View source for Ford small block engine

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{{Infobox automobile engine
| image = Shelby Mustang GT350 engine.jpg
| caption = [[#GT-350|289 K-code]] in a [[Shelby GT350]]
| name = Ford small block
| aka = {{unbulleted list
  | Windsor V8
  | Challenger V8<ref name="Gunnell 1987" />}}
| manufacturer = [[Ford Motor Company]]
| configuration = [[Naturally aspirated]] 90° V8
| bore = {{unbulleted list
  | 4.000" (289, 302, 351W)
  | 3.800" (260)
  | 3.680" (255)
  | 3.500" (221)
  }}
| stroke = {{unbulleted list
  | 3.500" (351W)
  | 3.000" (302 & 255)
  | 2.870" (221, 260, 289)
  }}
| displacement = {{unbulleted list
  | {{convert|221|cid|L|abbr=on|sigfig=2}}
  | {{convert|255|cid|L|abbr=on|sigfig=2}}
  | {{convert|260|cid|L|abbr=on|sigfig=2}}
  | {{convert|289|cid|L|abbr=on|sigfig=2}}
  | {{convert|302|cid|L|abbr=on|sigfig=2}}
  | {{convert|351|cid|L|abbr=on|sigfig=2}}
  }}
| length = 27.50" (302, 351W) {{efn| With 2001 Explorer–style water pump kit (Ford part ''M-8501-A50''). Blocks with older pumps are 1.25" longer.{{cn|date=April 2021}}<!-- If this statement is verified, the entry here should be reversed, with the measurement of 28.75" given for standard blocks and 27.50 in the note for a special water pump kit.-->}}
| width = {{unbulleted list
  | 21.00" (351W)
  | 18.75" (302)
  }}
| height = {{unbulleted list
  | 23.75" (351W) {{efn|Ford measures engine height here from the bottom of the oil pan to the top of valve covers, excluding any breathers or oil fill tubes.{{cn|date=April 2021}}}}
  | 20.75" (302)
  }}
| block = {{unbulleted list
  | Cast iron
  | Deck height:
  | 9.480" (1969–70 351W)
  | 9.503" (1971–96 351W)
  | 8.201–8.210" (BOSS 302)
  | 8.206" (221, 260, 289, 302)
  }}
| head = Cast iron
| valvetrain = {{unbulleted list
  | [[Overhead valve engine|Pushrod OHV]]
  | Cast iron cam, Flat tappet (1962–84 302, 1969–93 351W)
  | Steel roller cam & lifters (1985–2001 302, 1994–97 351W)
  }}
| fuelsystem = {{unbulleted list
  | [[Carburetor|Carbureted]] (1962-1985 302, 1969-1991 351W)
  | [[Fuel injection|EFI]] (1988-1997 351W, 1986-2001 all others)
  }}
| fueltype = 87 Octane
| oilsystem = Wet sump
| coolingsystem = [[Water-cooled]]; jacketed block
| power = {{convert|115-310|hp|kW|0|abbr=on}}
| torque = {{convert|262-385|lbft|Nm|0|abbr=on}}
| compression = 9.0:1, 9.5:1, 10.5:1, 8.8:1, 8:1
| production = July 1961 – 2002
| predecessor = [[Ford Y-block engine]]
| successor = [[Ford Modular engine]]
}}
The '''Ford small-block''' (aka Windsor V8) is a series of 90° [[overhead valve]] [[engine block|small-block]] [[V8]] automobile engines manufactured by the [[Ford Motor Company]] from July 1961 to December 2000.

Designed as a successor to the [[Ford Y-block engine]], it was first installed in the 1962 model year [[Ford Fairlane (Americas)|Ford Fairlane]] and [[Mercury Meteor]]. Originally produced with a displacement of {{convert|221|cuin|L|1|abbr=on}}, it eventually increased to {{convert|351|cuin|L|1|abbr=on}}, but was most commonly sold (from 1968–2000) with a displacement of [[#302|302]] cu in (later marketed as 5.0 L).

Famed variants powered [[#289|289]] Shelby Cobras to [[Trans-Am]] racing championships and the [[Ford GT-40]] to wins at [[24 Hours of LeMans|LeMans]] and 1-2-3 sweeps in its iconic [[#GT-40|5L]] form.  The [[Boss 302 Mustang|Boss 302]] also was a Trans-Am design.

The "Windsor V8" was installed in several of the company's most famous products, notably the [[Ford Mustang|Mustang]], as well as the [[Mercury Cougar]], [[Ford Torino]], [[Ford Granada (North America)|Ford Granada]], [[Mercury Monarch]], [[Ford LTD (Americas)|Ford LTD]], [[Mercury Marquis]], [[Ford Maverick (1970-1977)|Ford Maverick]], and [[Ford F-150]] pickup.

For the 1991 model year, Ford began phasing in their new [[Ford Modular engine|Modular V8 engine]] to replace the small-block, beginning with the [[Lincoln Town Car]] and continuing through the 1990s. The 2001 [[Ford Explorer|Explorer]] SUV was the last North American installation of the engine, and [[Ford Australia]] used it through 2002 in the [[Ford Falcon (Australia)|Falcon]] and [[Ford Fairlane (Australia)|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 the {{convert|351|cuin|L|1|abbr=on}} version from the {{convert|351|cuin|L|1|abbr=on}} "Cleveland" version of the [[Ford 335 engine|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 the 1990s, these engines were [[marinized]] by various companies (except for the {{convert|255|cuin|L|1|abbr=on}}).

