Ford engine specifications

by: Cobalt327, Crashfarmer, Crosley, Irelands child, Jon, Metzijndrie, Onebraveheart46, Techinspector1
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Ford 90 Degree Family

221 cubic inch

Bore and stroke of 3.50 X 2.87.

One of the rarest engines in its' class.

Produced from 1962 to 1963

Compression ratio of 8.7:1

143 Horsepower

260 cubic inch

A hybrid of the 221.

Bore and stroke of 3.80 X 2.87

Larger intake and exhaust ports.

164 Horsepower

Was used in one of the first Cobra's. Also in the falcon futuras and Sprints.

289 cubic inch

Bore and stoke 4.00 X 2.87

200 Horsepower w/ 282 ft-lb torque

Two barrel Ford carburetor

Hydraulic camshaft

In 1964, the 289 was available at 210 horsepower, four barrel carburetor, cast iron intake manifold and compression ratio of 9.0:1

In 1965 the 289 became was now at 225 horsepower, larger four barrel carburetor and a compression ratio of 10.0:1 This engine was available till the 1967 model year. In 1968, the engine was reduced to 195 horsepower.

289 HiPo Available from 1964 to 1967

Higher nodularity content in block w/ larger two bolt main caps.

Counter weight balanced crankshaft.

3/8 inch rod bolts

Screw in rocker studs w/mechanical lifter camshaft.

Dual point distributor.

Ford 480 cfm four-barrel carburetor atop a cast-iron intake manifold.

271 horsepower at 6,000 RPM w/312 ft-lb's of torque.

302 cubic inch

Produced in 1968

Cast iron crankshaft

forged rods

cast pistons

hydraulic camshaft

available with 2 or 4 barrel carburetor

horsepower varied from 210 to 230 depending on carburetor.

Standard 302 was equipped with 2 barrel from 1969 to 1983.

302 Tunnel Port Did not see production for consumer market. Commonly referred to as the 302 TP for Tunnel Port Push rods were fitted inside a sleeve Intake ports were over sized Intake/Exhaust was 2.12inches and 1.54inches Two versions available, one with conventional [[rocker arm]s for the Trans Am race series and the other using Nascar shaft mounted rockers. Engines were built by Ford foundry and not by the racing circuit

302 Boss Top performer of the 90 degree family.

Production from 1969 to 1970.

Available in Mustang 302 Sportsroof and Mercury Cougar Eliminator only.

Four bolt mains

Screw in frost plugs

Canted valves, 2.23 in. / 1.71 in.

Cylinder heads from Ford's 335 Series family.

Threaded rocker arm studs

Push rod guide plates.

Stamped steel sled-fulcrum rockers

Mechanical lifter camshaft

dual plane, single four barrel aluminum intake.

Holley 780cfm carburetor.

351 Windsor

Not to be confused with the 351 Cleveland. There are no easily interchangeable parts (though with machining, a "Clevor" can be built, but that is for another write up)

A basic Windsor engine design but with a higher deck height with thicker cylinder walls.

There is some discussion about early 351W engines being stronger due to higher nickel content. This writer has researched that and so far information found including a FoMoCo statement, it has turned out to be a myth though have still sought the earlier, '71-73 engines, just in case it's true.

The bore spacing and bore diameter between the 351 and the 302/5.0 remains the same at 4.38" and 4.00" respectively. A safe overbore is .030, but some blocks will allow more - before boring beyond .030, the block should be sonic tested for thickness There are two 351W deck heights, 1969-1970 produced engines are 9.480" with the 1971 through end of production in 1995 at 9.503. The crank is significantly different with the mains being 3.00" vs the other Windsor engines being 2.25". The firing order is also different 1-3-7-2-6-5-4-8 (the same as a 5.0 HO) rather then the 1-5-4-2-6-3-7-8

The significant interchangeable parts with other small blocks from the Windsor family are the heads. While the heads are in general, interchangeable, there are differences in the bolting .500 for the 351 vs .438 (7/16") for the rest. To use a 302 head on a 351, special intake gaskets are needed Camshafts will interchange but the firing order will require that the distributor cap be wired based on the engine that the camshaft was ground. Most accessories will bolt up though not all heads are machined for total interchange of these parts Front timing covers and water pumps will interchange but a word of caution as there are many variations of water pumps and some covers do not have provisions for mechanical fuel pumps.

