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High Performance Ford Engine Parts Interchange High Performance Ford Engine
Parts Interchange
by George Reid
First-ever book about Ford parts interchange
Covers
the entire range of Ford engines from
221-CID to 460-CID
This is one of the best books ever written about Ford engines.
Covering both big- and small-block Ford V-8 engines, this
first-ever book on the subject provides indispensable information
to the Ford enthusiast. Included are high performance factory
parts, interchangeability between Ford Windsor and Cleveland
engines, extensive coverage of the 302 and 351 series as well as
the
352, 390, 406, 427, 428, 429, and 460 big block engines,
factory casting numbers, etc. Read the sample pages from each
chapter to learn more!
Click below to view sample
pages from each chapter
"If you are trying to mix and match cranks and rods, this book
will tell you if it can be done. If you are trying to find the correct
casting number for a Boss 429 distributor, this book will have it
listed. What we really find appealing about the book is that, not
only is it a perfect resource for those interested in factory
correct restorations, but it is equally as useful for the
performance oriented engine builder. Each chapter points out
building tips, such as how to improve a Cleveland's oiling
system, or what heads will yield the best horsepower gains. As
with all SA Design books, this one is filled with pages of detailed
photographs and diagrams. This book will prove to be a
priceless resource, as many of the original Ford V-8 parts
become harder and harder to come by."
-- FORDMUSCLE
webmagazine, February, 2000

In Stock and Ready to Ship!

Small Block Fords
Chap. 1 - Small Block Ford
Chap. 2 - Cylinder Block
Chap. 3 - Crankshaft & Rods
Chap. 4 - Oiling System
Chap. 5 - Cylinder  Heads
Chap. 6 - Intake System
Chap. 7 - Ignition System
Chap. 8 - Exhaust Manifolds
Chap. 9 - Cooling System
Big Block Fords
Chap. 10 - Big Blocks
Chap. 11- Cylinder Block
Chap. 12 - Crankshaft & Rods
Chap. 13 - Oiling System
Chap. 14 - Cylinder Head
Chap. 15 - Intake System
Chap. 16 - Ignition System
Chap. 17 - Exhaust Manifolds
Chap. 18 - Cooling System
All Ford Engines
Chap. 19 - Gaskets  
Chap. 20 -
Engine Math  
Softbound
8-3/8 X 10-7/8
160 Pages
417 Color Photos
Item # SA56
Price: $22.95
Click here to buy now!
This is a great book that any Ford engine enthusiast or
engine builder is sure to love!


Small Block General Data & Specifications
The Ford small-block V-8 was first introduced during the 1962 model year in the all-new Fairlane.
Known as the “Fairlane V-8” for its original application, the small-block began modestly at 221 cubic-
inches with a 3.50-inch bore and 2.87-inch stroke. What made the all-new small-block Ford
revolutionary was its lightweight, grey iron, thin wall design which made V-8 power achievable in
intermediate and compact sized vehicles. The small-block Ford was an “oversquare” design,
meaning the cylinder bore was larger than the length of stroke. This allowed for larger valves,
reduced piston speed and shorter connecting rods which permitted high revs. More iron in the main
bearing webs allowed for the deletion of the block skirt found on the earlier “Y” blocks introduced
during the 1950s. The small-block Ford was a quantum leap in lightweight engine technology for
Ford Motor Company.

221
The 145 horsepower 221ci V-8 was a very low displacement small-block which would have little in
common with the 260, 260, 289 and 302ci engines to follow in terms of interchangeability. The 221’
s heads employed very small ports and closed 43.5cc combustion chambers—decidedly
undesirable for performance applications and certainly specific to the 221. The 221 was available
only with a Autolite 2100 two-barrel carburetor with automatic choke. It was a short-lived
powerplant—produced through the end of the 1963 model year.
260
Introduced at the same time as the 221 was the 164 horsepower 260ci small-block sporting a larger
3.80-inch bore and the same 2.87-inch stroke. The 260 cylinder head had larger 53cc closed
combustion chambers with the same 1.59-inch intake and 1.39-inch exhaust valves also found in
the 221. Valve stem size was also 0.310-inch—identical to the 221. Aside from combustion chamber
size, the 260 head was virtually identical to the 221 head. Like the 221, the 260 was only available
with two-barrel Autolite 2100 series carburetion. Ford’s compact and peppy 260 witnessed
production through the end of the 1964 model year. Both the 221 and 260 engines had 8.7:1
compression for reliable use with regular leaded fuels of the era.

