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94-545: Designed as a successor to the Ford Y-block engine , it was first installed in the 1962 model year Ford Fairlane and Mercury Meteor . Originally produced with a displacement of 221 cu in (3.6 L), it eventually increased to 351 cu in (5.8 L) with a taller deck height, but was most commonly sold (from 1968–2000) with a displacement of 302 cu in (later marketed as 5.0 L). Famed variants powered 289 Shelby Cobras to Trans-Am racing championships and

188-491: A canted valve design allowing for larger valves being developed for the planned 351 Cleveland (which debuted the following year). Though the two engines shared a common cylinder head bolt pattern, coolant passages were slightly modified in the heads on the Boss 302. The engine was only available in a complete Boss 302 package, which included a four speed manual transmission and handling and aerodynamic aids necessary to compete on

282-455: A cast crankshaft rather than the forged example that equipped US heavy-duty engines. The 292 version was also produced by Ford of Brazil and equipped the Brazilian LTD starting in 1969. Both the 272 and 292 engines were replaced on Brazilian cars by the 302 windsor family engine starting on 1976 model year. The 312 cu in (5.1 L) V8 engine came out for the 1956 model year and

376-411: A crate engine from Ford Racing and Performance Parts. All 221, 260, and 289 engines built from July 1961 through August 1964 used a five-bolt bell housing, with all 221s and 260s being of this configuration, but the 289 changed to the six-bolt arrangement at this time – the change was made to resolve transmission utilization issues, such as the need for larger-diameter clutches. The block mount pads and

470-470: A four barrel Holley carburetor and was rated at 182 bhp (136 kW) at 4,400 rpm. In 1956 the U-code was updated to produce 173 bhp (129 kW) at 4,400 rpm and 260 lb⋅ft (353 N⋅m) at 2,400 rpm with a manual transmission behind it or 176 bhp (131 kW) at 4,400 rpm and 264 lb⋅ft (358 N⋅m) at 2,400 rpm with an automatic transmission. The M-code 272

564-541: A four-barrel carburetor. This engine was rated (SAE gross) 260 hp (194 kW) at 5800 rpm and 269 lb⋅ft (365 N⋅m) at 4800 rpm. This engine was termed the HP-260 by Ford and was specifically made for Carroll Shelby – about 100 were made. The 1964–1966 Sunbeam Tiger Mk I used the 260. The 1967 Sunbeam Tiger Mk II used the 289 ci in V8 when the 'build ahead' stocks of the 260 ran out. The 289 cu in (4.7 L)

658-485: A front spoiler , and a rear deck wing, making the Boss 302 one of the first production cars to feature both. Black horizontal rear window shade and a blackout hood were both options. The name "Boss", popular 1960s slang for "excellent" or "very cool", got attached to the car when Shinoda was asked what he was working on, answering "the boss's car", referring to new Ford president Semon "Bunkie" Knudson , who had brought Shinoda over from GM's Chevrolet Division. Changes for

752-559: A new engine for the future. By 1952 Ford had new, 215 cu in (3.5 L) OHV 6-cylinder engine and Lincoln had a 317 cu in (5.2 L) OHV V8. The company had designed the Y-block for a 1953 introduction, but a shortage of nickel due to the Korean War 's needs prevented the company from manufacturing the engine in sufficient quantities, delaying it until 1954. In 1954 the Y-block displaced 239 cu in (3,910 cc),

846-515: A new-style cylinder head with a different valve arrangement (E-I-E-I-E-I-E-I versus E-I-I-E-E-I-I-E), new intake and exhaust manifolds and was renamed Fase II (Phase II). In this form, the 292 Fase II continued into the 1980s in the F-100, and was also used in the Argentine Ford Fairlane (built from 1969–1982, and based heavily on the U.S. 1968 model). All Argentine versions of this engine feature

940-416: A race track. In addition to a lower ride height, standard equipment included front disc brakes , larger sway bars, heavier duty spindles, reinforced shock towers. This "G Code" engine was rated at 290 hp (216 kW). The Boss 302 Mustang was styled by Larry Shinoda , a former GM employee, who deleted the fake air scoops in the rear quarter panel fenders of the regular production 1969 Mustangs, added

1034-663: A rating of 202 bhp (151 kW) at 4,600 rpm and 289 lb⋅ft (392 N⋅m) at 2,600 rpm. All Ford Y-Blocks were up on power for the 1957 model year. The 292 was available as the C-code engine option, once again with a slight difference between the manual transmission and "Fordomatic" automatic transmission. Compression was up to 9.1:1 in manual cars, which were rated 206 bhp (154 kW) at 4,500 rpm and 297 lb⋅ft (403 N⋅m) at 2,700 rpm. Automatic vehicles were rated 212 bhp (158 kW) at 4,500 rpm, torque and compression ratio are not listed in

