Ford Small-Block Engine Parts Interchange

INTRODUCTION

At the cusp of the 1960s, Ford turned its product planning and engineering attentions to a new lightweight gray iron V-8 displacing 221 and 260 ci designed for the all-new unit-body 1962 Ford Fair-lane intermediate. Known as the 90-degree Fairlane V-8, the 221/260 grew quickly to 289 ci in 1963. The Fairlane V-8 became known among enthusiasts as the small-block Ford and remains so today.

When the Fairlane V-8 arrived, it had a bore size of 3.500 inches and a 2.870-inch stroke. The short stroke reduced piston speed and frictional issues coupled with high-revving capability. Yet the larger bore, which grew larger in time to 4.000 inches, allowed for generous valve sizing and breathing. What made the Fairlane V-8 different was the absence of a traditional block skirt and rail to support the crankshaft, which reduced weight.

Few can dispute the runaway success of Ford’s small-block V-8. It went to dozens of racing venues around the world with great success and continues to be campaigned successfully more than a half century later. Ford’s first shot at a high-performance small-block was the 289 High Performance V-8 introduced for 1963 in the Fairlane car line. At 271 hp at 6,000 rpm it allowed the 289 to prove its worth as a factory high-performance V-8. Carroll Shelby showed the competition what this engine could do in the new Mustang in the following years. Ford ultimately stroked the 221/260/289 to 3.000 inches and topped the 302-ci with large-port poly-angle-valve heads to create the high-revving Boss 302 small-block for SCCA Trans-Am competition in 1969–1970.

It was the misfortune of the 302 Tunnel Port on the track in 1968 that led Ford engineers to develop the Boss 302 engine in the first place. The short-lived 302 Tunnel Port head made power at very high-RPM ranges, but caused catastrophic engine failure and unacceptable losses during the 1968 SCCA racing season. Racers had to spin the Tunnel Port well above the 8,000-rpm mark, which caused these engines to scatter themselves all over racetracks from coast to coast. Befuddled by failure after failure, Ford engineers looked to the new large-port poly-angle-valve 351C wedge head, which enabled the 302 to make more horsepower at lower RPM ranges. The deep-breathing, high-revving Boss 302 engine had what it took to win thanks to great cylinder heads, a four-bolt main block, and a steel crank with heavy-duty C3AE Boss rods. The Boss 302 was the ultimate evolution of those first petite 221-inch Fairlane V-8s.

For 1969, Ford capitalized on the small-block’s proven architecture by adding 1.28 inches of block deck and 1/2 inch of stroke to the basic 289/302 block to get 351 ci. The 351-ci Windsor small-block with 3.500 inches of stroke on a 4.000-inch bore was a quick response to Chevrolet’s 327- and 350-ci small-blocks as well as Chrysler’s 318/340/360 and AMC’s 343/360/390. It was the mid-size engine Ford needed and didn’t have prior to 1969. It made abundant torque, which is exactly what Ford’s product line needed to attract buyers.

The 351W engine has been very successful in its own right, especially considering its production life span has far outpaced the long-defunct 351C, 351M, and 400. However, did you know the Cleveland engine family was allegedly a replacement for the small-block and big-block? It has been said that Ford’s plan at the time was to have one V-8 engine family: the 335-series Cleveland displacing 302, 351, and 400+ ci. For reasons unknown today, Ford didn’t drop the small-block Fairlane V-8. Instead, 302 and 351W engine production continued and the 335-series engine family faded away in North America.

Because of the big move to go metric in the 1970s, Ford went from using cubic inches to measure displacement to liters and centimeters. In 1978 the 302 became known as the 5.0L V-8 and remained such until production ended in 2001. The short-lived 255-ci, a small-bore 302 with 3.000-inch stroke, was employed in 1980–1981 as a means to fuel economy.