289
For 1963, Ford increased the small-block’s bore size to 4.00-inches, with the same 2.87-inch stroke
to achieve the venerable 289ci engine. The 289 was one of Ford’s greatest success stories
because it produced plenty of power for a variety of performance applications, including victories
around the globe at LeMans, Indianapolis and a host of other legendary motorsports venues. The
289 block was different than the 221 and 260 in that it was a heavier, thicker casting to
accommodate the larger bores. This means that you cannot bore a 221 or 260 block to a 4.00-inch
bore because you will likely run into the water jacket.
Your performance efforts should begin with a 289 block. All 289 heads (including High
Performance) are dimensionally the same through 1967 with .342-inch valve stems, 1.67-inch
intake valves and 1.44-inch exhaust valves. Contrary to what you may have been told, the 289 High
Performance head did not have larger ports until the release of the 1967 service head. Port size
with the service head was marginally larger.

For 1963, there were two 289ci engines. The base engine yielded two-barrel Autolite 2100
carburetion, higher 9.0:1 compression (regular fuel) and hydraulic lifters. Optional was the 289 High
Performance V-8 (also known as the Hi-Po) with mechanical tappets, 9.0:1 compression, and
improved cylinder heads with screw-in rocker arm studs, valve spring pockets, cast iron headers,
and Autolite 4100 four-barrel carburetion.
The 289 engine line-up for 1964 was much the same as it was for 1963, with the exception being an
optional 289 four-barrel, low compression (9.0:1)
V-8, available only in the Mustang introduced mid-year. The only difference between the 289 two-
and four-barrel engines of 1964 was the intake manifold and carburetor. Cylinder heads were
exactly the same between the 289 2V and 4V engines. The 289 four-barrel engine was topped with
an Autolite 4100 series carburetor, just like the 289 High Performance. The only difference between
the two carburetors was slightly larger venturis and the use of a manual choke on the 289 High
Performance engine.

Combustion chamber sizes in 1963-64 ranged from 52.6cc to 55.6cc for all 289 engines. Chamber
size depended upon the casting. Valve sizes were 1.67-inches intake and 1.44-inches exhaust for
all 289 types. All 1963-64 289 engines had five-bolt bellhousing blocks.
Important upgrades in the 289 occurred beginning with the 1965 model year. The most obvious was
a six-bolt bellhousing pattern, which improved the rigidity of the powertrain and reduced noise,
vibration and harshness levels. Aside from the six-bolt pattern, the base 289 two-barrel engine
remained the same with its 52.6cc to 55.6cc chambers and dished pistons. The 289 four-barrel
engine for 1965 received a compression boost to 10.0:1 through the use of flat-top pistons. All
pistons, dished and flat-top, had valve reliefs. The 289 High Performance V-8 continued for 1965
relatively unchanged.

The 1966 model year witnessed several changes in the Ford small-block. Effective May 2, 1966 in
production, 289 two- and four-barrel engines went to rail-style rocker arms that didn’t require a
push rod guide cast in the cylinder head. With this change came new, pent-roof steel valve covers
that were used through the 1967 model year. One subtle change for 1966 was the use of a finned
timing cover that was also used through 1967. Aside from pent-roof, chrome valve covers, the 289
High Performance engine continued through 1967 virtually unchanged internally from 1963-66.

302/5.0L
When Chevrolet pushed its reliable and snappy 283ci small-block to 307 cubic-inches, Ford
stroked the 289 just .019-inch to achieve the 302. The 302 block is a different block than the 289,
though both are interchangeable. The 302 block is clearly marked as a “302” in the lifter valley.
What makes the 302 block distinctive is the use of a slightly longer cylinder skirt to accommodate
the modest increase in stroke. This feature afforded the 302’s piston skirts increased stability at the
lower end of the bore, which made for quieter operation (less piston noise).
Though the 302 has a .019-inch longer stroke, it actually has a shorter connecting rod (5.090-
inches center-to-center) which is not interchangeable with the 221, 260, 289 or Boss 302. The 221,
260, and 289 rod is longer at 5.155-inches from center-to-center. The 302’s shorter rod, when
combined with the longer crankshaft throw exclusive to the 302, gives this engine a longer stroke.
Aside from the differences just mentioned, the 302 is virtually the same as the 221, 260 and 289
engines. During the 302’s first model year, 1968, those pent-roof steel valve covers were
embossed with the words “Power By Ford,” which was standard until the mid-1970s when the Ford
oval took its place.