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1128-476: A short-skirt block that does not extend below the centerline of the crankshaft. The engine uses a separate aluminum timing chain cover, which differentiates it from the later 335-series Cleveland engines that use an integrated timing cover. All Ford small-block engines use two-valve-per-cylinder heads, with "2V" and "4V" designations indicating the number of barrels (or venturi) in the carburetor . The valves are in-line and use straight six-bolt valve covers. Coolant

1222-457: A shorter stroke (3.5 x 3.1 in). It produced 130 bhp (97 kW) at 4,200 rpm as opposed to the flathead's final 110 bhp (82 kW) at 3,800 rpm, an increase of 18%. Torque was also up compared to the Flathead, with 214 lb⋅ft (290 N⋅m) at 1,800 rpm compared with 196 lb⋅ft (266 N⋅m) at 2,000 rpm. The Y-block was considered a major advancement over

1316-415: A slightly higher compression ratio of 8.5:1 with a quoted 198 bhp (148 kW) at 4,400 rpm and 286 lb⋅ft (388 N⋅m) at 2,500 rpm. The Mercury division had two versions of the 292 available in 1955. The standard engine had a 7.6:1 compression ratio and was rated at 188 bhp (140 kW) at 4,400 rpm, with 272 lb⋅ft (369 N⋅m) of torque at 2,500 rpm. The top of

1410-409: A total of 7,013 were sold. The 1970 model could accelerate from 0 to 60 mph (97 km/h) in 6.9 seconds, and cover the quarter mile (~400 m) in 14.6 seconds at a top speed of 98 mph (158 km/h). Ford also had an option for Boss 302's and 429's for deluxe interior rather than standard interior The SCCA Trans-Am series was popular in the late 1960s, especially after the birth of

1504-480: Is it also makes for a heavy cylinder block. This being Ford's first OHV engine, they had to feed oil to the rocker arm shafts through a passage from the center cam bearing. Because of the low detergents in oils of that era these passages would often become clogged giving the Y-Block a reputation for bad oiling to the top end. Ford came up with a stop gap measure for this problem by feeding oil via an external tube directly to

1598-407: Is located at the back of the engine and off to one side and the valve covers are held on with two studs/washers/nuts through the domed tops. The first Y-block on Ford automobiles and F100 trucks was the 239 cu in (3,910 cc) version as released in 1954 with EBU casting numbers. The Y-block was the same displacement as the old Ford Flathead V8 that it replaced but with a bigger bore and

1692-401: Is recognizable by the "hockey stick" side stripe, rear louvers and chin spoiler (although those features can also signify a Boss 429 Mustang ). The 1970 is available, but there are also some 4-headlight 1969 models as well. Many "Boss 302" replicas been created out of regular fastback Mustangs, with varying degrees of accuracy, including efforts to dishonestly clones vehicles to capitalize on

1786-408: Is routed out of the block through the intake manifold. The design was soon bored to 260 cu in (4.3 L) and again to 289 cu in (4.7 L), then stroked to 302 cu in (4.9 L), settling on the most common displacement offered until the engine's retirement in 2001, nearly 40 years after the basic block design debuted. Two additional displacements were produced during

1880-662: 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, and worsened front/rear weight distribution) with cheaper parts at far less cost. The HiPo engine was used in modified form by Carroll Shelby for the 1965–1967 Shelby GT350 , receiving special exhaust headers, an aluminum intake manifold, and a larger 4-barrel Holley 715 CFM carburetor , which rated power to 306 bhp (310 PS; 228 kW) at 6,000 rpm and 329 lb⋅ft (446 N⋅m) at 4,200 rpm of torque . Shelby also replaced

1974-504: The Boss 429 , also produced in only 1969 and 1970. It revived the Boss 302 name for another two year production run in 2012 and 2013. The Camaro/Mustang rivalry had begun in 1967 with the introduction of the Chevrolet Camaro by General Motors . The Camaro was the largest threat to the lead Ford had in the " pony car " field, a market segment largely created by Ford with the introduction of

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2068-481: The Boss 429 Mustang as a similar big block-powered alternative. The 428 Cobra Jet was also offered as a high-performance stand-alone option on regular Mustangs. The specific impetus for the 1969–70 Boss 302 engine in 1968 was meeting the SCCA 's homologation requirements for qualifying to race in the 1969 305 C.I.D. (5.0L) and under Trans-Am road racing series, with the 7 liter big block Boss 429 developed likewise for

2162-631: The Ford GT-40 to wins at LeMans and 1-2-3 sweeps in its iconic 5L form. The Boss 302 also was a Trans-Am design. The "Windsor V8" was installed in several of the company's most famous products, notably the Mustang , as well as the Mercury Cougar , Ford Torino , Ford Granada , Mercury Monarch , Ford LTD , Mercury Marquis , Ford Maverick , and Ford F-150 pickup. For the 1991 model year, Ford began phasing in their new Modular V8 engine to replace

