Ford Windsor engine
From Wikipedia, the free encyclopedia
| Ford Windsor V8 | |
|---|---|
| Manufacturer | Ford Motor Company |
| Production | 1962–1997 |
| Predecessor | Ford Y-block engine Ford FE-series V8 |
| Successor | Ford Modular engine |
| Class | Small-block OHV V8 |
| Engine | 221 in³ (3.6 L) 255 in³ (4.2 L) 260 in³ (4.3 L) 289 in³ (4.7 L) 302 in³ (4.9 L) 351 in³ (5.8 L) |
| Similar | AMC Short/Tall V8 Oldsmobile V8 engine Buick V8 engine Pontiac V8 engine Chevrolet Small-Block Chrysler LA engine |
The Windsor engine is a 90-degree small-block V8 from Ford Motor Company. It was introduced in 1962, replacing the old Ford Y-block engine. Though not all of the engines in this family were produced at the Windsor, Ontario engine plant (all Ford small blocks came from Cleveland, Ohio until 1966), the name stuck. The mid-sized 335 "Cleveland" V8, introduced in 1970, was to replace the larger Windsors, but this design ended up outliving its replacement. In 1991, the Windsor engine began to be phased out and replaced with Ford's new 4.6 L modular V8 engine, which was disliked by many because of the overhead cam valvetrain as opposed to the more traditional "muscle carish" pushrod V8 with overhead valves that Chevy stuck with in their GM LS engine line. In 1996, Ford replaced the popular 5.0 L pushrod V8 with the 4.6 L in their flagship vehicle, the Ford Mustang.
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[edit] Overview
The Windsor engine uses a thin-wall cast iron block with an integrated timing chain. All Windsors use 2-valve per cylinder heads regardless of whether they are "2V", "4V", or fuel-injected models. The 2V & 4V designations referred to the number of venturii (or barrels) in the carburetor, not the number of valves per cylinder. The valves are in-line and use straight 6-bolt valve covers.
A simple differentiator between the Windsor and Cleveland series is the location of the radiator hose — the Windsor routed coolant through the intake manifold, with the hose protruding horizontally, while the Cleveland had the radiator hose connecting vertically to the engine block. The Cleveland and later "Modified" engines used a canted valve design, allowing for larger valves within the same 4" bore. Something worth noting was the fact that the Ford Engineers designed the Cleveland heads with the same bore spacing and head bolt configuration making it possible (with some light machine work) to bolt Cleveland heads to the Windsor block and in 1970 they did just that creating the Boss 302.
[edit] 221
The first engine of this family, introduced for the 1962 model year as an option on the Ford Fairlane and Mercury Meteor, had a displacement of 221 in³ (3.6 L), from a 3.5 in (89 mm) bore and 2.87 in (72.9 mm) stroke, with wedge combustion chambers for excellent breathing. An advanced, compact, thinwall-casting design, it 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 one of the lightest and most compact V8 engines of its day.
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) @ 4400 rpm and 216 ft·lbf (293 N·m) @ 2200 rpm.
The 221 was dropped after the 1963 model year. There was also a short-lived stretched 240 version.
[edit] 260
The second version of the Windsor, introduced during the middle of the 1962 model year, had a wider bore of 3.80 in (96.5 mm), increasing displacement to 260 in³ (4.3 L). Compression ratio 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) @ 4400 rpm, with a peak torque of 258 ft·lbf (350 N·m) @ 2200 rpm.
In 1962 and 1963 valve diameters remained the same as the 221, but starting in 1964 they were enlarged to 1.67 in. (42.4 mm) (intake) and 1.45 in (36.8 mm) (exhaust). Rated power was not changed.
In 1963 the 260 became the base engine on full-size 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 the 260, although it was dropped by mid-year, as did the 1964-1966 Sunbeam Tiger.
The special rally version of the Falcon and Comet and early AC Cobra sports cars used a high-performance version of the 260 with higher compression, hotter camshaft timing, and a four-barrel carburetor. This engine was rated 260 hp (194 kW) @ 5800 rpm and 269 ft·lbf (365 N·m) @ 4800 rpm.
Ford dropped the 260 after the 1964 model year.
[edit] 289
The 289 in³ (4.7 L) Windsor was also introduced in 1963. Bore was expanded to 4.0 in (102 mm), becoming the standard bore for most factory Windsor engines. The 289 weighed 506 lb (230 kg).