The small block remains available for purchase from Ford Performance Parts as a [[#Crate engines|crate engine]].<ref>{{cite web|url=https://performanceparts.ford.com/engines/#302|title=Ford Performance Parts - Crate Engines |publisher=Ford |access-date=July 26, 2022}}</ref>

==Overview==
The small-block engine was introduced in the 1962 [[Ford Fairlane (Americas)|Ford Fairlane]] and Mercury Meteor cars. Displacing {{convert|221|cuin|L|1|abbr=on}}, it was designed to save weight, using thin-wall casting for 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 [[Ford 335 engine|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 is routed out of the block through the intake manifold.

The design was soon bored to {{convert|260|cuin|L|1|abbr=on}} and again to {{convert|289|cuin|L|1|abbr=on}}, then stroked to {{convert|302|cuin|L|1|abbr=on}}, 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 the engine's history. A {{convert|351|cuin|L|1|abbr=on}} 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 {{convert|255|cuin|L|1}} 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 the 302 cu in block, producing the famous "[[Boss 302 Mustang|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 [[Ford Modular engine|Modular 4.6&nbsp;L OHC V8]] debuted in the 1991 [[Lincoln Town Car]], signaling 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 a crate engine from Ford Racing and Performance Parts.

===Design changes===
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 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 plug]]s 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 the foundry from day one and a change was phased in.

==221==
The first engine of this family, called the '''Fairlane V8''',<ref name="Gunnell 1987" /> introduced for the 1962 model year as an option on the Fairlane and Meteor, had a displacement of {{convert|221|cuin|L|1|abbr=on}}, from a 3.5&nbsp;in (89&nbsp;mm) [[bore (engine)|bore]] and 2.87&nbsp;in (72.9&nbsp;mm) stroke, with wedge [[combustion chamber]]s for superior breathing. An advanced, compact, thinwall-casting design, it was 24 in wide, 29 in long, and 27.5 in tall (610&nbsp;mm × 737&nbsp;mm × 699&nbsp;mm). It weighed only 470&nbsp;lb (210&nbsp;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]]. [[Poppet valve|Valve]] diameters were 1.59 in (40.4&nbsp;mm) (intake) and 1.388 in (35.3&nbsp;mm) (exhaust). Rated power and torque ([[Horsepower#SAE_gross_power|SAE gross]]) were {{convert|145|hp|kW|0|abbr=on}} at 4,400&nbsp;rpm and {{convert|216|lbft|Nm|0|abbr=on}} at 2,200&nbsp;rpm.

The 221 was phased out end of May 1963 as a result of lackluster demand. About 371,000 had been produced.

==255==
In the late 1970s, an urgent need to meet [[United States Environmental Protection Agency|EPA]] [[Corporate Average Fuel Economy|CAFE]] standards led to the creation of the {{cvt|255|cuin|L|1}} version for the 1980 model year, essentially a 302 with the cylinder bores reduced to {{cvt|3.68|in|mm|1}}. The 302 was to be phased out and the 255 was to be an interim engine which would remain until the [[Ford Essex V6 engine (Canadian)|new V6]] was in production. Rated power (SAE net) was {{cvt|115|-|122|hp|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 the [[Ford Y-block engine|Y-block]] and the [[Ford MEL engine|MEL]].

It was optional in [[Ford Fox platform|Fox-chassis]] cars including the Mustang (and corporate cousin Mercury Capri), Thunderbird, and Fairmont, and standard equipment in the [[Ford LTD (North America)|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 {{cvt|27|mpgus|km/L mpgimp}}. Due to its dismal overall performance, 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:
*1980–1981 [[Ford Fairmont]]
*1981–1982 [[Ford F-Series (seventh generation)|Ford F-100]]
*1981–1982 [[Ford Granada (North America)|Ford Granada]]
*1981–1982 [[Ford LTD (Americas)#Third|Ford LTD]]
*1980–1982 [[Ford Mustang (third generation)|Ford Mustang]]
*1980–1982 [[Ford_Thunderbird_(eighth_generation)|Ford Thunderbird]]
*1980–1982 [[Mercury Capri#Second generation (1979–1986)|Mercury Capri]]
*1980–1982 [[Mercury_Cougar#Fifth_generation_(1980–1982)|Mercury Cougar]]
*1981–1982 [[Mercury_Marquis#Third_generation_(1979–1982)|Mercury Marquis]]
*1980–1981 [[Mercury Zephyr]]

==260==
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).<ref name="Gunnell 1987">{{cite book|editor=Gunnell, John|title=The Standard Catalog of American Cars 1946–1975| publisher=Kraus Publications|pages=317–373|year=1987|isbn=0-87341-096-3}}</ref> It had a larger bore of 3.80 in (96.5&nbsp;mm), increasing displacement to {{convert|260|cuin|L|1|abbr=on}}. Compression ratio was raised fractionally to 8.8:1. The engine was slightly heavier than the 221, at 482&nbsp;lb (219&nbsp;kg). Rated power (still SAE gross) rose to {{convert|164|hp|kW|0|abbr=on}} at 4400 rpm, with a peak torque of {{convert|258|lbft|Nm|0|abbr=on}} 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&nbsp;mm) (intake) and 1.45 in (36.8&nbsp;mm) (exhaust) – this 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 (North America)|Ford Falcon]] and [[Mercury Comet]]. The early "1964½" [[Ford Mustang]] also offered 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.

===XHP-260===
The special [[rally racing|rally]] version of the Falcon and Comet and early [[AC Cobra]] [[sports car]]s 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 a four-barrel carburetor. This engine was rated (SAE gross) {{convert|260|hp|kW|0|abbr=on}} at 5800 rpm and {{convert|269|lbft|Nm|0|abbr=on}} at 4800 rpm. This engine was termed the HP-260 by Ford and was specifically made for Carroll Shelby – about 100 were made.