2256-677: The Ford GT40 MKII and GT40 MKIV had dominated the Le Mans 24-Hour Race for two consecutive years, using various versions of the Ford big-block engine. In an attempt to reduce the high speeds, the organizers of this race capped the engine capacity in 1968. Ford consequently returned to the MKI GT40 (originally using the Windsor 289), but had now increased its capacity to meet the new rules. Since Ford had ruled that

2350-790: The Y-block and the MEL . It was optional in Fox-chassis cars including the Mustang (and corporate cousin Mercury Capri), Thunderbird, and Fairmont, and standard equipment in the Ford LTD . Some variants (such as the one used in the Mercury Grand Marquis) were fitted with a variable-venturi carburetor which were capable of highway fuel economy in excess of 27 mpg ‑US (11 km/L; 32 mpg ‑imp ). Due to its dismal overall performance,

2444-496: The new V6 was in production. Rated power (SAE net) was 115–122 hp (86–91 kW), depending on year and application. Cylinder heads, which were specific to this engine, used smaller combustion chambers and valves, and the intake ports were oval whereas the others were all rectangular. The only externally visible clue was the use of an open-runner intake manifold with a stamped-steel lifter valley cover attached to its underside, reminiscent of previous-generation V8 engines, such as

2538-435: The standard GT. It came with a 6-speed MT-82 manual transmission and a solid rear axle with a 3.73:1 carbon fiber plate limited-slip differential ; a Torsen differential was available as an option. The quad exhaust system was made up of two standard Mustang GT outlets and two side pipes that exited on either side of the rear crossover. The side pipes sent the exhaust through removable metal "attenuation" discs to reinforce

2632-468: The " pony car ". A type of " stock-car " racing usually held on road courses , the series limited maximum engine displacement to 5 L (305.1 cu in). In an effort to be competitive, various Detroit car manufacturers produced some a number of variants of their usual "pony car" lineups in both road and track trim (for homologation purposes), equipped with high-performing variants of their small block 300-inch class V8 engines. The Boss 302 program

2726-470: The 1954 model year, displaced 256 cu in (4,194 cc). Advertised as the "V-161" engine, it ran a bore and stroke of 3.625 x 3.1 in. The compression ratio was 7.5:1, and the rated power was 161 hp (120 kW) at 4,400 rpm. Torque was 238 lb⋅ft (323 N⋅m) at 2,200 rpm. The engine breathed through a Holley model 2140 (4V) carburetor. The 256 version of the Mercury Y-block

2820-401: The 1970 model year included side " hockey stick " stripes, and a front end which replaced the outer pair of headlights with vents and moved the headlights inside the grille opening. The dual exhaust system and suspension were designed, and a Hurst shifter became standard. The intake valves were slightly smaller, and cast aluminum valve covers replaced the chrome. With a suggested price of $ 3,720,

2914-409: The 1990s, these engines were marinized by various companies (except for the 255 cu in (4.2 L)). The small block remains available for purchase from Ford Performance Parts as a crate engine . The small-block engine was introduced in the 1962 Ford Fairlane and Mercury Meteor cars. Displacing 221 cu in (3.6 L), it was designed to save weight, using thin-wall casting for

Ford small block engine - Misplaced Pages Continue

3008-505: The 255 was dropped at the end the 1982 model year with 253,000 units manufactured; however, 302 production continued and the plans to phase it out were dropped. Applications: The second version of the Fairlane V8 was given the name Challenger , and was introduced during the middle of the 1962 model year (March 1962). It had a larger bore of 3.80 in (96.5 mm), increasing displacement to 260 cu in (4.3 L). Compression ratio

3102-465: The 260. Ford ceased production of the 260 at the end of the 1964 car model year with approximately 604,000 units having been made. The special rally version of the Falcon and Comet and early AC Cobra sports cars of 1962 used a high-performance version of the 260 with higher compression, hotter camshaft timing, upgraded connecting rods, valves with larger diameter valve stems, stronger valve springs and

3196-557: The 272 but with a larger 3.75 in (95.25 mm) bore. It was used in the Ford Thunderbird, 1959-60 Edsel, Mercury, and some high-end Ford cars. The Ford version was the P-code "Thunderbird V8", which for cars equipped with a manual transmission had a compression ratio of 8.1:1 and was rated at 193 bhp (144 kW) at 4,400 rpm and with 280 lb⋅ft (380 N⋅m) at 2,600 rpm. Cars equipped with an automatic transmission had

