided to see, on my computer at least, what the MEL might do in this car:
Start with the big 66 Continental (5380 lb curb) from Feb 66 Motor Trend, 0-60mph=10.8, et/mph=18.10 at 80mph (5th wheel I think).
Let’s take it down into the 14s (on the computer at least!) and still have a streetable car with leather and A/C – changes will be invisible to the outside, except the muffs will be a bit louder.
1. Motor Trend Test, 2 aboard, "340" horsepower:
0-60mph: 10.8
Quarter (5th wheel?) 18.10 at 80
2. WerbyFord Gonkulator computer of same:
0-60mph: 10.7
Quarter (5th wheel) 18.11 at 80.1
Computed gross power:
Torq 451 at 2700
Power 315 at 4300
3. Changes: 1 aboard, open 3x14” air cleaner, 2.5” Magnaflows,c6 shift kit:
0-60mph: 9.4
Quarter (Chrondek et/mph) 16.90 at 84.5
4. Changes: Dial stock cam from 2.5 degrees retarded (Stock) to 4.0 degrees advanced
0-60mph: 9.1
Quarter (Chrondek et/mph) 16.69 at 85.6
Computed gross Power:
Torq 474 at 2600
Power 322 at 4100
5. Changes: Block intake heat riser, add 3.25 trac lock, fix the spongy rear so it hooks like your average stock Galaxie:
0-60mph: 7.9
Quarter (Chrondek et/mph) 15.84 at 86.1
6. Changes: Engine: Port heads to add 5% flow, and use Isky 256 cam grind for FE Ford (but grind it on an MEL blank and use 4 deg advance)
0-60mph: 7.5
Quarter (Chrondek et/mph) 15.52 at 87.9
Computed gross power:
Torq 503 at 2600
Power 340 at 4100 (finally an honest 340hp)
7. Changes: Engine: Aluminum 429cj intake with that elusive adapter kit, roller cam John described with 230-230 duration and .513-.513 lift, bore .030, 10.5 CR with .010 deck quench clearance, 780 downleg Holley, 1-7/8 Headers John describes:
0-60mph: 6.9
Quarter (Chrondek et/mph) 14.97 at 93.0
Computed gross power:
Torq 515 at 3700
Power 436 at 5100
Hey, we made it, a functional, not-stripped Continental nudging into the 14s. Still has the spare, gas, A/C, leather, etc. Could this really be done? My “Gonkulator” computer has followed many builds accurately – but so little info is out there on the MEL, would it really respond this way? Just have to try it – but at least there is hope, that is a mighty strong engine near the end steps.
Comments or data or any info welcome, I am looking for some measurements on any of the stock MEL intakes, “A” and “B” height and port sizes for example.
But this is my best computation on how to get an MEL powered Continental to run.
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Thats great info! I can't wait to see just how well it does run and I think I might be the only one out there trying to modify a MEL at the moment. Lets hope I sell that old truck and get hoppin on the build! The rear end will be the hardest thing for me to get...would love 3.25 gears. I will have to look into it. Thanks for posting this topic its one of the most exciting and interesting ones I have read...and its all about MEL Lincolns. You have answered my 9 year question...how fast can this beast be? Thanks again and I will keep you posted if I get on the build this winter! Take care and keep up the good work
John
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Can we maybe add a few neat additions to the MEL Gonkulator for my 462??? How about that wonderful 3x2 intake with 2300 Holly carbs on it, a 2,000 stall converter and a shift kit, 3.50 posi gears in the rear...thats about it for now so we would have to substitute the 460 intake adapters and add the other stuff if you can. I'd like to see those results since thats my plans if all works out. Take care.
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No a/c for the time being. Mine is all worn out and I am taking it off and storing it till I can get it rebuild in about 100 years. So if no a/c can be factored in as well...that would be another thing that might add a tiny bit of power. Thanks
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John,
Assuming it fits and lines up, the 6v intake computes even better than the 460-4v adapter setup. Bear in mind though, again, the scarcity of real data. Your measurements should help make these guesses better but intakes are kind of "magic", you never really know until you run one in a given car.
In the thread above, we left our story with 436hp computed and a computed 14.97 at 93.0.
If instead I key in the 6v intake with the new measurements, I see:
Torq 526 at 3700 (+11)
Powr 440 at 5100 (+4)
If these are real, then you might see:
0-60mph 6.8
14.88 at 93.5, about a car length faster.
By ditching the AC and adding a 3.50:
0-60 6.58
14.71 at 94.3
I assumed a 2000 stall already based on my experience with the C-6 behind lots of inches.
The best way to know for sure is, if the car is still together, go get some time slips with it. That way you will know the starting point, and how it works on launch (60ft time), then early on (330ft), mid track (660ft) and finally 1/4 mile. Even thru the 1/8 mile will tell you most of the story.
Does it spin the right rear tire right now? My calcs say it should. And, that problem will only get worse and prevent the times I am computing here, so chassis work will be needed and the trac lock won't solve it all.
Or, is the car already apart?
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Thanks a lot! I emailed you Werby but I thought I should post something for those who are reading along.
The car is not on the road and had not been since 1984 so I cannot get a time slip without breaking something! Drove it a 2 miles or 3 since I got the brakes done and the tranny rebuilt once it stopped shifting into gear to get it out of the garage. Runs like a kitten smooth and steady once I broke the engine free. Pertronix elec. ignition, elec. fuel pump, Edlebrock 750 carb and the thing starts every time. Smokes on the passenger side but could be valve seals. Needs overhauled before I can get a time slip but once its apart its getting the treatment and will no longer be a stock engine. I wish I had one to just drive and see how it is stock and then drive mine when its done to see how it improved!!! Oh well. If I hit the lotto I will buy one and do just that. Anyways, I wonder what chassis work I will need to do. The car will only be raced to get times, but after that its just a cruiser with some mad power when I need it or want to feel it! I don't think I need to get into frame connectors but might if its too torquey. Not sure on the rigidity of these Lincolns yet. Thanks for the help and awesome information! Someday you will have all the MEL specs and I will have the living results!
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