a spread-bore manifold. The more powerful Super Cobra Jet had the Holley 4150 with a Holley baseplate compatible manifold.
This is the MEL big-block from another angle. In the mid-1960s, MELs had the power steering pump driven directly off the crankshaft.
Boss 429
Ford Motor Company never gave up in its pursuit of a NASCAR-winning engine. When the 427 SOHC failed to endear NASCAR officials, Ford looked to its 385 Series big-block for hemi-chamber inspiration. The objective was to conceive a hemi-head 429 and go after Chrysler’s 426-ci Hemi. Ford called its Hemi answer the Blue Crescent. During development, the Blue Crescent had iron hemispherical chamber cylinder heads and surely weighed a ton. Aluminum heads weren’t far behind.
The Blue Crescent was a purpose-built racing engine developed for NASCAR competition, in particular the 1969 Torino Talladega and Mercury Cyclone Spoiler II race cars. Somewhere in all of that it became known as the Boss 429. To meet NASCAR homologation requirements, Ford had to produce a minimum of 500 street versions of the Boss 429 engine and a corresponding number of vehicles in which it would be raced.
The MEL big-block was replaced by the 385 Series 429/460 big-block in 1968. Produced in the same plant as the MEL (Lima, Ohio), the 429/460 big-blocks remained a Ford mainstay well into the 1990s. For two years only, 1970–1971, Ford produced the 429-ci Cobra Jet for high-performance Mustang, Cougar, and intermediate applications. The premium option 429-ci Super Cobra Jet also produced in 1970–1971 was the only mechanical lifter 385 Series big-block ever produced.
Semon E. “Bunkie” Knudsen, Ford’s short-term chief, came up with a way to get the most mileage out of the Boss 429 project. The decision was made to produce at least 500 Torino Talladegas with 428 Cobra Jets and at least 500 Boss 429 Mustangs. Mercury Cyclone Spoiler II street cars (Mercury’s Talladega) were fitted with the 351W.
Although the Boss 429 was good for marketing mileage, it was an incredibly bad idea from a logistics and manufacturing standpoint. Producing Boss 429 Mustangs involved bucking and building these cars at Dearborn, then shipping them to Kar-Kraft in Brighton, Michigan, to be fitted with their Boss 429 powertrains. The Atlanta and Lorain assembly plants had to be shut down for a time to build the NASCAR-bodied long-nose Torino and Spoiler II street cars.
To add insult to injury, Ford and Mercury dealers couldn’t give these cars away. The Boss 429 Mustang and 428 Cobra Jet Torino Talladegas didn’t sell because they were impractical for the average buyer. Some sat on Ford dealer lots for years before they were sold. The Mustang’s Boss 429 engines were detuned for the street and loaded down with the Thermactor emissions system, making them pigs compared to their NASCAR siblings. Few people wanted them.
Ford took another shot at NASCAR with the Boss 429 big-block in 1969–1970. Originally developed as the Ford Blue Crescent with cast-iron heads, Ford engineers refined the most exotic of the 385s giving it aluminum heads to reduce weight and enable more power. The downside to the street Boss 429 was its detuned reputation and poor performance, even though it did make 375 hp. The 1969 Boss 429s were fitted with hydraulic lifters. Realizing this engine’s power shortcomings, Ford went to mechanical lifters and a more aggressive cam for 1970. This engine wanted to rev and did when built to NASCAR specifications.
The Boss 429 engine was another exotic offering from Ford. It was decidedly temperamental for so many reasons, which made it a less-than-adequate street engine. They sputtered and stalled. They had Cooper rings and O-ring seals instead of gaskets to keep combustion where it belonged within the dry deck.
Gross Horsepower/Torque versus SAE Net
Prior to the 1972 model year, manufacturers published horsepower and torque figures at the engine’s crankshaft. Beginning in 1972, the Society of Automotive Engineers (SAE) changed horsepower and torque numbers from gross to net, which meant measuring power output with all accessories and related pieces installed and operating. In other words, SAE Net horsepower and torque is measured based as though the engine is installed in the vehicle. Gross horsepower and torque were measured at the crankshaft with the engine void of any accessories.
The 429 Cobra Jet for 1970–1971 with 360 hp on tap. Ram-Air was an option, as was the Super Cobra Jet with 375 hp. These were first to leave the traffic light, especially the solid lifter 429 Super Cobra Jet.
Gross horsepower and torque numbers weren’t always honest either. Automakers raised numbers to sell more vehicles. They also reduced horsepower and torque numbers to satisfy regulating bodies and insurance companies. Power ratings depended largely on what was happening at the time. During the horsepower wars of the 1960s, automakers didn’t always tell the truth about real, usable power. SAE Net quickly curbed gross numbers advertised by automakers, calculating real world power more accurately.
Ford FE Big-Block General Engine Specifications
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Ford MEL Big-Block General Engine Specifications
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Ford 385 Series Big-Block General Engine Specifications
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CHAPTER 2
CYLINDER BLOCK
The very heart of any big-block Ford build is the cylinder block. Block selection contributes to the success or failure of an engine project. Whether you’re building a mild 332 for a vintage Ford restoration or erecting a stump puller of a 460, it’s important to know the difference between a good block and a bad one. Because Ford has long been infamous for engineering changes, you can count on a plethora of block castings in a single model year.
FE Series
Although there are few differences in FE Series blocks it is important to understand what these differences are in order to choose the correct block for your application. Those first production 332- and 352-ci FE blocks were manufactured for mechanical lifters only, which means there are no lifter oil galleys. In midyear 1958, Ford upgraded the 332 and 352 to hydraulic lifters, which means you may opt for mechanical or hydraulic lifters. One exception to this rule is the 1960 352 High Performance block, which is not drilled for hydraulic lifters.
Another area to watch for is the FE engine mount bolt holes prior to 1965. FE blocks prior to 1965 have two-bolt engine mounts. Since 1965 there are four–bolt-hole engine mounts of which three holes are used. This isn’t a problem if you’re planning to use a 1965 or later block