3290-436: The 302 cu in block, producing the famous " Boss 302 ". The heads from the Boss 302 became the production heads on the 335-series Cleveland engines, which used the same bore spacing and head bolt configuration as the small block engines. As the 1980s drew to a close, Ford began the design of a new OHC V8 to replace the venerable small block design. The Modular 4.6 L OHC V8 debuted in the 1991 Lincoln Town Car , signaling

3384-435: The 312 V8 in the U.S. was for certain 1960 Mercury models. Though considered to be a high-performance engine in 1956 and 1957, it was downgraded to an "economy" engine with low compression and two-barrel carburetor by 1960. Ford pickups used the 292 cu in (4.8 L) version as late as 1965. When Ford Y-block debuted its power making ability was already hindered by its inherent displacement limit. A quick reference to

3478-458: The 312 cu in (5.1 L) V8 breathing through a four-barrel carburetor. At the beginning of the model year, a 210 hp (213 PS; 157 kW) version with 8.0:1 compression ratio powered Mercury cars with manual transmissions (including three-speed plus overdrive ), while a 225 hp (228 PS; 168 kW) version powered cars with automatic transmissions . The 225-horsepower version had an 8.4:1 compression ratio. Later in

3572-424: The 351 cu in (5.8 L) version from the 351 cu in (5.8 L) "Cleveland" version of the 335-family engine that had the same displacement but a significantly different configuration, and only ever used to refer to that specific engine in service materials. The designations for each were derived from the original locations of manufacture: Windsor, Ontario and Cleveland, Ohio. From 1962 through

3666-404: The 5 L (305.1 cu in) and under SCCA series since 1967. While substantial modifications were required to the stock Boss 302 to be competitive on the track, many thousands were sold to the public in a street-legal form that included a refined high-performance motor and upgrades to the suspension and brakes over base Mustangs. Ford offered a big-block sibling to the small block 302,

3760-402: The Boss 302 nameplate for 2012. The standard 2011 Ford Mustang GT's 5.0-liter Coyote V8 engine was enhanced with a forged crankshaft , CNC ported heads , revised camshafts , and a high flow "runners in the box" intake taken from the 302R racecar. It produced 450 PS (444 hp; 331 kW) at 7400 rpm and 380 lb⋅ft (515 N⋅m) at 4500 rpm, 32 more hp and 10 less lb-ft than

3854-672: The Canadian Meteor), and its coupé utility, based on the same styling as the Customline, called a Mainline. It was introduced in passenger cars in July 1955, and in the redesigned truck lineup one month later. In late 1956 the Australian 272 switched to a four bolt 2 barrel Autolite carburetor. This engine, as well as the 292 version starting in 1956, was also produced by Ford of Brazil at its São Paulo plant facility (Ipiranga plant). A new building

Ford small block engine - Misplaced Pages Continue

3948-620: The Challenger 289 engine was introduced late in the 1963 model year as a special order for Ford Fairlanes. The engine is informally known as the HiPo or the "K-code" (after the engine letter used in the VIN code of cars so equipped). It was the only 289 engine available in the intermediate Fairlanes, with lesser-powered cars receiving the 260 V8. Starting in June 1964, it became an option for the Mustang. The HiPo engine

4042-523: The Ford 1957 workshop manual as being any different from the manual car, which seems unlikely given the power difference at the same engine speed. The 292 would be the longest-lived of the Y-Blocks, carrying on until 1962 in U.S. cars and until 1964 in U.S. trucks. It was also used in Argentina in the F-100 pick-up well into the 1960s, and was known as Fase I (Phase I). In 1971, the engine was modified to accept

4136-467: The GT40 engines must have a direct link back to its production cars, the 302 was adopted in domestic manufacturing. Both two-bolt and four-bolt main bearing versions were made. In 1968, the small-block Ford stroke was increased from 2.87 in (72.9 mm) to 3 in (76.2 mm), giving a total displacement of 4,942 cc (4.9 L; 301.6 cu in). The connecting rods were shortened to allow

4230-465: The Mustang in mid-year 1964. The performance of the Mustang with Ford's stock 289 cu in small block and 390 cu in big block V8s was not up to the Camaro's with equivalent Chevy engines. In an effort to improve the Mustang's image, Ford developed the Boss 302 engine and offered it in a complete performance package in 1968 mid-year and 1969 models as the Boss 302 Mustang, and the 429 cu in 385 series engine in

4324-484: The Mustang in the Australian Touring Car Championship (ATCC) from 1969 to 1972. Although he failed to place in the top 10 in 1969, he finished 6th in 1970, 2nd in 1971 and 3rd in 1972. As of December 2012, this car has been fully restored to original, and is owned by Queensland based collector David Bowden who regularly shows the car at historic events throughout Australia. Since its restoration,