A word of caution - Ford used whatever stock of parts was available, no matter what size engine family. A 1972 vehicle might just have a 1970 coded engine part. Additionally, factory service parts may be whatever is on the shelf, also not necessarily the current year. This means that before you commit money for an upgrade, that you know exactly what you have.

In 1969, the 351 Windsor reached its' highest horsepower rating of 290 at 5800RPM

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Ford MEL Series

In 1958, came the introduction of the MEL series engines. These were some of the largest and heaviest V8 engines Ford had ever built.

383 cubic inch

Developed for the Mercury line of vehicles.

Bore and stroke of 4.30 X 3.30 inches.

Had a two year history starting in 1958 and lasting till 1960

Most of these engines in the two years were known as the Marauder

The Mercury Marauder engines of 1958 came with either 312 horsepower or 330 horsepower, both packed with a four barrel carburetor.

In 1959, the Marauder engine was considered a mid range of its' predecessor with a stock horsepower of 322.

In its' last year, the 383 cubic inch Marauder was dropped to 280 horsepower.

410 cubic inch

Less common of the MEL series is the 410 cubic inch

Bore and Stroke of 4.20 X 3.70

10.5.1 compression

Holley four-barrel carburetor and hydraulic lifters.

475 pounds of foot torque

Also be referred to as the E-475 engine.

In 1958, Edsel Corsair and Citation models used the 410 cubic inch as their only preference for engine types.

430 cubic inch

commonly referred to as the Bulldozer of the MEL series and lasted from 1958 to 1965

In its' "souped up" version, the 430 was commonly referred to as the Super Marauder and came with three two barrel carburetors.

bore and stroke of 4.29 X 3.7 inches

Compression rations started at 10.5.1 but soon began to decline late in 1959 to 10.0.1 at 350 horsepower.

The higher horsepower versions of the 430 remained within its first year of production with horsepower of 365, 375 and of course 400.

In 1959 the horsepower slowly began to reduce, yet hold a moderate 345 ponies even with a slightly less compression ratio of 10.0.1.

In 1960, the big 430 cubic inch used a milder camshaft, producing 315 horsepower.

1963 when the 430 got an overhaul with new pistons and a four barrel carburetor, pushing compression to 10.1.1 and a horsepower rating of about 345.

It could be found in the 1958 Lincoln Continental Convertible, rating 400 horsepower and nearly 500 foot pounds of torque.

Mercury also used the 430 cubic inch until 1960.

462 cubic inch

By 1966, it replaced its' predecessor the 430.

bore and stroke of 4.38 X 3.83 inches.

hydraulic lifters and a four barrel carburetor.

the 462 was used for its' smoothness in large passenger vehicles.

It lasted for only two years.

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Ford FE Series

332 cubic inch

(1958 - 1959)

Compression ratio 9.5:1

Bore and stroke of 4.00X3.30

two-barrel @ 240 hp

1958 series option w/four-barrel @ 265 hp

mechanical camshaft w/machined combustion chambers

last year of production, compression ratio 8.9.:1 @ 225 hp

352 cubic inch

bore and stroke of 4.00X3.50

engine for the '58 T-bird

four barrel carburetor @ 300 hp

compression ratio 10.2.:1

cast iron crankshaft

forged steel rods, mechanical-lifter camshaft w/machined combustion chambers or cast chambers by 1959.

By 1960, the 352 HP was available with an aluminum intake manifold producing approximately 360 hp.