=== Sunbeam Tiger ===
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.

==289==
[[File:1966 Ford Mustang 289 Windsor.JPG|thumb|250px|A 289 Ford small-block V8 in a 1965 [[Ford Mustang]]]]

The {{convert|289|cuin|L|1|abbr=on}} was also introduced in April 1963 and was also called the '''Challenger''' V8.<ref name="Gunnell 1987" /> Bore was expanded to {{convert|4.00|in|mm|1|abbr=on}}, becoming the standard bore for most small block Ford engines. Stroke remained at 2.87 inches. The 289 weighed 506&nbsp;lb (230&nbsp;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 {{convert|195|hp|kW|0|abbr=on}} (SAE gross) at 4,400&nbsp;rpm and {{convert|285|lbft|Nm|0|abbr=on}} at 2,200&nbsp;rpm.

===D-code===
In 1964, an intermediate performance version of the engine was introduced with a four-barrel carburetor and 9.0:1 compression, rated at {{convert|210|hp|kW|0|abbr=on}} at 4,400&nbsp;rpm and {{convert|300|lbft|Nm|0|abbr=on}} at 2,800&nbsp;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]].<ref>{{cite web|url=http://www.mustangspecs.com/years/64-65.shtml|title=Mustang Specs (1964 1/2 and 1965)|access-date=March 27, 2014}}</ref><ref>{{cite web|url=http://www.oldride.com/library/1964_mercury_comet.html|title=OldRide 1964 Mercury Comet|access-date=March 27, 2014}}</ref>

The D-code engine is relatively rare, as it was only offered as an optional engine in the latter half of the 1964 model year.

===Cyclone===
This engine was marketed in the 1964 [[Mercury Comet]] Cyclone as the "Cyclone"<ref name="Gunnell 1987" /> 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.

===C-code===
For 1965, the compression ratio of the base 289 was raised to 9.3:1, increasing power to {{convert|200|hp|kW|0|abbr=on}} at 4,400&nbsp;rpm and torque to {{convert|282|lbft|Nm|0|abbr=on}} at 2,400&nbsp;rpm.

In 1968, the two-barrel was reduced to {{convert|195|hp|abbr=on}}.

===A-code===
In 1965, the four-barrel (4V) version was increased to 10.0:1 compression, and was rated at {{convert|225|hp|kW|0|abbr=on}} at 4,800&nbsp;rpm and {{convert|305|lbft|Nm|0|abbr=on}} at 3,200&nbsp;rpm.

The 289-4V was also the engine for the Australian Ford [[Ford XR Falcon|XR Falcon GT]], its first Falcon GT,.

===Production numbers===
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.

===289 HiPo (K-code)===
[[File:1968 Shelby GT350 engine.JPG|thumb|250px|Ford 289 K-code engine in a [[Shelby Mustang|Shelby GT 350]]: The horizontal orientation of the thermostat housing on the intake manifold is a telltale Windsor feature.]]

A high-performance version of the Challenger 289 engine<ref name="Gunnell 1987" /> 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 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 [[cubic foot per minute|CFM]] [[carburetor]] (105 CFM more than the standard 289-4V). The water pump had fewer vanes (to minimize high rpm foaming and cavitation), 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 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 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 [[Horsepower#SAE gross power|SAE gross]] ratings of {{convert|271|bhp|PS kW|0|abbr=on}} at 6,000&nbsp;rpm and {{convert|312|lbft|Nm|0|abbr=on}} at 3,400&nbsp;rpm.<ref>{{cite web|url=http://www.thecarsource.com/fords/engines/289engine.shtml|website=thecarsource.com|title=289 engines|access-date=July 12, 2018}}</ref>

The K-code HiPo engine was an expensive option and its popularity was greatly diminished after the [[Ford FE engine|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.

====GT-350====
The HiPo engine was used in modified form by [[Carroll Shelby]] for the 1965–1967 [[Shelby Mustang#1965–1966 Shelby GT350|Shelby GT350]], receiving special exhaust headers, an aluminum intake manifold, and a larger 4-barrel [[Holley Performance Products|Holley]] 715 CFM [[carburetor]], which rated power to {{convert|306|bhp|PS kW|0|abbr=on}} at 6,000&nbsp;rpm and {{convert|329|lbft|Nm|0|abbr=on}} at 4,200&nbsp;rpm of [[Machine torque|torque]].<ref>{{cite web|url=https://www.ultimatecarpage.com/car/201/Ford-Shelby-Mustang-GT350.html|website=ultimatecarpage.com|title=1965 - 1966 Ford Shelby Mustang GT350|access-date=June 23, 2018}}</ref><ref>{{cite web|url=https://www.myclassicgarage.com/knowledge-base/1965-Ford-Mustang|website=myclassicgarage.com|title=1965 Ford Mustang|access-date=June 23, 2018}}</ref> Shelby also replaced 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 Automotive|Paxton]] [[supercharger]] on Shelby GT350 289s, raising power to around {{convert|390|hp|kW|0|abbr=on}}.{{cn|date=May 2024}}

====Production numbers====
About 25,000 K-code 289s were manufactured at Cleveland Engine Plant 1 (CEP1) between March 1963 and June 1967.

==302==<!-- This section is linked from [[Ford Mustang]] -->
By 1967, the [[Ford GT40]] MKII and GT40 MKIV had dominated the [[24 Hours of Le Mans|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. {{clarification needed span|text=Since Ford had ruled that the GT40 engines must have a direct link back to its production cars,|reason=What is this passage on about?  Meeting some homologation requirement?  If so, it needs to be made clearer, and properly cited.|date=August 2024}} the 302 was adopted in domestic manufacturing.{{citation needed|date=November 2016}}  Both two-bolt and four-bolt main bearing versions were made.