In 1963 the 289 was available in two forms: with a two-barrel carburetor and 8.7:1 compression, rated at 195 hp (145 kW) @ 4400 rpm and 258 ft·lbf (350 N·m) @ 2200 rpm, and with a four-barrel carburetor and 9.0:1 compression, rated at 210 hp (157 kW) @ 4400 rpm and 300 ft·lbf (407 N·m) @ 2800 rpm. The two-barrel 289 replaced the 260 as the base V8 for full-sized Fords.
Both 1963 and 1964 versions had a five-bolt bell housing pattern that was different from later six-bolt units (Mustangs switched bolt patterns around August 3, 1964).
For 1965 the compression ratio of the base 289 was raised to 9.3:1, increasing power and torque to 200 hp (149 kW) @ 4400 rpm and 282 ft·lbf (382 N·m) @ 2400 rpm. The four-barrel version was increased to 10.0:1 compression, and was rated at 225 hp (168 kW) @ 4800 rpm and 305 ft·lbf (414 N·m) @ 3200 rpm.
Engine specifications were unchanged for 1966 and 1967. In 1968 the four-barrel 225 hp engine was dropped, leaving the two-barrel (now reduced back to 195 hp) and the HiPo. 1968 was the last year of production for the 289.
[edit] 289 "HiPo" (K-code)
A high-performance version of the 289 engine was introduced late in the 1963 model year as a special order for Ford Fairlanes and Mercury Comets. The engine is informally known as the "HiPo" or the K-code (after the engine letter used in the VIN of cars so equipped). Starting in June 1964, it became an option for the Mustang.
The HiPo engine was engineered to increase performance and high-RPM reliability over standard 289 fare. It had solid lifters with hotter 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 (std 289 4v was 480 CFM). The water pump, fuel pump, and alternator/generator pulley were altered; fewer vanes, extra spring, and larger diameter respectively; to help handle the higher RPMs. Even the HiPo’s fan was unique. Bottom end improvements included thicker main bearing caps and balancer, larger diameter rod bolts, and a hardness tested and counterweighted crankshaft, all for high-rpm reliability. The HiPo carried SAE gross ratings of 271 hp (202 kW) @ 6000 rpm and 312 ft·lbf (423 N·m) @ 3400 rpm.
The HiPo engine was used in modified form by Carroll Shelby for the 1965-1967 Shelby GT350, raising rated power to 306 hp (228 kW) @ 6000 rpm through use of special exhaust headers, an aluminum intake manifold, and a larger carburetor. The Shelby engine also had a larger oil pan with baffles to reduce oil starvation in hard cornering. Shelby also replaced the front press-in oil gallery plugs with screw-in plugs to reduce failure.
From 1966 to 1968, Shelby offered an optional Paxton supercharger for the 289, raising its power (on Shelby GT350s) to around 390 hp (291 kW). One was sold.
The K-code HiPo engine was an expensive option and its popularity was greatly diminished after 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) for far less cost.
[edit] 302
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- Note that there was also a 302 "Cleveland" produced for the Australian market
In 1968 the Windsor was stroked to 3.0 in (76.2 mm), giving a total displacement of 302 in³ (4.9 L). The connecting rods were shortened to allow the use of the same pistons as the 289. It 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 mm) (intake) and 1.442 in (36.6 mm) (exhaust), and was rated (SAE gross) at 220 hp (164 kW) @ 4600 rpm and 300 ft·lbf (407 N·m) @ 2600 rpm. Optional was a four-barrel version rated at 250 hp (186 kW) @ 4800 rpm.
For 1968 only, a special, high-performance version of the 302 was offered for the Shelby GT350. Its main features included an angled, high-rise intake manifold (aluminum or cast iron), larger four-barrel carburetor, and bigger valves, 1.875 in (47.6 mm) (intake) and 1.600 in (40.6 mm) (exhaust). It had a longer-duration camshaft, still with hydraulic lifters. The block was a high-strength, "Hecho en Mexico" design, with larger, two-bolt main bearing caps. The heads and high flow cast exhaust manifolds were similar to the 289 HiPO K-code's, with small, close-tolerance pushrod holes. Heavy duty connecting rods and a nodular iron crankshaft were also included in this HIPO package. Rated power (SAE gross) was estimated at 315 hp (235 kW) @ 5000 rpm and 333 ft·lbf (451 N·m) @ 3800 rpm. The package, which cost US$692 (including some other equipment), was quite rare, and did not return for 1969.