360 cubic inch

Used in Ford trucks

Lower compression engine with heavy duty internal parts

361 cubic inch

(1958 - 1959)

Bore and stroke 4.0469X3.50

10.5:1 compression ratio w/303 hp

In 1959, the 361 cubic inch used cast chambers reducing compression and horsepower.

390 cubic inch

(1961-1976)

Bore and stroke 4.05X3.78

Three versions available

1961-1963: 390 cubic inch with 9.6:1 compression ratio, four barrel carburetor @300 hp.

406 cubic inch

Introduced in 1962

Bore and stroke 4.13x3.78

Same block as 390 HP

Few 1963 blocks came with cross bolt mains.

Revised oil galleries.

410 cubic inch

This is a 390 block with a 428 crankshaft

Four barrel carburetor.

The stroke is increased .020 in for a total of 3.98 inches

Only used in Mercury vehicles from 1966 to 1967

427 cubic inch

427 Low Riser

Available through 1963-1964

Cast iron crankshaft and solid lifter camshaft

Intake 2.04 (2.09 inch in 1964) with 1.66 exhaust valves

Some of these engines had cross-bolt mains.

Cast aluminum intake manifolds.

Single and dual four barrel carburetors.

Horsepower varied from 410 to 425 depending on setup.

11.5.1 compression

427 Medium Riser

1965 to 1967 all 427 blocks were side oilers.

Forged steel crankshaft

Cap screw connecting rods

Cross bolt mains

427 High Riser

Introduce in 1964

Tallest cylinder ports and intake manifold allowed for greater air/fuel mixture

Single and dual four barrel carburetors

Cast iron crank

solid lifter camshaft

Cross bolt mains

427 Tunnel Port

Available in 1967

Options included Tunnel Port cylinder heads, four barrel aluminum intake or dual four barrel aluminum intake.

Much like the 427 medium riser in all other regards.

427 SOHC

Available as an over the counter option only.

Cast aluminum cylinder heads

hemispherical combustion chambers

stainless steel valves

428 cubic inch

Introduced in 1966

Bore and stroke of 4.13X3.98

Cast iron crankshaft

forged-steel connecting rods

cast iron intake manifold

345 horsepower @ 10.5:1 compression ration

Variations of the 428 existed throughout its' life span, including the 428 Police Interceptor, 428 Thunderjet and 428 Marauder.

The Police Interceptor contained an aluminum intake, high performance camshaft and beefier connecting rods to produce 360 hp.

428 Cobra Jet

Standard was 2.09 inch intake and 1.66 inch exhaust valves.

Cast iron intake manifold identical to the aluminum one on the police interceptor.

Cast iron exhaust manifolds.

Two-bolt main block

Between 345-360 horsepower

428 Super Cobra Jet

Internal structure differences included Lemans type cap screw rods The cap screws were shorter than the 427's to clear the block

Externally balanced

External engine oil cooler

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Ford 385-Series Family

Although there were several variations to the engines of the 385-series family, only two displacements were available---the 429 cubic inch and the 460 cubic inch. Both were introduced in 1968 and lasted until 1973. These engines were heavier and larger than Ford's predecessor---the FE Family. Addition Ford made a 370 Cubic inch 385 seies

370 Cubic Inch

429 cubic inch

429 (Thunderjet) two-bolt main bearing cap

Bore and Stroke 4.36x3.59

cast-iron crankshaft

forged-steel connecting rods with 3/8 inch rod bolts

cast-aluminum pistons

hydraulic lifter camshaft

2.08 inch/1.66 inch intake/exhaust valves

non-adjustable rocker arms

cast-iron intake manifold

4 barrel or 2 barrel carburetor

Was available in Ford and Mercury automobiles 429 Cobra Jet Four-bolt main engine block (with exception to some early 1970 models).

Larger cylinder heads---2.25 inches/1.72 inches intake/exhaust.

Rocker arms were stamped steel 1.73:1 ratio with sled type fulcrums, threaded screw-in rocker studs and pushrod guide plates.

The rocker arms on the 429 cubic inch Cobra Jet were also adjustable prior to 1969.