===2-Bolt main bearing caps===
[[File:1968 Mercury Cougar convertible 302 4V Windsor.JPG|thumb|A 302 Windsor V8 with a 4-barrel carburetor (designated "4V") in a 1968 [[Mercury Cougar]]]]

In 1968, the small-block Ford stroke was increased from {{convert|2.87|in|mm|1|abbr=on}} to {{convert|3|in|mm|1|abbr=on}}, giving a total displacement of {{convert|4942|cc|L cuin|1|abbr=on}}. The connecting rods were shortened to allow 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 {{convert|1.773|in|mm|abbr=on}} (intake) and {{convert|1.442|in|mm|abbr=on}} (exhaust), and was rated (SAE gross) at {{convert|220|hp|kW|0|abbr=on}} at 4,600&nbsp;rpm and {{convert|300|lbft|Nm|0|abbr=on}} at 2,600&nbsp;rpm. Optional was a four-barrel version rated at {{convert|230|hp|kW|0|abbr=on}} at 4,800&nbsp;rpm.

{{clarification needed span|text=The 302 was manufactured in Windsor from 1968 to 1978. Ten years of manufacture was punctuated by several design changes, some small or larger. In 1970, the manufacturing of the engine was moved from Windsor, Ontario, to Cleveland, Ohio.|reason=These two back-to-back (uncited) claims are in direct conflict.  Correction is needed, with a reliable citation.|date=May 2024}} Along with the move came most changes that stayed with it for the remainder of its life. These were longer valve stems with rotating lash caps, bottle neck type rocker studs for a positive stop nut arrangement and a longer pushrod to correct valve train geometry. The water pump borrowed from the 351 Cleveland, with a few minor alterations to the casting, allowed the use of a left hand water inlet. (this improved water circulation in the radiator to a more cross-flow direction). This change also necessitated the need for a harmonic damper change to move the timing marks to the other side of the front timing cover and a change to four bolts holding the crank pulley rather than just three.

[[Automobile emissions control|Emission regulations]] caused a progressive reduction in compression ratio for the 302 two-barrel, to 9.0:1 in 1972, reducing SAE gross horsepower to {{convert|210|hp|kW|0|abbr=on}}. In that year, U.S. automakers began to quote horsepower in SAE net ratings; the 302 two-barrel carried a net rating of {{convert|140|hp|kW|0|abbr=on}}. By 1975, its power had dropped as low as {{convert|122|hp|kW|0|abbr=on}} in some models. Until [[fuel injection]] began to appear in the 1980s, net power ratings did not rise above {{convert|210|hp|kW|0|abbr=on}}.

From the 1978 model year, the 302 became more commonly known as the 5.0 Liter, although its metric displacement is {{convert|4942|cc|L CID|1|abbr=on}}. Despite Ford's usage, ''[[Car and Driver]]'' referred to the 302 as a 4.9-liter engine.{{when|date=May 2024}}  Other terms for it included "5-Oh", "5-Point-Oh", and "5 Liter".

[[Throttle-body fuel injection]] became available on the 1980 [[Lincoln Continental]], and became standard on all non-H.O. 5.0 engines for 1983. For the 1986 model year, Ford replaced the throttle-body system with sequential multi-port fuel injection, identifiable by the large intake with an "EFI 5.0" badge on top.

Variants of the engine remained in use in Ford passenger cars and light trucks through the mid-1990s, and in SUVs until 2001.

{{hidden begin|title=Applications:|titlestyle=background:#99FF99; text-align:left;|bodystyle=text-align:left;}}
*1968–1970 [[Ford Fairlane (Americas)]]
*1968–1970 [[Ford Falcon (North America)]]
*1968–1995 [[Ford Mustang]]
*1968–1974 [[Ford Galaxie]]
*1968–1996 [[Ford Econoline]]
*1968–1986 [[Ford LTD (Americas)]]
*1969–1991 [[Ford Country Squire]]
*1969–1974 [[Ford Torino]]
*1969–1996 [[Ford F-Series]]
*1969–1996 [[Ford Bronco]]
*1971–1977 [[Ford Maverick]]
*1972–1979 [[Ford Ranchero]]
*1975–1980 [[Ford Granada (North America)]]
*1977–1981, 1983–1988, 1991–1993 [[Ford Thunderbird]]
*1977–1979 [[Ford LTD II]]
*1978–1979 [[Ford Fairmont]]
*1978–1991 [[Ford LTD Crown Victoria]]
*1996–2001 [[Ford Explorer]]
*1968, 1977–1981, 1983–1988, 1991–1993 [[Mercury Cougar]]
*1968–1969 [[Mercury Cyclone]]
*1968–1976 [[Mercury Montego]]
*1969–1991 [[Mercury Colony Park]]
*1969–1977 [[Mercury Comet]]
*1975–1980 [[Mercury Monarch]]
*1979–1986 [[Mercury Capri]]
*1979–1986 [[Mercury Marquis]]
*1983–1991 [[Mercury Grand Marquis]]
*1997–2001 [[Mercury Mountaineer]]
*1977–1980 [[Lincoln Versailles]]
*1980, 1982–1987 [[Lincoln Continental]]
*1980–1983 [[Lincoln Continental Mark VI|Continental Mark VI]]
*1984–1985 [[Lincoln Continental Mark VII|Continental Mark VII]]
*1986–1992 [[Lincoln Continental Mark VII|Lincoln Mark VII]]
*1981–1990 [[Lincoln Town Car]]
*1989–2003 [[Rayton-Fissore Magnum#Laforza|Laforza]]
{{hidden end}}