4418-512: The Thunderbird with a 292 cu in (4.8 L) engine. The 272 cu in (4,465 cc) version of the Y-Block was the same bore as the outgoing Mercury 256 cubic inch Y-Block but with a longer stroke (3.625 x 3.3 in). The standard 1955 U-code featured a two barrel Holley carburetor and was rated at 162 bhp (121 kW) at 4,400 rpm and 258 lb⋅ft (350 N⋅m) at 2,400 rpm. The optional "Power Pack" M-code utilized

4512-582: The Y-Block and grow to 351 cu in (5.8 L). Boss 302 Mustang The Mustang Boss 302 is a high-performance 302 cu in (4.9 L) H.O. V8 -powered variant of the Ford Mustang originally produced by Ford in 1969 and 1970. Developed to meet homologation requirements to compete in Trans Am racing , it was Ford's response to the success of the Chevrolet Camaro Z/28 in

4606-472: The Y-Block, while the M-code 272 was replaced with a new M-Code specification of the 292. This M-code "Thunderbird V8" 292 was now optional on all Fords. The engine when fitted behind manual transmission vehicles had an 8.0:1 compression ratio and was rated at 200 bhp (149 kW) at 4,600 rpm and 285 lb⋅ft (386 N⋅m) at 2,600 rpm, whilst the automatic featured an 8.4:1 compression ratio with

4700-555: The circuit in 1971, and again Follmer in 1972, leading to back-to-back AMC victories. The Boss Mustang platform experienced racing success in Australia, with Canadian-born driver Allan Moffat , driving his Coca-Cola -sponsored Mustang to a recorded 101 wins from 151 starts. Moffat's car was a gift from Ford 's American in-house race car fabrication and engineering facility, Kar Kraft, and finished off by Bud Moore Engineering . Moffat raced

4794-626: The cylinder wall contour of the 221 and 260 engines changed in January–February 1963 with the introduction of the 289 variant – all 221 and 260 engine blocks up to this time featured "corrugated wall" construction with two core plugs on the side of each bank and engine mount hole pitch distances of 6 inch. All three block variants from this point on featured the straight wall method of construction, three core plugs, and an engine mount hole pitch distance of seven inches. The corrugated wall method of block construction had caused cleaning difficulties in

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4888-539: The engine specifications for 1955-57 shows the Ford V8s ahead of the Chevrolet counterparts in displacement, horsepower, and torque. However, larger CID V8 engines made by Cadillac, Chrysler, Buick, Pontiac and Oldsmobile clearly showed the small CID architecture of the Y-block would need revision in order to keep pace with the other automakers. Even with the benefit of today's technology (aftermarket rods and stroker cranks),

4982-464: The engine was introduced with a four-barrel carburetor and 9.0:1 compression, rated at 210 hp (157 kW) at 4,400 rpm and 300 lb⋅ft (407 N⋅m) at 2,800 rpm. The engine was an option on the 1965 Ford Mustang and was known as the "D-code" from the letter code used to identify the engine in the VIN . The D-code engine is relatively rare, as it was only offered as an optional engine in

5076-420: The engine's history. A 351 cu in (5.8 L) model was offered beginning in 1969 and continuing until 1996. The 351W (so identified to distinguish from the 335-series Cleveland 351C) uses a taller block than the other engines in the series to avoid excessively short connecting rods. And for a brief time in the early 1980s, a version with a smaller bore diameter that displaced 255 cubic inches (4.2 L)

5170-598: The eventual demise of the OHV Ford small-block. Through the rest of the decade, Ford gradually shifted V8 applications to the Modular engine, with the Mustang transitioning in 1996. Even as the small-block neared the end of its life, development continued, with new cylinder heads introduced for the Ford Explorer in 1997. American sales in new vehicles ended with the 2001 Ford Explorer, but the engine continues to be offered for sale as

5264-474: The exhaust sound. The Boss 302 suspension supplemented the Mustang GT's with higher-rate coil springs, stiffer bushings, and a larger diameter rear stabilizer bar, and was dropped by a bit less than 1/2" in the front to evoke the stance of the original. An intermediate sport mode was added to the standard Mustang traction control system and electronic stability control programs to allow for more flexibility on

5358-423: The factory effort was headed up by Bud Moore , who fielded two cars in the 1970 season running on Goodyears and edged out Team Penske's Javelins, with lead Penske driver Mark Donohue losing out to Bud Moore driver Parnelli Jones . Ford dropped the Boss 302 after 1970. In 1971 AMC came out with a redesigned Javelin and returned to the track with Donohue and ex-Mustang driver George Follmer . Donohue dominated

5452-448: The flathead. The 239 was available in 1954 models (EBU casting numbers), and in late 1954 and 1955 (EBV casting numbers), while also in 1955 the bigger 272 and 292 cubic inch siblings were introduced. The 1955 EBV 239 engine exchanges many parts with later model Y-blocks such as the 272 and 292, while the 1954 EBU engine has many parts that do not exchange with the 1955 EBV 239 and later Y-blocks. The original Mercury Y-block, introduced for

