Ford small block engine
The Windsor engine is a 90-degree small-block V8 from Ford Motor Company. It was introduced in 1962, replacing the old Ford Y-block engine. Though not all of the engines in this family were produced at the Windsor, Ontario engine plant, the first ones were and the name stuck. It was replaced in 1991 with Ford's new 4.6 L modular V8 engine, which was disliked by many because of the overhead cam valvetrain as opposed to the more tradition "muscle carish" pushrod V8 with overhead valves that Chevy stuck with in their GM LS engine line. Ford continued to put the 5.0L in the Mustang up untill 1995, and in 1996 introduced the 4.6L in the Ford Mustang.
221
The first engine of this family, introduced for the 1962 model year as an option on the Ford Fairlane, had a displacement of 221 cu. in (3.6 L), from a 3.5 in (89 mm) bore and 2.87 in (72.9 mm) stroke, with wedge combustion chambers for excellent breathing. An advanced, compact, thinwall-casting design, it was 24 in wide, 29 in long, and 27.5 in tall (610 mm × 737 mm × 699 mm). It weighed only 470 lb (210 kg) dry despite its cast iron construction, making it one of the lightest and most compact V8 engines of its day.
In stock form it used a two-barrel carburetor and a compression ratio of 8.7:1, allowing the use of regular (rather than premium) gasoline. Valve diameters were 1.59 in (40.4 mm) (intake) and 1.388 in (35.3 mm) (exhaust). Rated power and torque (SAE gross) were 145 bhp (108 kW) @ 4400 rpm and 216 lbf·ft (230 N·m) @ 2200 rpm.
The 221 was dropped after the 1963 model year.
260
The second version of the Windsor, introduced during the middle of the 1962 model year, had a wider bore of 3.80 in (96.5 mm), increasing displacement to 260 cu. in. (4.3L). Compression ratio was raised fractionally to 8.8:1. The engine was slightly heavier than the 221, at 482 lb (219 kg). Rated power (still SAE gross) rose to 164 hp (122 kW) @ 4400 rpm, with a peak torque of 258 lbf·ft (350 N·m) @ 2200 rpm.
In 1962 and 1963 valve diameters remained the same as the 221, but starting in 1964 they were enlarged to 1.67 in. (42.4 mm) (intake) and 1.45 in (36.8 mm) (exhaust). Rated power was not changed.
In 1963 the 260 became the base engine on full-size Ford sedans. Later in the model year its availability was expanded to the Ford Falcon and Mercury Comet. The early "1964½" Ford Mustang also offered the 260, although it was dropped by mid-year, as did the 1964-1966 Sunbeam Tiger.
The special rally version of the Falcon and Comet and early AC Cobra sports cars used a high-performance version of the 260 with higher compression, hotter camshaft timing, and a four-barrel carburetor. This engine was rated 260 hp (194 kW) @ 5800 rpm and 269 lbf·ft (365 N·m) @ 4800 rpm.
Ford dropped the 260 after the 1965 model year.
289
The 289 in³ (4.7 L) Windsor was also introduced in 1963. Bore was expanded to 4.0 in (102 mm), the bore limit of any factory Windsor engine. The 289 weighed 506 lb (230 kg).
In 1963 the 289 was available in two forms: with a two-barrel carburetor and 8.7:1 compression, rated at 195 hp (145 kW) @ 4400 rpm and 258 lbf·ft (350 N·m) @ 2200 rpm, and with a four-barrel carburetor and 9.0:1 compression, rated at 210 hp (157 kW) @ 4400 rpm and 300 lbf·ft (407 N·m) @ 2800 rpm. The two-barrel 289 replaced the 260 as the base V8 for full-sized Fords.
Both 1964 and 1965 versions had a five-bolt bell housing pattern that was different than later six-bolt units.
For 1965 the compression ratio of the base 289 was raised to 9.3:1, increasing power and torque to 200 hp (149 kW) @ 4400 rpm and 282 lbf·ft (382 N·m) @ 2400 rpm. The four-barrel version was increased to 10.0:1 compression, and was rated at 225 hp (168 kW) @ 4800 rpm and 305 lbf·ft (414 N·m) @ 3200 rpm.
Engine specifications were unchanged for 1966 and 1967. In 1968 the four-barrel 225 hp engine was dropped, leaving the two-barrel (now reduced back to 195 hp) and the HiPo. 1968 was the last year of production for the 289.
289 "HiPo" (K-code)
A high-performance version of the 289 engine was introduced late in the 1963 model year as a special order for Ford Fairlanes and Mercury Comets. The engine is informally known as the "HiPo" or the K-code (after the engine letter used in the VIN of cars so equipped). Starting in June 1964, it became an option for the Mustang.
The HiPo engine was engineered to increase performance and high-RPM reliability over standard 289 fare. It had solid lifters with hotter cam timing; 10.5:1 compression; a dual point, centrifugal advance distributor; smaller combustion chamber heads with cast spring cups and screw-in studs; low restriction exhaust manifolds; and a bigger, manual choke 595 cfm carburetor (std 289 4v was 480 cfm). The water pump, fuel pump, and alternator/generator pulley were altered; fewer vanes, extra spring, and larger diameter respectively; to help handle the higher RPMs. Even the HiPo’s fan was unique. Bottom end improvements included thicker main bearing caps and balancer, larger diameter rod bolts, and a hardness tested and counterweighted crankshaft, all for high-rpm reliability. The HiPo carried SAE gross ratings of 271 hp (202 kW) @ 6000 rpm and 312 lbf·ft (423 N·m) @ 3400 rpm.