====GT-350====
For 1968 only, a special high-performance Shelby-modified version of the 302 was offered by Ford in the Shelby GT350.<ref>{{cite web|url=http://thecarsource.com/shelby/1968/1968specs.shtml|title=1968 Shelby Cobra Mustang Specs on thecarsource.com|access-date=21 November 2016}}</ref> The main features included: an angled, high-rise aluminum or iron intake manifold, a larger [[Holley Performance Products|Holley]] four-barrel carburetor, and bigger valves of {{convert|1.78|in|mm|abbr=on}} intake and {{convert|1.6|in|mm|abbr=on}} exhaust. It had a longer-duration camshaft, still with hydraulic lifters. The heads had special close-tolerance pushrod holes to guide the pushrods without rail rocker arms or stamped steel guide plates. The combustion chambers also featured a smaller quench design for a higher compression ratio and enhanced flow characteristics. Additionally, high-flow cast exhaust manifolds similar to those on the 289 Hi-Po K-code engine further improved output. Heavy-duty connecting rods with high-strength bolts and a [[nodular iron]] crankshaft were also included in this package. Rated power (SAE gross) was estimated at {{convert|315|hp|kW|0|abbr=on}} at 6,000&nbsp;rpm and {{convert|333|lbft|Nm|0|abbr=on}} at 3,800&nbsp;rpm.

The package, which cost $692 including some other equipment, was not popular and did not return for 1969. This engine is well documented in the Ford factory engine repair manual for 1968 Mustangs and Fairlanes.{{cn|date=May 2024}}

===={{anchor|5.0}} 5.0 H.O.====
The 1982 model year brought a new 5.0 High Output variation of the 302. Manual-transmission equipped Mustangs and [[Mercury Capri]]s were first equipped with two-barrel carburetors (1982), then a four-barrel Holley carburetor (1983–85). The block was fitted with revised, taller lifter bosses to accept roller lifters, and a steel camshaft in 1985, and electronic sequential fuel injection was introduced in 1986. While sequential injection was used on the Mustang beginning in 1986, many other vehicles, including trucks, continued to use a batch-fire fuel injection system. The speed-density based [[engine control unit|ECU-controlled]] electronic fuel-injection (EFI) systems used a large, two-piece, cast-aluminum manifold. It was fitted on all 302 engines through 1988, after which year it was phased out for a [[mass flow sensor|mass airflow sensor]] (MAF) system in most applications (non–California compliant [[Ford Panther platform|Panther platform]] cars retained the speed-density system until the [[Lincoln Town Car]] received the [[Ford Modular engine|4.6&nbsp;L OHC Modular V8]] for model year 1991, and the [[Ford Crown Victoria|Crown Victoria]] and [[Mercury Grand Marquis|Grand Marquis]] for 1992).

The same manifold was used in MAF applications, with the addition of the MAF sensor in the air intake tube. The MAF system continued, with minor revisions, until the retirement of the engine in 2001. Ford offered a performance head that was a stock part on 1993–1995 Mustang Cobra models and pre-1997&nbsp;½ Ford Explorers and [[Mercury Mountaineer]]s equipped with the 5.0&nbsp;L engine called the GT-40 head (casting ID F3ZE-AA). In mid-1997, the Explorer and Mountaineer 5.0&nbsp;L heads were revised and renamed GT40P. The GT40P heads, unlike the GT40 heads, had a very well-developed port shape/design which yielded about 200 cfm on the intake side and 140 cfm on the exhaust side without increasing the size of the ports at all from standard E7TE castings, and without increasing the exhaust valve size. These highly-efficient heads also had smaller 59–61&nbsp;cc combustion chambers for added compression, and the combustion chamber shape was revised to put the spark plug tip near the center of the chamber for a more even burn.

The 302 is still available as a complete crate motor from Ford Racing Performance Parts.{{when|date=May 2024}}{{cn|date=May 2024}}

Applications:
*1982–1995 [[Ford Mustang]]
*1982–1986 [[Mercury Capri]]
*1984–1985 [[Ford_LTD_(Americas)#LTD_LX_(1984-1985)|Ford LTD LX]]
*1984–1985 [[Ford Sierra]] XR8 (South Africa)<ref name=TAM85>{{Cite book | title = Quattroruote: Tutte le Auto del Mondo 1985 | editor = Mastrostefano, Raffaele | publisher = Editoriale Domus S.p.A | ref = TAM85 | date = 1985 | language = it | page = 434 | location = Milano | isbn = 88-7212-012-8 }}</ref>
*1985 [[Mercury_Marquis#Marquis_LTS|Mercury Marquis LTS]]
*1987–1992 [[Lincoln Continental Mark VII|Lincoln Mark VII]] (1987 LSC models only)
*1991–1993 [[Ford Thunderbird]]
*1991–1993 [[Mercury Cougar]]
*1991–2002 [[Ford Falcon (Australia)|Ford Falcon]]
*1991–2002 [[Ford Fairlane (Australia)|Ford Fairlane/Ford LTD]]
*1996–2001 [[Ford Explorer]]
*1997–2001 [[Mercury Mountaineer]]
*1990–1996 [[Panoz Roadster]]

=====Marine 302=====
The 302 was [[marinized]] and offered in both standard and reverse-rotation setups.