5546-535: The foundry from day one and a change was phased in. The first engine of this family, called the Fairlane V8 , introduced for the 1962 model year as an option on the Fairlane and Meteor, 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 superior breathing. An advanced, compact, thinwall-casting design, it

5640-416: The front main bearing journal, all designed to reduce the 'bending moment' in the crankshaft at high-rpm.) The HiPo equipped with a single 4-barrel Autolite 4100 carburetor carried SAE gross ratings of 271 bhp (275 PS; 202 kW) at 6,000 rpm and 312 lb⋅ft (423 N⋅m) at 3,400 rpm. The K-code HiPo engine was an expensive option and its popularity was greatly diminished after

5734-440: The fuel pump received an extra spring to keep up with high rpm demand, alternator/generator pulleys were larger diameter, respectively (to slow their relative speeds at high engine revs), and a special fan was fitted. Bottom-end high-rpm improvements included a flaw-free selected standard block, thicker main bearing caps and crankshaft damper/balancer, larger-diameter rod bolts, a crankshaft made from 80% nodular iron as opposed to

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5828-475: The higher limit of the NASCAR circuit at that time. Available only in the Boss 302 Mustangs of 1969–70, the engine differed substantially from stock Ford 302s, being based on a unique thin-wall, high nickel content small block casting. Other performance upgrades included solid lifters, much stronger 4-bolt rather than 2-bolt main crankshaft bearings, threaded rather than simple compression freeze plugs, and heads using

5922-462: The internal front press-in oil gallery plugs with threaded plugs to reduce chances of high rpm failure, and installed a larger oil pan with baffles to reduce oil starvation in hard cornering. From 1966 to 1968, Shelby offered an optional Paxton supercharger on Shelby GT350 289s, raising power to around 390 hp (291 kW). About 25,000 K-code 289s were manufactured at Cleveland Engine Plant 1 (CEP1) between March 1963 and June 1967. By 1967,

6016-510: The latter half of the 1964 model year. This engine was marketed in the 1964 Mercury Comet Cyclone as the "Cyclone" and carried a K-code in its Mercury VIN. This engine is not the same engine as the HiPo K-code engine offered in Ford vehicles. For 1965, the compression ratio of the base 289 was raised to 9.3:1, increasing power to 200 hp (149 kW) at 4,400 rpm and torque to 282 lb⋅ft (382 N⋅m) at 2,400 rpm. In 1968,

6110-425: The model year, a 235 hp (238 PS; 175 kW) version with 9.0:1 compression ratio became available. All 1956 Mercury engines had gold-painted blocks and heads. The 210-horsepower version had red valve covers and air cleaner, while the 225-horsepower version had blue valve covers and air cleaner . The 235-horsepower version had argent silver valve covers and air cleaner. A dealer-installed "M 260" engine kit

6204-523: The older engine's 125 bhp (93 kW). The original Lincoln V8 was also known as a Y-Block. Lincoln introduced their engine in 1952, but it was a different design from the Ford Y-Block, and was used on large cars and Ford heavy-duty trucks. One of the design qualities of the Y-Block V8 is its deep skirting which makes for a very rigid block for added strength in the bottom end. The drawback to this

6298-427: The only person Bowden has allowed to drive the car (other than his son Dan) is its former owner Allan Moffat. Moffat has said that the car is his favourite car of his 30 years in racing, and that the gift of the car from Ford in 1969 was a pivotal moment in his career. The Boss 302 is reproduced as a model and toy, with diecast models including Hot Wheels , Matchbox , and Ertl's "American Muscle", and many others. It

6392-464: The range Montclair V8 came with a higher specification version that was rated 198 bhp (148 kW) at 4,400 rpm and 282 lb⋅ft (382 N⋅m) at 2,500 rpm. 1955 would be the only model year that Mercury would use the 292 in version of the Y-Block, with it being replaced by the larger 312 in engine for the 1956 model year. In 1956 Ford replaced the P-code 292 with a new 312 cu in (5.1 L) "Thunderbird Special V8" version of

6486-418: The regular item's 40% (with each one checked for correct 'nodularity' by polishing an area of the rear counterweight and comparing a magnification of that surface against a standard), and increased crankshaft counterweighting to compensate for the heavier connecting rod big ends. (The external counter weighting at the front was split between the crankshaft damper and a supplementary counterweight place adjacent to

6580-472: The relative rarity and expense of existing examples of the original automobiles, especially race-prepped models. In 2007 a pair of restored 1969 Boss Mustangs sold for $ 530,000. Also in 2007 Saleen and American racing legend Parnelli Jones created a limited-edition S302PJ version of the Mustang designed to pay homage to the legendary 1970 Boss 302 that Jones had raced in the Trans Am series. Ford revived