The 351 Cleveland that arrived in 1970 quickly developed a performance image for itself thanks to large-port heads, wedge chambers, and rugged block architecture. The downside to the 351C on the street was its large ports, which delivered lackluster low- to mid-range torque, yet came on strong at high RPM. The 335-series block was an overweight design with an inadequate oiling system, which begs the question why use it at all if you have the option of a 351W-based engine? There is also a strong loyalty to the 335-series block, which has inspired the aftermarket to get on board with a couple of different blocks with great strength and better oiling systems.

Ford Australia did more with the Cleveland than did Ford’s North American Operations. It improved the Cleveland block’s shortcomings and created just the right combination of port size and combustion chamber design, building a far better 351-ci middle-block than Ford North America ever did. We will probably never know the entire story of why Ford did a parallel family of 351-ci engines.

It has been said that the 351 Cleveland came as a result of former General Motors boss Semon E. Bunkie Knudsen’s brief presidency at Ford Motor Company during the late 1960s. Because the 351C has poly-angle valves like a big-block Chevy and block architecture resembling Oldsmobile’s Rocket V-8s of the era, it is logical to assume Knudsen brought these nuances with him from General Motors via the engineering staff that followed him. However, it remains unknown as to how or why this engine became a reality.

The 351C had abundant torque at high RPM; it was a small-block Ford with the attitude of a big-block. Production of the 351C ended in 1974 in North America and in the 1980s in Australia. This leads us to the 351M and 400 middle-block V-8s. The 400 was a raised-deck version of the 351C introduced in 1972 to replace the FE-series 390 in passenger cars and ultimately in trucks. To improve manufacturing efficiency, Ford destroked the 400 to create the 351M in 1975, which enabled Ford to use a single block casting for both displacements. When the 351C was discontinued, it was replaced by the 351M. Externally, the 351M and 400 are identical in appearance. This makes the 351M a poor choice for an engine build. You might as well take advantage of the 400’s displacement because there’s virtually no difference in weight and size.

Although a lot folks call the 400 the 400M, it was never so designated by Ford. It was introduced and recognized as the 400 in 1972. The 351M uses the M designation to differentiate it from the 351C, which is a different block. The debate continues as to whether Ford called it Midland or Modified.

The small-block Ford’s production history spans nearly 40 years.

CHAPTER 1

GENERAL DATA AND SPECIFICATIONS

Ford’s popular small-block V-8 began its production life at 221 ci with a 3.500-inch bore and 2.870-inch stroke topped by an Autolite 2100 2-barrel carburetor with automatic choke. What made the small-block Ford innovative was its lightweight gray iron and thin-wall construction, which made efficient V-8 power available in compact and intermediate-size cars. Because the small-block Ford was an oversquare design, meaning bore size was larger than stroke, it received larger valves along with reduced reciprocation speed and shorter connecting rods, allowing higher RPM. Plenty of iron content in the main webs allowed for the elimination of block skirts found in earlier Ford V-8 designs, which reduced engine weight. The small-block Ford V-8 was a quantum leap in lightweight cast-iron engine technology at the time.

The small-block Ford was produced in two foundries and engine plants during its long production life: Cleveland, Ohio, and Windsor, Ontario. The 351W was produced exclusively at Windsor. The 221 and 260 were produced at Cleveland only. The 289 and 302 were produced at Windsor and Cleveland, which can be verified by CF and WF casting marks on heads and blocks.

According to Ford small-block historian Bob Mannel, more than 500 prototype and preproduction 221-ci engines were dyno tested and evaluated before Ford began mass production, logging 17,000 hours in Ford’s Dearborn Dynamometer Laboratory and 250,000 miles of in-vehicle testing. The 221 and 260 were introduced in the 1962 Ford Fairlane and Mercury Meteor. During the following years, the 221 and 260 proved to be fiercely reliable engines that were both peppy and economical to operate.