The 302 has evolved considerably since its introduction in 1968. Beginning in 1978, Ford began
calling the venerable 302 the “5.0 Liter” V-8. It was equipped with a cast aluminum intake manifold
and spun-aluminum air cleaner housing. The 5.0L has grown to become one of the most respected
V-8 engines of our time. Beginning in 1982, Ford fitted the 5.0L with a high-performance 351W
marine camshaft to conceive the 5.0L High Output engine with two-barrel Motorcraft 2150
carburetion. Just one year later, the 5.0L was fitted with a cast aluminum four-barrel intake manifold
and Holley four-barrel carburetion. These valiant steps led to more powerful 5.0L engines to come.
In 1985, Ford revised the 5.0L block to accept roller tappets, which improved performance and
reliability dramatically. One year later, the 5.0L V-8 was fitted with “fast-burn” cylinder heads
borrowed from the F-series trucks and Sequential Electronic Fuel Injection (SEFI). The 5.0L engine
has remained virtually the same ever since.
Next


This has been a sample page from

High Performance Ford Engine Parts Interchange High Performance Ford Engine
Parts Interchange
by George Reid
First-ever book about Ford parts interchange
Covers
the entire range of Ford engines from
221-CID to 460-CID
This is one of the best books ever written about Ford engines.
Covering both big- and small-block Ford V-8 engines, this
first-ever book on the subject provides indispensable information
to the Ford enthusiast. Included are high performance factory
parts, interchangeability between Ford Windsor and Cleveland
engines, extensive coverage of the 302 and 351 series as well as
the
352, 390, 406, 427, 428, 429, and 460 big block engines,
factory casting numbers, etc. Read the sample pages from each
chapter to learn more!
Click below to view sample
pages from each chapter
"If you are trying to mix and match cranks and rods, this book
will tell you if it can be done. If you are trying to find the correct
casting number for a Boss 429 distributor, this book will have it
listed. What we really find appealing about the book is that, not
only is it a perfect resource for those interested in factory
correct restorations, but it is equally as useful for the
performance oriented engine builder. Each chapter points out
building tips, such as how to improve a Cleveland's oiling
system, or what heads will yield the best horsepower gains. As
with all SA Design books, this one is filled with pages of detailed
photographs and diagrams. This book will prove to be a
priceless resource, as many of the original Ford V-8 parts
become harder and harder to come by."
-- FORDMUSCLE
webmagazine, February, 2000

In Stock and Ready to Ship!

Small Block Fords
Chap. 1 - Small Block Ford
Chap. 2 - Cylinder Block
Chap. 3 - Crankshaft & Rods
Chap. 4 - Oiling System
Chap. 5 - Cylinder  Heads
Chap. 6 - Intake System
Chap. 7 - Ignition System
Chap. 8 - Exhaust Manifolds
Chap. 9 - Cooling System
Big Block Fords
Chap. 10 - Big Blocks
Chap. 11- Cylinder Block
Chap. 12 - Crankshaft & Rods
Chap. 13 - Oiling System
Chap. 14 - Cylinder Head
Chap. 15 - Intake System
Chap. 16 - Ignition System
Chap. 17 - Exhaust Manifolds
Chap. 18 - Cooling System
All Ford Engines
Chap. 19 - Gaskets  
Chap. 20 -
Engine Math  
Softbound
8-3/8 X 10-7/8
160 Pages
417 Color Photos
Item # SA56
Price: $22.95
Click here to buy now!
This is a great book that any Ford engine enthusiast or
engine builder is sure to love!




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MRE-Books - Transportation books and Manuals

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1966 Ford and Mercury Shop Manual on CD
1966 Ford and
Mercury Shop
Manual on CD
$19.95
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High Performance Ford Engine Parts Interchange
High Performance
Ford Engine Parts
Interchange
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