6674-484: The rocker shafts from the main oil gallery. Cylinder heads on the Y-Block have always been a point for discussion. Because of the configuration of the intake ports, vertically in pairs instead of horizontally side by side, and the way in which they make sharp turns around the head bolts, they have been called “bad breathers”. Although their flow can indeed be inferior, they are nonetheless able to rev to 7,000+ rpm. Ford Y-blocks are easily identified. The distributor

6768-437: The same as the old Ford Flathead V8 but with a bigger bore and a shorter stroke. It produced 130 bhp (97 kW) as opposed to the Flathead's final 110 bhp (82 kW), an increase of 18%. The Mercury Y-Block was 256 cu in (4,194 cc) and produced 161 bhp (120 kW), again a similar displacement to the 255 cu in (4.2 L) Mercury Flathead V8 it replaced, but with 29% more power than

6862-524: The small-block, beginning with the Lincoln Town Car and continuing through the 1990s. The 2001 Explorer SUV was the last North American installation of the engine, and Ford Australia used it through 2002 in the Falcon and Fairlane . Although sometimes called the "Windsor" by enthusiasts, Ford never used that designation for the engine line as a whole; it was only adopted well into its run to distinguish

6956-664: The standard Boss 302 named after the famed northern California race track. Designed to bridge the gap between the base Boss 302 and the track-only Boss 302R and 302S,. it came with Recaro sport seats, a Torsen limited-slip rear differential, revised suspension tuning, and a larger rear stabilizer. Ford Racing ducts were fitted to the front brakes. Rear seats were replaced by an X-brace to increase lateral structural rigidity approximately 10%. Light-weight alloy wheels are 19x9-inch in front and 19x10 inch rear, fitted with R-compound ultra high-performance 255/40-19 / 285/35-19 tires. The 2012 Laguna Seca Boss 302 came in black or Ingot Silver, with

7050-412: The track. The aero package (i.e. spoilers , splitters , etc.) was almost entirely copied from the Boss 302R race car. The 19-inch black-alloy racing wheels were 9-inches wide in the and 9.5-inches in rear, and came with 255/40-19 / 285/35-19 Pirelli P-Zero tires. Ford produced just over 3250 Boss 302 base models in both 2012 and 2013. The Boss 302 Laguna Seca edition is an upgraded version of

7144-601: The two-barrel was reduced to 195 hp (145 kW). In 1965, the four-barrel (4V) version was increased to 10.0:1 compression, and was rated at 225 hp (168 kW) at 4,800 rpm and 305 lb⋅ft (414 N⋅m) at 3,200 rpm. The 289-4V was also the engine for the Australian Ford XR Falcon GT , its first Falcon GT,. Around 3,500,000 289-2V and 289-4V engines were made at Cleveland Engine Plant 1 (CEP1) and 800,000 289-2V at Windsor Engine Plant 1 (WEP1) in 1963-1967. A high-performance version of

7238-467: The upper limit of a Y-block is about 348 cu in (5.7 L), while the Chevrolet could be modified well past the factory limit of 400 cu in (6.6 L). The result was the introduction in 1958 of the 332 CID "big block" Ford FE engine which ultimately grew to 428 cu in. Later, in 1962, the Ford Windsor engine – which began at 221 cu in (3.6 L) would fully replace

7332-458: The use of the same pistons as the 289. The new 302 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 (45.0 mm) (intake) and 1.442 in (36.6 mm) (exhaust), and was rated (SAE gross) at 220 hp (164 kW) at 4,600 rpm and 300 lb⋅ft (407 N⋅m) at 2,600 rpm. Optional

7426-635: 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 the lightest and most compact V8 engine of its type of the era. 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 hp (108 kW) at 4,400 rpm and 216 lb⋅ft (293 N⋅m) at 2,200 rpm. The 221

7520-438: Was a four-barrel version rated at 230 hp (172 kW) at 4,800 rpm. Ford Y-block engine The Y-block engine is a family of overhead valve V8 automobile engines produced by Ford Motor Company . The engine is well known and named for its deep skirting, which causes the engine block to resemble a Y. It was introduced in 1954 as a more modern replacement for the outdated side-valved Ford Flathead V8 and

7614-478: Was a manufacturing economy measure so that both 260 and 289 engines could use the same valves. Although the engine breathed better, and was capable of producing marginally more power, rated power was not changed. In 1963, the 260 became the base engine on full-sized 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

7708-453: Was again used in high-end Ford and Mercury cars , including the Thunderbird. Bore x stroke dimensions were 3.80 in × 3.44 in (96.5 mm × 87.4 mm). Depending on model year and application, the 312 was available with a single two- or four-barrel Holley carburetor , two four-barrel carburetors and with or without a McCulloch (Paxton) supercharger (1957 only). All 1956 U.S. Mercury models were powered by