Although these engines are virtually identical externally, there are differences that make them identifiable. The 221 had a hub/pulley adaptor and counterweight. The 260 had a true harmonic dampener. From 1962 to 1965, small-block Fords were identified by engine color: color-coded valvecovers and air cleaners over a black block and heads. All Ford engines were primarily black with valvecovers and air cleaner in specific colors for identification purposes. Beginning in 1966, all engines were painted Ford Corporate Blue and remained that way until the early 1980s when the color changed to gray, then ultimately bare iron and aluminum. Early on, the 221/260 had a timing cover oil filler tube, which was used in production through 1964. Not all engines were equipped this way. Others had a valvecover oil filler neck.

221

The 145-horse 221-ci V-8 was introduced in 1962. It was a very low-displacement small-block that has very little interchangeability with the 260, 289, 302, and 351W V-8s. It is fitted with the 2.870-inch cast crankshaft yet with no identification mark like the 289’s 1M crank, which didn’t happen until 1963.

Connecting rods were C2OE forgings of the same length as the 260 and 289. However, these forgings were dropped for the stronger C3AE rod of 1963. The 221’s very modest cylinder heads employ small ports and wedge 43.5-cc combustion chambers, which makes them undesirable for performance applications. These cylinder heads are non-players unless you are performing a restoration and want original castings. Compression ratio with 221 heads with the 260/289/302 was too high, making them unacceptable.

260-2V V-8 in light blue over black in a 1964½ Mustang.

1964 289-2V V-8 in red over black in a Fairlane.

289-4V V-8, regular fuel, gold over black, in a 1964½ Mustang with timing cover oil filler.

Here’s the Mustang-only 1964½ 289-4V low-compression V-8 with valvecover oil filler cap and PCV valve. When these engines had the timing cover oil filler tube, they were not fitted with a PCV valve. Instead, they had the draft tube extended from the rear of the intake manifold or off the passenger-side valvecover. Three or more variations were produced.

The 221-ci small-block was short-lived with production ending in 1963.

260

Introduced at the same time as the 221 (in 1962), Ford’s 260-ci small-block made 164 hp via larger 3.800-inch bores and the same 2.870-inch stroke. Like the 221, the 260 was fitted with the cast crank with 2.870-inch stroke devoid of any markings that first year. It was also fitted with the C2OE connecting rod until mid-1963 when it received the stronger C3AE forging. The 260’s cylinder heads had larger 53-cc chambers with the same 1.590/1.390-inch valve sizing of the 221. Valvestem size also stood at 0.310 inch, just like the 221’s.

The 260 was available only with Autolite 2100 2-barrel carburetion with automatic choke. Both the 221 and 260 were mild-mannered mills at 8.7:1 compression with cast pistons for use with regular leaded fuels of the era. Carroll Shelby launched two-seat Cobra production with the 260-ci small-block topped with a Cobra high-rise manifold and Holley carburetion.

The 260 was also short-lived with production ending in 1964.

289

Ford increased bore size to 4.000 inches to conceive the 289 in 1963 while staying with the small-block’s original 2.870-inch stroke and cast crank. The 289 can easily be viewed as one of Ford’s most successful engines thanks to an incredible performance history at LeMans, Indianapolis, Sebring, Daytona, and dozens of other racing venues around the world.

This is a 1965 289-4V V-8 in gold over black, premium fuel, with California emissions closed-crankcase ventilation in a Mustang. All small-blocks originally delivered to a California sales district had closed-crankcase ventilation.

The 1965 289 High Performance V-8 yielded 271 hp at 6,000 rpm. It was unavailable with automatic transmission until 1966 in the United States. Most were fitted with the cast-iron Ford Top Loader 4-speed transmission.

