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Author Topic: Brief Overview of Ford Small Blocks  (Read 12978 times)
woody
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« on: June 01, 2006, 01:02:00 pm »

This is a brief overview of Fords small block engines

The 289 was produced from 1963 through 1968 and the 302 from 1968 through the mid 90's until it was phased out in favor ford's new modular 4.6 engine. The 289 and 302 are very similar except for the stroke of the 289, which is 2.87 versus the 302 which is 3.0. Of special interest is the 289-4V Hi-Perf engine (1963-1967) it featured a mechanical solid camshaft, threaded rocker arm studs and recessed spring seats. Most of the other 289-302 engines (1968-1976) used a press-in rocker stud. 1978 and later 302 engines use a modified rocker pedestal. many of the 289-302 parts will interchange with Fords earlier 221-260 engines, but since the 221-260 featured a thin casting they can NOT be bored to a 289. In 1985 a new hydraulic roller cam 302 was introduced and by 1986 Ford had switched over to electronic fuel injection.

The 302 BOSS is one of of Ford's all time super engines. The BOSS was made in 1969-1970 and proved to be a very worthy competitior in trans-am racing. It's main features were massive cylinder heads capable of providing enough airflow to support big horsepower numbers. The heads had canted valves, mechanical solid camshaft, stamped rocker arms with an adjustable rocker arm stud , pushrod guideplates, forged crankshaft, 4 bolt main caps on journals #2-#3-#4 a beefy connecting rod that used a 3/8ths bolts that was spot faced. The BOSS also cam e with Forged Pistons. The 302 BOSS is highly sought after by collectors. Expect to pay a hefty price for any original BOSS 302 parts.

The 351 Windsor got it's name from the engine plant that built this particular motor.  The 351W is a much stronger block than any production 289-302 block. Although it does have the same bore spacing of 4.38" and bore diameter 4.0" is also the same as 289-302. This is nice because 289-302 and 351W heads all interchange between each other. A taller deck height requires a 351W specific intake manifold. The 3.0" main journals are larger than the 289-302 which are 2.25. Camshafts will interchange between the 289-302 and 351W. Early 351w's have a different firing order than the 289-302 engines. 1-3-7-2-6-5-4-8 versus the 289-302's firing order which is 1-5-4-2-6-3-7-8. This all changed in 1982 with Ford's 302HO motor which uses the 351W firing order. I highly suggest using a 351W as a foundation for an engine rebuild if you are replacing a tired 302 or 289.

Up next is one of the mightiest engines Ford has ever produced. The infamous 351 Cleveland. US production of the cleveland only lasted 4 short years but the cleveland lived on in australia till the mid 80's. The cleveland was produced from 1970 to 1974. It featured a canted vlave cylinder head, hydraulic camshaft, pedestal mounted rocker arms with sled type fulcrums which were retained with cap bolts. 2V heads have open chambers with rounded ports while the 4V had open chamber and closed quench chamber heads. A 351C Cobra Jet appeared in 1971 with 4 bolt main caps which was then carried over to 1972 as the 351C-4V with open chamber heads. There is alot more to the Cleveland and if you have questions feel free to ask them in the cleveland forum.

351C BOSS engine also appeared in 1971. It had 4 bolt main caps and 4V quench chamber heads with rocker arm pedestals machined to accept 302BOSS valvetrain and solid mechanical camshaft. The connecting rod featured a 180,000 psi 3/8th's rod bolt. In 1972 open chamber heads were used with a flat top piston and the name was changed to 351C-HO

The 351M-400 is similar in design to the 351cleveland but there are subtle differences. Both the 351M an 400 are 1.100" taller than the cleveland and have larger main bearing journals. The engine mounts are unique to this engine. Bellhousing pattern used was the same as the 429-460 big block. This engine was literally used in just about all vehicles made by ford, with some exceptions. It is a good motor if torque is your goal but the aftermarket has never embraced this motor so there is very little in the way of go-fast parts available. It would be wise to steer clear if you plan on building for performance and horsepower.

 Smiley

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Make sure you get your information from the internet gurus that haven't built SHIT, they did sleep at Holiday Inn last night, and we have a few of those gurus right here on this forum. Smiley
8950lx
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« Reply #1 on: December 09, 2006, 11:17:45 pm »

Can you expand on the meaning of the valvetrain components? I just don't understand what all of this means: "canted valve,"  "recessed spring seats," "modified rocker pedestal," "pushrod guideplates," "sled type fulcrums," "open chambers with rounded ports" vs "open chamber and closed quench chamber heads." Pics would be nice, but if you explain it in simple words I will get it lol. Sorry, I think I know more than the average person... maybe... but I'm no engine builder, so I want to learn as much as I can. Plus I kinda like history and how to ID engines and know what interchanges and stuff. Cheesy
« Last Edit: December 17, 2006, 08:01:41 pm by 8950lx » Logged

1988 Mustang LX Coupe former 4 banger:

306 CID, F303, 70mm TB, 76mm C&L MAF,  Comp Cams Box upper and Cobra lower, 24# injectors, Mac 1 5/8" Shorty Headers, 2.5" H pipe, Spin-Tech Pro Streets(dumps), 3.73 Gears, Cobra front brakes with '95 GT lower control arms, '95 GT rear disc brakes.
8950lx
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« Reply #2 on: December 17, 2006, 08:02:20 pm »

 Anyone? Feedback Please
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1988 Mustang LX Coupe former 4 banger:

306 CID, F303, 70mm TB, 76mm C&L MAF,  Comp Cams Box upper and Cobra lower, 24# injectors, Mac 1 5/8" Shorty Headers, 2.5" H pipe, Spin-Tech Pro Streets(dumps), 3.73 Gears, Cobra front brakes with '95 GT lower control arms, '95 GT rear disc brakes.
roy
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« Reply #3 on: October 20, 2007, 04:02:09 pm »

Woody probably didn;t answer you because your asking for a quick answer to some very long questions!
I would go to a great book store, like a chapters or a good performance shop & pick up some books like:
Ford Windsor performance by Issac Martin
The Ford V-8 ,can;t remember who wrote this one, i;d's ford OHV V-8's from the 221 to 429;s
good luck
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Joel5.0
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« Reply #4 on: October 21, 2007, 12:03:10 am »

Woody probably didn;t answer you because your asking for a quick answer to some very long questions!
I would go to a great book store, like a chapters or a good performance shop & pick up some books like:
Ford Windsor performance by Issac Martin
The Ford V-8 ,can;t remember who wrote this one, i;d's ford OHV V-8's from the 221 to 429;s
good luck
Don't worry....he's up-to-date..........
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« Reply #5 on: December 09, 2007, 10:05:32 pm »

The 302 was in Explorers and Mountaineers up to and including the 2000 model year, were they not?
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« Reply #6 on: February 17, 2010, 01:40:12 am »

The 302 was used in Australian Falcons up until 2002. There were also several hundred 347 factory strokers built for Falcons in 2001. You can read the detail in the Falcon section in the FPV site linked below.

http://www.fpv.com.au/theheritage/overview.aspx
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BornInAFord
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« Reply #7 on: March 26, 2010, 02:56:31 pm »

The 302 was in Explorers and Mountaineers up to and including the 2000 model year, were they not?
They were used from 1996 through 2001 in the Explorers and Mountaineers.  The 4.6L debut was 2002 for the Explorer/Mountaineers. Smiley
Daniel
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