====5.6====
In 2001, Ford Australia also built some stroked, 5.6&nbsp;L (5,605&nbsp;cc, 342 cu in) small blocks with reworked GT40P heads (featuring larger valves), a unique eight-trumpet inlet manifold fitted with a unique throttle body, long-throw crank, H-beam rods, and roller rockers. Used in vehicles known as “T” series Ford Falcons and XR8 Pursuit 250 in their last collaboration (and possibly the last production use of the small block) in 2001–2002. Vehicles fitted with these stroker engines were sold under the banner of, and only available from dealers under the FTE banner (Ford Tickford Experience). They were produced in conjunction with long standing performance partner Tickford. They produced {{convert|335|hp|kW|0|abbr=on}} at 5,250&nbsp;rpm and {{convert|369|lbft|Nm|0|abbr=on}} at 4,250&nbsp;rpm.<ref>{{cite web | url = http://www.fpv.com.au/theheritage/falcon/2001auiiite50andts50.aspx | title = 2001 AUIII TE50 and TS50 | archive-url = https://web.archive.org/web/20091001050421/http://www.fpv.com.au/theheritage/falcon/2001auiiite50andts50.aspx | archive-date = 2009-10-01 | work = FPV Heritage | publisher = Ford Australia }}</ref> The 5.6 litres of displacement were reached by lengthening the stroke from {{convert|3.0|in|mm|1|abbr=on|order=flip}} to {{convert|86.4|mm|in|1|abbr=on}}.<ref>[[#AR02|Automobil Revue (2002)]], p. 288.</ref>

===4-Bolt main bearing caps===
====GT-40====
In response to a new LeMans regulation which limited engine displacement to {{cvt|5|L|cuin|0}}, Ford added an extra 1/8-inch of piston travel to the 289 Hi-Performance V8, yielding the {{cvt|302|cuin|cc|0|abbr=on}} block.  It featured heavy-duty four-bolt main bearing caps and pressed in core plugs, and was topped with Gurney-Weslake aluminum heads. {{citation needed span|text=About 50 blocks were made.|This unsupported boldface claim needs a reliable citation.|date=May 2024}}

====Tunnel-Port 302====
Ford's new 302 "Tunnel-Port" engine was originally envisioned as the secret weapon for the 1968 [[Trans-Am]] racing season, which would bring them a third Championship win.

Starting with a 1967 GT-40 block, Ford topped the engine with a new head design. The new heads were based on the design of Ford's NASCAR 427 heads. The intake ports were straight, instead of snaking around the push rods. The push rods actually went through the center of the ports (thus the name "Tunnel-Port"). This configuration also enabled larger valves to be used.

The 302 tunnel-port motor was topped off with an aluminum dual quad intake.

Shelby dyno sheets showed this engine was capable of producing horsepower in the 440 to 450 range, and operated through a very high rpm band (8000+).

====Boss 302====
[[File:Boss302Engine.jpg|thumb|[[Ford Boss 302 engine|Boss 302 engine]]]]
{{main|Ford Boss 302 engine}}

Originally the "302 H.O.", the Boss 302 was a performance variant of the small block designed to allow Ford to wrest back the {{cvt|5|L|cuin|0}} [[Trans-Am]] racing championship from the [[Camaro Z28|Camaro Z/28]].  Inspired by chief engineer Bill Gay and realized by Bill Barr, it put large-port, large-valve, quench-chambered, free-flowing "Cleveland"-type cylinder heads<ref>{{cite web |last1=Holdener |first1=Richard |title=Ford Boss 302 Engine Build - Build A Better Boss - Tech  |url=https://www.motortrend.com/how-to/mdmp-1011-ford-boss-302-engine-build/ |website=MotorTrend |access-date=13 February 2023}}</ref> (adapted from the design destined for the [[Ford 335 engine#351 Cleveland|351 Cleveland]] to debut later in 1969) on a special racing block to improve rated power to {{convert|290|hp|kW|0|abbr=on}}. According to some reports, the canted-valve, deep-breathing, high-revving engine could produce more than {{convert|310|hp|kW|0|abbr=on}}, although it was equipped with an electrical revolution limiter that restricted maximum engine speed to 6,150&nbsp;rpm. The 302 H.O. borrowed some components (and approach) from the 289 HiPo.  A strong 4-bolt main bottom end, thicker cylinder walls, steel screw-in [[core plug]]s, aggressive forged-steel crank, special HD connecting rods, and Cleveland-style forged pistons were geared to racing.  The [[Boss 302 Mustang]] was offered only for the 1969 and 1970 model years. In the January 2010 issue of ''Hot Rod'' magazine, a Boss 302 engine built to the exact specifications, settings, and conditions of the original engine was tested. It produced 372&nbsp;hp at 6,800&nbsp;rpm and 325&nbsp;lb-ft of torque at 4,200&nbsp;rpm.

==351W==<!-- This section is linked from [[Ford Mustang]] -->
[[File:1969 Ford Mustang Mach 1 351 Windsor engine.JPG|thumb|A 351 Windsor V8 in a 1969 Ford Mustang]]

The 351W (Windsor) made its debut in 1969; it is often confused with the Ford [[Ford 335 engine#Cleveland|351 Cleveland]], a different engine of near identical displacement that also began production in 1969. The {{cvt|5766|cc|cuin L cc|1|order=out}} Windsor featured a {{cvt|32.5|mm|1|order=flip}} taller deck height than the 289/302, allowing a stroke of {{cvt|3.5|in|mm|1}}. It was initially rated (SAE gross) at {{convert|250|hp|kW|0|abbr=on}} with a two-barrel carburetor (referred to as "2V" in engine designations) or {{convert|290|hp|kW|0|abbr=on}} with a four-barrel (designated "4V"). Emissions compliance led to a compression drop in 1971, and when Ford switched to net power ratings in 1972 power ratings had fallen to {{cvt|153 to 161|hp|kW}}.

