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The Ford small-block (aka Windsor V8) is a series of 90° overhead valve 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 and Mercury Meteor. Originally produced with a displacement of 221 cu in (3.6 L), it eventually increased to 351 cu in (5.8 L), but was most commonly sold (from 1968–2000) with a displacement of 302 cu in (later marketed as 5.0 L). Famed variants powered 289 Shelby Cobras to Trans-Am racing championships and the Ford GT-40 to wins at LeMans and 1-2-3 sweeps in its iconic 5L form. The Boss 302 also was a Trans-Am design. The "Windsor V8" was installed in several of the company's most famous products, notably the Mustang, as well as the Mercury Cougar, Ford Torino, Ford Granada, Mercury Monarch, Ford LTD, Mercury Marquis, Ford Maverick, and Ford F-150 pickup. For the 1991 model year, Ford began phasing in their new Modular V8 engine to replace the small-block, beginning with the Lincoln Town Car and continuing through the 1990s. The 2001 Explorer SUV was the last North American installation of the engine, and Ford Australia used it through 2002 in the Falcon and 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 351 cu in (5.8 L) version from the 351 cu in (5.8 L) "Cleveland" version of the 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 255 cu in (4.2 L)). The small block remains available for purchase from Ford Performance Parts as a crate engine. Overview The small-block engine was introduced in the 1962 Ford Fairlane and Mercury Meteor cars. Displacing 221 cu in (3.6 L), it was designed to save weight, using thin-wall casting with a 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 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 260 cu in (4.3 L) and again to 289 cu in (4.7 L), then stroked to 302 cu in (4.9 L), 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 351 cu in (5.8 L) 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 255 cubic inches (4.2 L) 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". 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 Modular 4.6 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 plugs 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, introduced for the 1962 model year as an option on the Fairlane and Meteor, had a displacement of 221 cu in (3.6 L), from a 3.5 in (89 mm) bore and 2.87 in (72.9 mm) stroke, with wedge combustion chambers for superior 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 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. 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) at 4,400 rpm and 216 lb⋅ft (293 N⋅m) at 2,200 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 EPA CAFE standards led to the creation of the 255 cu in (4.2 L) version for the 1980 model year, essentially a 302 with the cylinder bores reduced to 3.68 in (93.5 mm). The 302 was to be phased .... Discover the Marquis K Walls popular books. Find the top 100 most popular Marquis K Walls books.