Emissions standards saw a progressive reduction in compression ratio for the 302 two-barrel, to 9.0:1 in 1972, reducing SAE gross horsepower to 210 hp (157 kW). In that year U.S. automakers began to quote horsepower in SAE net ratings; the 302 two-barrel carried a net rating of 140 hp (104 kW). By 1975 its power would drop as low as 122 hp (91 kW). Not until fuel injection began to appear in the 1980s would net power ratings rise above 200 hp (149 kW).
Throttle body fuel injection first appeared for the 302 on the Lincoln Continental in 1980, and was made standard on all applications in 1983 except Mustangs and Capris. Roller lifters, and a steel camshaft came in 1985, and electronic sequential fuel injection was introduced in 1986.
The 302 was also offered for marine applications in both standard and reverse rotation setups.
In the 1980s the 302 became more commonly known as the 5.0 Liter, although its metric displacement (4942 cc) more accurately rounds to 4.9 L.
The 302 remained a mainstay of various Ford cars and trucks through early 2001, although it was progressively replaced by the 4.6 L Ford Modular engine starting in the early 1990s. The last 5.0 L engine was produced at Cleveland Engine Plant #1 in December 2000, as part of a build ahead to supply Ford of Australia. They installed their last 5.0 L engine in a new vehicle in August 2002.
Ford Australia also built some stroked, 5.6 L Windsors. With alloy heads and roller rockers they produced 250 kW and 500 N·m.
[edit] Boss 302
The Ford Boss 302 engine was a performance variant of the Windsor, putting what would become Cleveland heads on a special, heavy duty, 4 bolt main Windsor block to improve rated power to 290 hp (216 kW). According to some reports, the canted valve, deep breathing, high revving engine could produce more than 310 hp (231 kW), although as delivered, it was equipped with an electrical rev limiter that restricted maximum engine speed to 7000 rpm. A bulletproof bottom end, thicker cylinder walls, steel screw-in freeze plugs, race prepped crank, special HD connecting rods and Cleveland style forged pistons kept the engine together at high speeds. The key to this engine's power was the large port, large valve, quench chambered, free flowing heads. The Boss 302 Mustang was offered only for the 1969 and 1970 model years. The Boss 302 could be built by just about anyone as the Cleveland heads will bolt up to a standard Windsor block. By blocking a coolant passage on the face (combustion side) of the head and opening a passage on the intake side the heads will operate just as a Boss 302 head. A special intake manifold is needed, either one from a Boss 302 or from an aftermarket supplier which at one point there was at least one company making the special intakes in both open and split plenum design.
[edit] 351W
- The 351W is often confused with the 351 Cleveland, which is a separate engine of similar displacement
The 351 in³ (5.8 L) Windsor featured a 1.5 in (38.1 mm) taller deck height, allowing a stroke of 3.5 in (88.9 mm). Although related in general configuration to the 289-302 and sharing the same bell housing and other small parts, the 351W had a unique, tall deck block, larger main bearing caps, thicker, longer connecting rods, and a distinct firing order, adding some 25 lb (11 kg) to the engine's dry weight. The distributor is slightly different to accommodate a larger oil pump shaft and larger oil pump. Some years had threaded dipstick tubes. It had a unique head which optimized torque over high-rpm breathing, frequently replaced by enthusiasts with aftermarket heads providing better performance. Early 1969 and 1970 heads had larger valves and ports for better performance. Early blocks, as with all SBF, were superior in strength to most late model, lightweight castings.
Introduced in 1969, it was initially rated (SAE gross) at 250 hp (186 kW) with a two-barrel carburetor or 290 hp (216 kW) with a four-barrel. When Ford switched to net power ratings in 1972 it was rated at 153 to 161 hp (114 to 120 kW), although actual, installed horsepower was only fractionally lower than in 1971.
The 351W was produced from 1969 to 1997. It was installed in everything from Mustangs to the full-size cars, and all the way up to the F350. It has been one of Ford's most successful engines.
[edit] 255
In 1980, an urgent need to meet EPA CAFE standards led to the creation of the 255 in³ (4.2 L) version, essentially a 302 de-bored to 3.68 in (93.5 mm). Rated power (SAE net) was 115-122 hp (86-91 kW), depending on year and application. It was optional in Fox chassis cars including the Mustang and corporate cousin Mercury Capri, Thunderbird, Fairmont, and standard equipment in the Ford LTD. Poorly received thanks to its dismal performance and mediocre fuel economy, it was dropped after the 1982 model year, and is considered one of the worst modern Ford engines.
[edit] See also
[edit] External links
- 302w.com - Website & Forums dedicated to the Ford Windsor Engine
- Short descriptions of Ford overhead valve V8 engines
- Pirates Of Horsepower - blog on building a 351w Ford stroker