7802-656: Was also introduced in April 1963 and was also called the Challenger V8. Bore was expanded to 4.00 in (101.6 mm), becoming the standard bore for most small block Ford engines. Stroke remained at 2.87 inches. The 289 weighed 506 lb (230 kg). In 1963, the two-barrel (2V) 289 replaced the 260 as the base V8 for full-sized Fords. It had 8.7:1 compression and was rated at 195 hp (145 kW) (SAE gross) at 4,400 rpm and 285 lb⋅ft (386 N⋅m) at 2,200 rpm. In 1964, an intermediate performance version of

7896-532: Was dropped altogether in 1956 in favour of a four barrel M-code version of the 292. A final version of the 272 in the US was released in 1957 as the B-code. It featured a two barrel Holley carburetor and was rated at 190 bhp (142 kW) at 4,500 rpm and 270 lb⋅ft (366 N⋅m) at 2,700 rpm. Ford Australia released this V8 motor as its only option in the four-door Customline sedan from 1955-1959 (based on

7990-491: Was engineered to increase performance and high-rpm reliability over the standard 289. It had solid valve lifters with more aggressive 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 (105 CFM more than the standard 289-4V). The water pump had fewer vanes (to minimize high rpm foaming and cavitation),

8084-399: Was only available in 1954 models and was replaced by the 292 in 1955. The 256 was also used in some F100s in 1955 depending on the production plant location and was also installed in law enforcement sedans. By 1955 Chevrolet introduced its small block V8 with 265 cu in (4.3 L), not to be outdone Ford increased its displacement to 272 cu in (4.5 L) and introduced

8178-579: Was opened on November 21, 1958, by the Brazilian President, Juscelino Kubitschek de Oliveira, to produce the first Ford engine in South America. The 272 version was used on Brazilian F-series trucks until 1977 and on the Brazilian Galaxie 500, launched in April 1967. The 292 cu in (4,778 cc) Y-Block was also introduced in 1955. The 292 shared the 3.3 in (83.82 mm) stroke of

8272-637: Was part of an effort by Ford to win the coveted SCCA Trans-Am Championship in 1969-1970. Penske Camaros had triumphed in 1968 and 1969, but team Penske switched to American Motors ' Javelin the following year, so in 1970 the Boss 302's direct competition were the AAR Cudas , the Pontiac Firebird , the Team Chaparral Camaros , and the Penske AMC Javelins. The Ford entry for 1969 and 1970

8366-433: Was phased out end of May 1963 as a result of lackluster demand. About 371,000 had been produced. In the late 1970s, an urgent need to meet EPA CAFE standards led to the creation of the 255 cu in (4.2 L) version for the 1980 model year, essentially a 302 with the cylinder bores reduced to 3.68 in (93.5 mm). The 302 was to be phased out and the 255 was to be an interim engine which would remain until

8460-480: Was produced as Ford struggled with emissions and fuel economy. In response to the Chevrolet Camaro 's success in the SCCA Trans-Am Series , Ford engineers developed a new racing engine from the small block. The first attempt mated a tunnel-port head to a 289 cu in block, but the displacement proved to be too small to deliver the desired power. The next iteration of the engine mated an improved head design to

8554-478: 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) at 4400 rpm, with a peak torque of 258 lb⋅ft (350 N⋅m) at 2200 rpm. For the 1962 and 1963 car model years, the valve head diameters remained the same as the 221, but for the 1964 car model year, they were enlarged to 1.67 in (42.4 mm) (intake) and 1.45 in (36.8 mm) (exhaust) – this

8648-692: Was released in January 1956. The kit consisted of a hotter camshaft , revised cylinder heads , and an intake manifold mounting two four-barrel carburetors. The kit was advertised as boosting the Mercury 312 V8 to 260 hp (264 PS; 194 kW). Not generally known, about 40% of these 312s were equipped with vacuum secondary CARTER WCFBs. They are a highly desired version, as the Holleys were cantankerous. The 312s had no centrifugal timing advance in their distributors until 1957. The last regular application of

8742-401: Was the Boss 302 Mustang, which was dogged by non-mechanical problems in '69 but won in '70. In 1969, tire trouble and slow pit stops were major factors limiting the Ford team's success. With Roger Penske as Chevrolet's racing team manager, pit stops were choreographed to maximize efficiency, far outperforming the Mustang team's efforts. Ford's Firestone brand tires also proved inadequate. In 1970

8836-418: Was used in a variety of Ford vehicles through 1964. By 1948, the famous Ford Flathead V8 had been developed about as far as it could go, and it was antiquated by the early 1950s. Ford was the most conservative of the major automakers, holding onto older designs longer than GM or Chrysler, but market forces pushed Ford to develop new designs in the 1950s. Management at Ford instructed its engineers to develop

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