Although very much related in general configuration to the 289/302, in that the three engines share the same bellhousing, motor mounts, and other small parts, the 351W had larger main bearing caps, thicker and longer connecting rods, and a distinct firing order (1-3-7-2-6-5-4-8 versus the usual 1-5-4-2-6-3-7-8, a means to move the unacceptable "noise" of the consecutively-firing adjacent front cylinders to the sturdier rear part of the engine block all while reducing excessive main bearing load), adding some {{cvt|25|lb|kg|0}} to the engine's dry weight. The [[distributor]] is slightly different, to accommodate a larger [[oil pump (internal combustion engine)|oil pump]] shaft and larger oil pump. Some years had threaded dipstick tubes.

The head castings and valve head sizes from 1969 to 1976 were different, notably in passages for air injection and spark plug diameters (1969–1974 18&nbsp;mm, 1975 and up 14&nbsp;mm). From 1977 onward, the 351W shared the same head casting as the 302, differing only in bolt hole diameters (7/16&nbsp;inch for the 302, 1/2&nbsp;inch for the 351W). Early blocks (casting ID C9OE-6015-B) had enough metal on bearing saddles 2, 3, and 4 for four-bolt mains, and as with all small-block Fords (SBFs), were superior in strength to most late-model, lightweight castings. Generally, the 1969 to 1974 blocks are considered to be far superior in strength than the later blocks, making these early units some of the strongest and most desirable in the entire SBF engine family including the 335-series. During the 1980s, a four-barrel version (intake manifold casting ID E6TE-9425-B) was reintroduced for use in light trucks and vans. In 1988, [[fuel injection]] replaced the four-barrel carburetor. Roller camshaft/lifters were introduced in this engine in 1994.

The original connecting rod beam ([[Forge|forging]] ID C9OE-A) featured drilled oil squirt bosses to lubricate the piston pin and cylinder bore and rectangular-head rod bolts mounted on broached shoulders. A number of [[Fatigue (material)|fatigue failures]] were attributed to the machining of the part, so the bolt head area was spot-faced to retain metal in the critical area, requiring the use of 'football head' bolts. In 1975, the beam forging (D6OE-AA) was updated with more metal in the bolt-head area. The oil squirt bosses were drilled for use in export engines, where the quality of accessible lubricants was questionable. The rod cap forging remained the same on both units (part ID C9OE-A). In 1982, the design of the [[Ford Essex V6 engine (Canadian)|Essex V6 engine]] used a new version of the 351W connecting rod (E2AE-A), the difference between the two parts was that the V6 and V8 units were machined in [[SI units|metric]] and [[Society of Automotive Engineers|SAE]] units, respectively. The cap featured a longer boss for balancing than the original design.

In 1971 block deck height was extended from {{cvt|9.480 to 9.503|in|mm}} (casting D1AE-6015-DA) to lower the compression ratio to reduce {{NOx|link=yes}} emissions without the need to change piston or cylinder-head design. In 1974, a boss was added on the front of the right cylinder bank to mount the [[secondary_air_injection#Pumped_air_injection|air injection pump]] (casting D4AE-A). In 1974, the oil dipstick tube moved from the timing case to the skirt under the left cylinder bank near the rear of the casting. In 1984, the rear main seal was changed from a two-piece to a single-piece design.

Around 8.6 million 351W engines were manufactured between 1969 and 1996 at the Windsor Engine Plant Number One.

Applications:
*1969–1974 [[Ford Galaxie]]
*1969–1970 [[Ford Mustang]]
*1969–1971 [[Mercury Cougar]]
*1969–1991 [[Ford Country Squire]]
*1969–1970 [[Ford Fairlane (Americas)]]
*1970–1976 [[Ford Torino]]
*1974–1976 [[Ford Elite]]
*1975–1996 [[Ford E series]]
*1977–1979 [[Ford LTD II]]
*1977–1979 [[Ford Thunderbird]]
*1979–1996 [[Ford Bronco]]
*1979–1982 [[Ford LTD (Americas)]]
*1979–1991 [[Ford LTD Crown Victoria]] (after 1982, this engine would only be sold for police sales in the U.S.)
*1983–1997 [[Ford F-Series]]
*1977–1979 [[Mercury Cougar]] (station wagons only)
*1978, 1986–1991 [[Mercury Colony Park]]
*1978–1982 [[Mercury Marquis]]
*1986–1991 [[Mercury Grand Marquis]]
*1980 [[Lincoln Continental Mark VI|Continental Mark VI]]
*1995 Ford Mustang SVT Cobra R

===Marine 351===
From the late 1960s through the early to mid-1990s, the 351 Windsor had a long history of being [[marinized]] by Holman Moody Marine, Redline of Lewiston, ID (now defunct), Pleasure Craft Marine (PCM), and Indmar for use in about every make of recreational boat, including; Correct Craft, Ski Supreme, [[Hydrodyne]], MasterCraft, and Supra inboard competition ski boats. The early marinized engines were rated at {{convert|220|hp|kW|0|abbr=on}}. Most PCM and Indmar marinized 351s were rated at {{convert|240|hp|kW|0|abbr=on}}. In the early 1990s, a {{convert|260|hp|kW|0|abbr=on}} version and a high-output version that used GT-40 heads and the Holley 4160 marine carburetor was rated at {{convert|285|hp|kW|0|abbr=on}}. A few 351 GT-40/HO engines were marinized equipped with throttle-body fuel injection (TBI) and were rated at {{convert|310|hp|kW|0|abbr=on}}. The marine industry's relationship with the 351W platform ended when Ford was unable or unwilling to compete with GM's production of TBI- and MPI-equipped engines in mass quantity. During that time, the recreational marine community's small-block V8 platform of choice shifted to the 350 cu in (5.7 L) [[Chevrolet small-block engine (first- and second-generation)|Chevrolet L31 (Vortec 5700)]] engine series.