Cobra Jet used a Rochester Quadrajet carburetor atop a spread-bore cast-iron manifold.

429 Super Cobra Jet 4 bolt main engine blocks

Forged aluminum pistons

Mechanical lifter camshaft

Adjustable rocker arms

780cfm Holley four-barrel carburetor

429 Boss All aluminum cast cylinder heads

Crescent type combustion chambers

Intake/Exhaust valves of 2.28in and 1.90inch

Exhaust valves are "D" shaped

4 oil galleries

Identified by casting 429HP on block

Higher iron nodularity content with thicker cylinder walls

2 Versions of the 429 Boss existed, they were 820-S & 820-T

Forged steel cross-drilled crankshaft

Forged aluminum pistons

Aluminum dual plane manifold w/735cfm Holley four barrel carb

429 Nascar Larger Outboard bolts in #1 main bearing cap.

Deck height was grooved for O rings.

Larger machined reliefs for exhaust push rods

Longer street rods, than the Boss 429-820S type

Some blocks had full hemi design, others crescent type

Stainless steel intake valves

Magnesium valve covers and intake manifold.

460 cubic inch

Produced from 1968 to 1996.

Available in Ford, Mercury and Lincoln.

Same as 429, but with longer stroke. (3.85 inch)

During its earlier years, pre 1973, horsepower was rated at 365. After 1972 horsepower ranged from 208 to 275.

Intake/exhaust valves are 2.08/1.66

Intake/exhaust valves for the Police Interceptor 460 heads (from 1973-'74) measure 2.19/1.66

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Ford 335-Series Family

The 335 Series consisted of versions of the 351 and 400 blocks. It lasted from 1970 to 1975.

351 Cleveland canted-valve cylinder heads.

bore and stroke of 4.00 X 3.50.

a light weight block to beat.

one of the most desirable V8 engines Ford had to offer.

a two barrel or four barrel setup.

From 1970 to 1971 the 351 boosted between 250 to 240 horsepower.

As time progress, the 351 Cleveland saw lessor horsepower until its' demise in 1975.

the 351 Cleveland four barrel came with dual exhausts, a higher compressions ratio, larger intake/exhaust valves and four bolt mains during the first year of production.

the 351 Windsor, which belongs to the 90 degree V8 family and bears no resemblance or connection to the 351 Cleveland.

351 CJ Introduced in the fall of 1971

mostly of four bolt mains, however there are some with two bolt mains.

possessed a spread bore bolt pattern cast iron manifold

Autolite carburetor 4300-D

Horsepower varied from approximately 280 during the first year of production down to 265 by 1973.

351 Boss Most desirable

only available in the 1971 Boss 351 Mustang

Four bolt mains

high nodular iron crankshaft

solid lifter camshaft with screw in studs

adjustable rockers

an aluminum four barrel intake

351 HO In 1972, Ford rolled the 351 Boss over into the 351 High Output for the new year.

Slightly less desirable, the 351 High Output used the spread bore bolt pattern cast iron manifold

Autolite 4300-D.

With a milder camshaft, the output of the 351 HO was about 275 horsepower.

351 M and 400 By 1975 the 351 Modified was issued with Cleveland heads

a two barrel carburetor.

hydraulic lifters.

a cast iron intake manifold.

a two barrel carburetor.

the 351 Modified and the 400 which was introduced since 1971, are virtually identical with very few exceptions. Wikipedia 335 engine class reference indicates these 2 blocks are near identical too .

Australia manufactured the 351 Cleveland and derivative "302" Cleveland at Ford Australia Engine plant in Geelong, Victoria, Australia from 1975-1981.

Although 302 Clevelands were being assembled in Australia from 1972 these were made up from imported US Cleveland blocks and Australian made crankshafts, heads, pistons and conrods.

It is beleived that the original Cleveland Moulds and equipment were shipped to Australia not long after the last motors were manufactured in the USA in late 1974. This included a large supply of 4V cylinder heads and 4MA & 4MAB crankshafts.