You cannot take the 260’s 3.800-inch bores to 4.000 inches to make it a 289 because cylinder wall thickness becomes compromised. You have to begin with a 289 or 302 block. The 289 block is a thicker casting designed for larger 4.000-inch bores. The same can be said for the 302 block, with its extended cylinder skirts (extended by .015 inch), which came later in 1968. In fact, the 302 block first showed up in the 1967 model year stuffed full of 289 internals: the 1M crank with 2.870-inch stroke with C3AE rods and cast pistons.

There are many misconceptions about the 289. It is time to set the record straight. All 289 cylinder heads, including High Performance, have the same port, valve, and chamber dimensions. Intake valves are 1.780 inches. Exhaust valves are 1.450 inches.

What makes the 289 High Performance head high performance? The valvespring pockets for stability along with screw-in rocker arm studs engineered to withstand high RPM. Otherwise, 289 High Performance heads aren’t any different than standard 289 castings. If you desire the features of 289 High Performance heads without the price, you can upgrade the 2V/4V head to screw-in rocker arm studs with pushrod guide plates and valvespring cups. You get the same result for less money.

In the 289’s first year, 1963, two basic engines were available: a 2-barrel version with Autolite 2100 carburetion as in the 221 and 260, and the 289 High Performance with Autolite 4100 4-barrel automatic choke carburetion and mechanical tappets, 9.0:1 compression, cast-iron exhaust headers with automatic choke heat stove, and 289 High Performance–specific heads.

In 1964, Ford added a third 289 to the mix. It had 4-barrel carburetion and the same compression ratio as the 2-barrel available in Mustangs only (D engine code).

California emission standards manifested themselves two ways in 1964: closed crankcase ventilation coupled with the use of a positive crankcase ventilation (PCV) valve, the latter also used on most 49-state cars. There’s no rhyme or reason as to how these engines were equipped and distributed, besides the California emissions closed crankcase ventilation system. Some 289 engines were fitted with PCV valves while others were fitted with a draft tube. Some 1964 289 engines were fitted with timing cover oil filler tubes, while most were located in the driver-side valvecover.

This is Ford’s 289 High Performance V-8 with closed crankcase ventilation California emissions package and a PCV valve (not visible). Some Hi-Po engines were clad with the Cobra Powered valvecover sticker. It has yet to be proved whether this was added at the factory or a dealer parts counter.

Beginning in the 1966 model year, all Ford engines were clad in Ford Corporate Blue, which was a move to identify them as Ford engines. This is a 1966 289 produced prior to May 1966 with traditional small-block Ford valvecovers.

Combustion chamber sizes in 1963–1964 ranged from 52.6 to 55.6 cc for all 289 engines. Chamber size depended upon the casting. All 1963–1964 289 engines had five-bolt bellhousing blocks just like the 221 and 260.

Mid-Year Changes

Important upgrades in the 289 occurred for the 1965 model year beginning in August 1964. The most obvious was a block casting change from a five-bolt bellhousing pattern to a six-bolt to improve noise, vibration, and harshness. Aside from this important change, the 289 remained essentially the same, with the base 289-2V engine retaining 52.6- to 55.6-cc combustion chambers and dished pistons to keep compression at 9.0:1. Valve sizes remained the same.

The 289-4V engine went from sharing dished pistons and the same compression ratio to 10.0:1 and flat-top pistons for 1965. All pistons, flat-top and dished alike, had valve reliefs. The 289 High Performance V-8 remained virtually unchanged aside from the six-bolt bellhousing block and a higher compression ratio.

As of May 2, 1966, Ford went to a rail-style rocker arm and pent-roof (flat-top) valve covers on 289-2V/4V engines, which continued through the 1967 model year. This 289-4V engine has California emissions closed crank-case ventilation.

The 289 didn’t change for 1966 aside from engine color. California emission standards became tougher for 1966, calling for not only closed crankcase ventilation, but also Ford’s Thermactor air-injection pump system to help completely burn hydrocarbon emissions.

Effective May 2, 1966, 289-2V and 4V engines received important cylinder head and valvetrain changes: rail-style rocker arms, longer valvestems,