==Crate engines==
In the 2000s, [[Ford Racing]] Performance Parts sold two "Boss" [[crate engine]]s and at least one 351 block. Most Ford racing versions of the 302 and 351 feature a siamesed bore and many of them feature drilled coolant crossover holes.<ref>{{Cite web |last=Parts |first=Ford Performance |title=BOSS 302 engine block |url=https://performanceparts.ford.com/part/M-6010-BOSS302 |access-date=2023-04-12 |website=Ford Performance Parts}}</ref><ref>{{Cite web |last=Parts |first=Ford Performance |title=BOSS 302 engine block big bore |url=https://performanceparts.ford.com/part/M-6010-B302BB |access-date=2023-04-12 |website=Ford Performance Parts}}</ref><ref>{{Cite web |last=Parts |first=Ford Performance |title=BOSS 351 engine block 9.5" deck |url=https://performanceparts.ford.com/part/M-6010-BOSS35195 |access-date=2023-04-12 |website=Ford Performance Parts}}</ref><ref>{{Cite web |last=Parts |first=Ford Performance |title=BOSS 351 engine block 9.5 deck big bore |url=https://performanceparts.ford.com/part/M-6010-BOSS351BB |access-date=2023-04-12 |website=Ford Performance Parts}}</ref><ref>{{Cite web |last=Parts |first=Ford Performance |title=351 aluminum block 9.5-inch deck |url=https://performanceparts.ford.com/part/M-6010-Z351 |access-date=2023-04-12 |website=Ford Performance Parts}}</ref><ref>{{Cite web |last=Parts |first=Ford Performance |title=351 aluminum block 9.2-inch deck |url=https://performanceparts.ford.com/part/M-6010-Z35192 |access-date=2023-04-12 |website=Ford Performance Parts}}</ref>

===FR Boss 302===
The new Boss 302 engine was unveiled in the 2006 SEMA show.<ref>{{cite web |url=http://www.tuningnews.net/article/061031c/ford-racing-mustang-boss-302/ |title=Ford Racing brings the boss back with new line of BOSS 302 Crate Engines |publisher=Tuningnews.net |access-date=2010-07-15 |archive-date=2010-06-21 |archive-url=https://web.archive.org/web/20100621043539/http://www.tuningnews.net/article/061031c/ford-racing-mustang-boss-302/ |url-status=dead }}</ref>

===FR Boss 351W===
The "Racing Boss 351" (not to be confused with the Ford 335 engine Cleveland-based [[Ford 335 engine|Boss 351]]) is a crate engine based on the {{convert|351|cuin|cc|abbr=on|0}} Ford Windsor engine, but uses Cleveland sized {{convert|2.75|in|mm|0|abbr=on}} main bearing journals. Deck height choices include {{convert|9.2|in|mm|0|abbr=on}} and {{convert|9.5|in|mm|0|abbr=on}}. Maximum displacements are {{convert|4.25|in|mm|0|abbr=on}} stroke and {{convert|4.125|in|mm|0|abbr=on}} bore. The resulting maximum displacement is {{cvt|{{engine size|stroke=4.25|bore=4.125|cyl=8|rnd=2}}|cuin|cc|0}}.

The uncross-drilled block with increased bore capacity became available from the third quarter of 2009. A {{convert|427|cuin|cc|abbr=on|0}} Boss 351-based crate engine producing {{convert|535|hp|kW|0|abbr=on}} was available from the first quarter of 2010.

In 2010, the [[Suggested retail price|MSRP]] for the Boss 351 block was US$1,999.<ref>{{cite web |url=http://www.autoblog.com/2009/06/13/ford-racing-introduces-new-boss-351-engine-block/ |title=Ford Racing introduces new Boss 351 engine block |author=Korzeniewski, Jeremy |work=Autoblog |date=June 13, 2009}}</ref>

==See also==
* [[List of Ford engines]]

==Notes==
{{notelist}}

== References ==
{{Reflist|30em}}

==Further reading==
* {{Cite book | last1=Martin | first1=Isaac | year=1999 | title=Ford Windsor Small-Block Performance: Parts and Modifications for High Performance Street and Racing | pages=1–2 | edition=1st | publisher=Penguin Group, Inc. | isbn=1-55788-323-8 | ref=Martin1999}}
* {{cite book | editor-last=Nötzli | editor-first=Max | title=Automobil Revue 2002 | publisher=Büchler Grafino AG | location=Berne, Switzerland | language=de, fr | page=288 | volume=97 |date=7 March 2002 | isbn=3-905-386-02-X | ref=AR02}}
* {{Cite book | last1=Reid | first1=George | year=2001 | title=How to Build Max Performance Ford V-8S on a Budget | pages=[https://archive.org/details/howtobuildmaxper00reid/page/5 5–6] | publisher=Cartech, Inc. | isbn=1-884089-55-0 | ref=Reid2001 | url=https://archive.org/details/howtobuildmaxper00reid/page/5 }}

==External links==
* [https://web.archive.org/web/20050518000641/http://www.fordclassics.com/enginespecs.html Short descriptions of Ford overhead valve V8 engines]

{{Ford early engine timeline}}
{{Ford engine timeline}}

{{DEFAULTSORT:Ford Windsor Engine}}
[[Category:Ford engines|Windsor]]
[[Category:V8 engines]]
[[Category:History of Windsor, Ontario]]
[[Category:Gasoline engines by model]]