22nd Jul 2018, 03:55
The FE 385 Series engines were very reliable, with relatively few bottom-end issues.
I had a friend who bought 460 from a junkyard out of a late-1973 LTD that had 53,000 miles on it.
For insurance, we replaced the timing chain and oil pump/pickup screen.
For fun, we installed a Holley 750-CFM 4-Barrel, Edelbrock Performer, and 2/1/4 inch exhaust.
It was transplanted into a rusty 1973 2-door Gran Torino to replace a 351-2V Cleveland that was smoking quite a bit at idle, and was losing oil pressure, with audibly loose connecting rod bearings.
The 351 was very energetic from 3000-5500 RPM after adding a Holley 600-CFM 4-Barrel, Edelbrock Performer, and 2-inch dual exhaust. Below 3000 RPM, they were slow.
The 460 was a VAST improvement in that it had an excellent powerband from idle to 5000 RPM.
The problem was the cheaply-acquired 4.88 rear end (that was installed for its limited-slip capabilities) resulted in 3800 RPM highway cruises. During those cruises, the oil pressure would slowly sink from 60 PSI to 4 PSI. While it did not blow up, it became slow and smoky (Blue) over time. Should have found a 2.75 limited-slip rear.
When we bought the 460, we expressed concern over bottom-end issues to the junkyard; they advised the FE-335 (351-400 Cleveland/Modified) engines were the main source of concern, with the 400 with its longer stroke being a much bigger problem, with the 429/460s being solid citizens in that regard.
Long story short - 460s are preferable to 400s in this heavily-loaded application.
23rd Jul 2018, 19:02
We all know the Ford 460 is a fine, strong, well built and reliable engine, but the 400M isn’t all that bad either.
Sure it’s pretty weak in terms of horsepower, but it’s smooth when tuned right, and is also reliable. My 78 Lincoln has the 400 and it hasn’t given me trouble whatsoever over the last several years of ownership. No smoking, no weird noises, no leaks, just besides for the oil pan gasket seepage, but that’s it.
26th Sep 2018, 03:58
Don't go replacing the air springs with conventional coils. It takes away one of the best Lincoln features. I have two cars (a Mercury Marquis and a Lincoln) with working air springs, and a third car where the previous owner removed the air springs and installed coils. I can assure you the air springs are a better system in every way than coils. Better ride, better road control and much better load handling.
The air springs are cheap to buy online and take 15 minutes each to replace, when you know how. They last a long time (20 year and counting for my Lincoln) and are well worth the modest time and effort.
27th Sep 2018, 16:56
Been there and done it with one of my Town Cars, and have driven a few that were converted. To me it doesn't make a bit of difference in the ride quality.
The main purpose is to keep the body level, especially when there is added weight in the trunk or back seat.
Sometimes it's logical to convert the system, due to the fact that when the air bags leak, the compressor and other components work harder and have the possibility to fail shortly after the air bags are replaced. It can get quite expensive.
28th Dec 2023, 17:00
Well it's now 2023, about to be 2024. My 97 Lincoln is running strong, haven't had to fix anything, replaced brakes and tires, couple bulbs and wiper blades. Air suspension works perfectly, minimal rust, 295,768 miles.
Transmission runs perfectly. As with most Ford automatic transmissions, these don't like to be treated nicely; if you drive it like you stole it then it will shift great for a long time. I guess it all depends on how well you take care of it.
I tried 2 Cadillacs and they leaked and burnt oil after 50k miles and the electronics started failing the instant the warranty was up. You can keep your GMs, I'll stick with Ford.
15th Jul 2018, 21:54
Same goes for older Buick V8s and V6s. "Melling" makes excellent replacement pumps with higher pressure. This problem would occur here and there on Cadillac and Buick engines, both of which had external oil pumps. Replacing them was a simple job.