The HiPo engine was used in modified form by Carroll Shelby for the 1965-1967 Shelby GT350, raising rated power to 306 hp (228 kW) @ 6000 rpm through use of special exhaust headers, an aluminum intake manifold, and a larger carburetor. The Shelby engine also had a larger oil pan with baffles to reduce oil starvation in hard cornering. Shelby also replaced the front press-in oil gallery plugs with screw-in plugs to reduce failure.
From 1966 to 1968, Shelby offered an optional Paxton supercharger for the 289, raising its power (on Shelby GT350s) to around 390 bhp (291 kW). Very few were sold.
The K-code HiPo engine was an expensive option and its popularity was greatly diminished after the 390 and 428 big-block engines became available in the Mustang and Fairlane lines, which offered similar power (at the expense of greater weight) for far less cost.
302
In 1968 the Windsor was stroked to 3.0 in (76.2 mm), giving a total displacement of 302 cu. in. (4.9 L). The connecting rods were shortened to allow the use of the same pistons as the 289. It replaced the 289 early in the 1968 model year.
The most common form of this engine used a two-barrel carburetor, initially with 9.5:1 compression. It had hydraulic lifters and valves of 1.773 in (45 mm) (intake) and 1.442 in (36.6 mm) (exhaust), and was rated (SAE gross) at 220 hp (164 kW) @ 4600 rpm and 300 lbf·ft (406 N·m) @ 2600 rpm. The 1968 Shelby GT350 used a four-barrel version rated at 250 hp (186 kW) @ 4800 rpm.
For 1968 only, a special, high-performance version of the 302 was offered for the Shelby GT350. Its main features included an angled, high-rise intake manifold, larger four-barrel carburetor, and bigger valves, 1.875 in (47.6 mm) (intake) and 1.600 in (40.6 mm) (exhaust). It had a longer-duration camshaft, still with hydraulic lifters. The block was a high-strength, "hecho en Mexico" design, with a higher nickel content block and larger, two-bolt main bearing caps. The heads were similar to the 289 HiPO K-code's, with small, close-tolerance pushrod holes. Rated power (SAE gross) was estimated at 315 hp (235 kW) @ 5000 rpm and 333 lbf·ft (451 N·m) @ 3800 rpm. The package, which cost US$692 (including some other equipment), was quite rare, and did not return for 1969.
Emissions standards saw a progressive reduction in compression ratio for the 302 two-barrel, to 9.0:1 in 1972, reducing SAE gross horsepower to 210 hp (157 kW). In that year U.S. automakers began to quote horsepower in SAE net ratings; the 302 two-barrel carried a net rating of 140 hp (104 kW). By 1975 its power would drop as low as 122 bhp (91 kW). Not until fuel injection began to appear in the 1980s would net power ratings rise above 200 hp (149 kW).
Throttle body fuel injection first appeared for the 302 on the Lincoln Continental in 1980, and was made standard on all applications in 1983. Electronic sequential fuel injection, roller lifters, and a steel camshaft came in 1986.
The 302 was also offered for marine applications in both standard and reverse rotation setups.
In the 1980s the 302 became more commonly known as the 5.0 Liter, although its metric displacement (4942 cc) more properly rounds to 4.9 L. It continued to power many rear wheel drive Ford cars, including the Crown Victoria and Mustang.
The 302 remained a mainstay of various Ford cars and trucks through early 2001, although it was progressively replaced by the 4.6 L Ford Modular engine starting in the early 1990s. The last 5.0 L engine was produced at Cleveland Engine Plant #1 in December 2000, as part of a build ahead to supply Ford of Australia. They installed their last 5.0 L engine in a new vehicle in August 2002.
Ford Australia also built some stroked, 5.6 L Windsors. With alloy heads and roller rockers they produced 250 kW and 500 N·m.
351W
The 351 Windsor featured a 1.5 in (38.1 mm) taller deck height, allowing a stroke of 3.5 in (88.9 mm). Although related in general configuration to the 289-302 and sharing the same bell housing and other small parts, the 351W had a unique block, larger main bearing caps, thicker connecting rods, and a distinct firing order, adding some 25 lb (11 kg) to the engine's dry weight. The distributor is slightly different to accommodate a larger oil pump shaft and larger oil pump. Some years had threaded dipstick tubes. It had a unique head which optimized torque over high-rpm breathing, frequently replaced by enthusiasts with aftermarket heads providing better performance.
The 351W is often confused with the 351 Cleveland, which is a separate engine of similar displacement.
Introduced in 1969, it was initially rated (SAE gross) at 250 hp (186 kW) with a two-barrel carburetor or 290 hp (216 kW) with a four-barrel. When Ford switched to net power ratings in 1972 it was rated at 153 to 161 hp (114.1 to 120 kW), although actual, installed horsepower was only fractionally lower than in 1971.
The 351W was produced from 1969 to 1997. It was installed in everything from Mustangs to the full-size cars, and all the way up to the F350. It has been one of Ford's most successful engines.
Boss 302
The Ford Boss 302 engine was a performance variant of the Windsor, putting what would become Cleveland heads on the Windsor block to improve rated power to 290 hp (216 kW). According to some reports, the engine could produce more than 310 hp(231 kW), although as delivered, it was equipped with an electrical rev limiter that restricted maximum engine speed to 6000 rpm. Removal of the limiter could allow nearly 400 hp (298 kW) at 6500 rpm or more, but voided the Ford warranty. The Boss 302 was offered only for the 1969 and 1970 model years.
255
In 1980 an urgent need to meet EPA CAFE standards led to the creation of the 255, essentially a 302 de-bored to 3.68 in (93.5 mm). Rated power (SAE net) was 115-122 hp (86-91 kW), depending on year and application. It was optional in Fox-bodied cars, Mustangs, and Thunderbirds, standard equipment in the Ford LTD. Poorly received thanks to its dismal performance and mediocre fuel economy, it was dropped after the 1982 model year, and is considered one of the worst modern Ford engines.