Both Australian built motors (302C & 351C) used a unique Australian Cast Crankshaft not the forged 4M cranks used in US motors. Australian made crankshafts have 351 or 302 cast into the front journal.

Australian made High Horsepower 351C motors (290HP +) used the imported 4MA or 4MAB cranks.

All Australian 302C's used cast crankshafts and 6" long conrods and closed chamber heads (58-60cc chamber volume) made at the Geelong plant. 351's used an open chamber head of approx 74cc. All heads were of a small port or 2V size, even for a 4BBl option.

4V heads (US made) were available on Australian GT and GTHO optioned 351C motors up to about 1975 when supplies eventually ran out.

2BBl and 4BBl carbs are used on both motors, however after 1976 Carter Thermoquads of about 800cfm rating were used instead of the Autolite carb, this included the 302C !. 302C's supplied with a 4BBL Carter Thermoquad carb after about 1977 had a uniquely modified spreadbore type manifold which feature a reduced plenum area for increased throttle responce. These 4BBl manifolds were not used on 351C's.

The OEM 2BBl carb supplied standard on 302C's was a Stromberg not the Autolite as supplied in the US on 351C's. This carb was adapted with an aluminium spacer plate.

Australian made 302's and 351's were used in all locally manufactured vehicles that had a V8 as an option. This included but not limited to Falcons, Fairlanes, LTD's, F100-F350's.

Last Australian made Clevelands motors were installed in 1982 XE Model Fords.

Sadly it is common for Australian made Cleveland blocks to have severe coreshift. Overboring passed about .020" thou. is a problem.

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Ford Y Block Series Family

239 cubic inch

Cast iron crankshaft, intake and exhaust

Cast-aluminum pistons

Mechanical camshaft

Available in Ford cars in 1954 and 1955 Ford trucks

256 cubic inch

Used only on Mercury vehicles and in F-series Ford trucks

Compression ratio of 7.5:1

161hp at 4400RPM

272 cubic inch

Two versions available for 1955

Two barrel carburetor with 7.6:1 compression and 162hp

Four barrel carburetor with 8.5:1 compression and 182hp

In 1956 horsepower varied with automatic or manual transmission

In 1957, the 272 cubic inch reached 192 horsepower

292 cubic inch

First introduced in the T-bird and Montclair

All used four barrel carburetor in 1955, but horsepower varied, but average around 200 depending with manual or automatic transmissions.

Bore and stroke: 3.75x3.30 in.

Following years were produce less horsepower, until its' demise in 1964

312 cubic inch

Largest Y Block of its kind

Bore and stroke: 3.80x3.44 in.

Two versions were introduced, both with four barrel carburetors and dual exhausts.

Introduced, once again in the 1957 T-Bird, it gained critical acclaim for producing horsepower over 300 while equipped with a Paxton supercharger

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Lincoln Family

317 cubic inch

Cast nodular iron crankshaft supported by five bearing journals at 2.62inch

Rod journals measured 2.249 inches

8.0:1 compression ratio and 205hp at 4200 RPM

An improved Holley carburetor, high lifter cam, dual diaphragm distributor and freer flowing exhaust

341 cubic inch

Last only for 1955

Increased bore to 3.94 inches

Compression ratio of 8.5:1 with 225hp at 4400RPM and 332ft.lb of torque

368 cubic inch

Introduced in 1956

Increased bore and stroke to 4.00X3.66

285hp @ 4600 RPM with 402ft.lb. of toque

Compression ratio is 9.0:1

Larger exhaust valves at 1.64 inches, bigger fuel pump and dual diaphragm distributor

Black painted valve covers and air cleaner

Following production year had slightly revised enhancements including 10.1:1 compression, Carter four barrel carburetor and a spin on/off oil filter

Related resources

• Ford Engine Block Codes, Serial Numbers, Specifications, and Casting Numbers

http://whatareyouworkinon.com/content/ford-casting-numbers