Ford small block engine family 221, 260, 289, 302, 351W, 255 not the race engines
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- Опубликовано: 24 янв 2024
- Today on what it’s like engine episode Wednesday I mean Thursday .. highly requested small block episode in this episode we will cover the 221, 260, 289, 302, 351W, and 255 note we are not covering any of the special race engines in this episode aside from the hypo 260 and the hypo, 289. Those engines will be covered in a different episode.
Enjoy this episode 
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Sources
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The weekend ft daft punk *starboy
Awesome congrats you got it =)
A great engine episode, Jay. And of one of my favorite engines! FYI, the 289 was produced into 1968 -- My 1968 Mercury Cougar is so equipped. I also owned a '68 Falcon with a 289. Long story about why they were used in '68, but you'll find 289s in 1968 model year Mustangs, Fairlanes, Torinos, Comets, and Montegos as well. And I'll take the Torino and the Mark VII LSC.
I had a friend who had 68 Cougar that also had the 289. I never had a FOMOCO product that came equipped with the 289, but I had several different 302 equipped vehicles.
Thank you so much for that. Correction, glad you dig this episode sweet choices. =)
I had a 1969 ford Torino GT, 351 Windsor,4bb, top loader 4 speed, and 9” rearend with a locker. I put headers and race cam for a 302, which changed the firing order. Car would a consistent high 13 sec quarter mile. Wish I still had it. Thanks for the videos.
Awesome
Thank you so much happy you dig the channel
wow am amazed by the production numbers for the 289 from Cleveland - 3+ million!! thats insane. it is a legend and im glad i still have one in my galaxie...
Hi Jay!: Can definitely attest to the small block Ford engines! Owned or Drove one with a 289, three with the 302 and one with the 351W. VERY reliable engines! Sure had to replace a water pump on one and the fuel pump on another, but really good. Maybe not the most powerful in the world but you could count on them. When I lived in the colder climes, I could pump the accelerator twice on either the 351 or the 302 and it would fire the first crank. You had to feather the throttle until the choke warmed up. But man, even in the dead of winter they would do that! I did have a weird thing happen one time in the winter. A friend and I went to the movies, but on the way back the 351 was not running very well. Finally stopped cold about two miles from my house, but got a tow from a van with a 302. Found out that the little block that actuates the points, had worn down to a nub, as it was made of a fiber material! Popped in a new set of points and it was good to go! WYR#1 This was really hard because I would LOVE to have a 1966 Mustang Fastback! I drive a 2000's era Mustang every day and a '66 would be SO NICE! BUT my first car was the 1969 Torino GT :sportsroof" (Ford called them that in the brochures and advertising, every one else calls them the fastback!) Mine was identical to the cherry one in your pic, but was the VERY dark Presidential Blue with that COOL C stripe! If I had a nice cherry one the only modification I would do would be to have one of those backup cameras that fit on your license plate! You can't see a THING while backing up in one of those!! #2 Pretty easy as I like all of them! I'll pick the 1980, though, as it kind of reminds me of the 1986 Lincoln Town Car I used to have (with 302, of course!)
Awesome information as well as great choices. Thank you so much for taking the time to add all of that information. I greatly appreciate it.
I have a 302 in my 1988 Lincoln town car I love it.
Awesome I had a signature series really cool car
What trim was yours how long did you keep it
@@What.its.like. I still have it and the original build sheet I found under the rear seat unfortunately it was water damaged from leak into interior on passenger side I don't know what the base trim is called it has all cloth seats dark blue and no options it appears steel rims with hubcaps missing oem radio
Signature series cars could have cloth interior as well. The major difference is the material in the seats, the signature series have pillow side seats, and that chrome plating that goes up the beltline of the car.
I had two Lincoln town car signature series one was an 88. That was one of the best cars I ever owned. I bought an 89 that was fully loaded. Had the digital dash told you how many miles you had till empty leather seats it had every single option, but I had nothing but problems with that car , it was low miles too. It only had 90,000 miles the 88 when I was done with it had 300,000 miles on it.
@@What.its.like. mine is analog gauges coolant gauge no longer works and fuel gauge also doesn't work correctly door panels are all messed up back seat ones aren't awful the only rust was under the top above the trunk massive rust hole that still needs to be fixed and rust from battery acid on the battery tray its been in south Carolina before it moved to florida so all the floor and everything is there has 97k miles on it sun faided baby blue paint but has a nice patina look 302 is good absolutely no blow by fixed all the vacuum leaks its my first car never let me down im finally getting ac working again after replacing entire thing.
My Canadian built 272 Y-block was awesome in my skiboat.
The 221 V8 was intentionally designed to be the same cubic inches as the original 221 Flathead of 1932. I'm a Ford guy, but jeez, Ford has made some really questionable choices over the years. such as having a different bellhousing bolt pattern for almost every engine Ford made. WTF? I'm sure there would be more Ford powered engine swaps if you didn't have to change the whole transmission, too. And I certainly never heard of the 260 hi-po, altho I did know about the Falcon Rally cars. Good episode!
We wonder what drove the bell housing pattern madness? Even a given pattern might have tweaks... starter location, an "ear" cut off, converter pilot...
The Modular arrived with "small block" pattern, so obviously it was workable, then "bam" a change to a new pattern.
Now let's mention balance issues...
But I still love 'em.
@@johne189 Sigh. A friend and I recently swapped the original 289 and C4 trans from his 67 Cougar to a newer (70s) 302 and a newer (70s) C4. At least the bellhousing bolted up, but the bellhousing didn't narrow down as sharply as the old C4, which made the downshift lever and cable bind. Then we had to play around trying to get the correct flexplate and harmonic balancer. It runs reallll strong now, but sheesh, what a job!
@@johne189 I could be wrong, but several people have told me that the 5-bolt block was to match existing transmissions which were being dropped for the new C4 which is nearly as varied as everything else. And the crank balancing is just as crazy as the rest, which can lead to broken cranks if you use the wrong pieces. IDK much about the 'modular', my focus was always on the older SBF, and maybe it's the craziness which makes us love them... Why be plain when you can be insane? 🤣
Ford had some questionable building practices like more than one bell house design different tail shaft lengths
@@What.its.like. Like Chrysler, Ford basically had small and large block transmissions thus the different bolt patterns for blocks. I have been told the early 5-bolt SB pattern was to match existing transmissions until the newer and better C4 automatic got into full production. Having different tailshaft lengths allowed for better fit in different chassis sizes, and the manual bellhousings were sized for the clutch diameter being used allowing for smaller sizes and using less materials with them. It makes good sense when you understand it even if it reduces interchangeability.
Running a 302 roller block in my 80 bronco from a 91 mustang and it’s stroked to 331. 10.2:1 compression.
Love the channel and content!
In case you didn’t know, Ford made the Boss 302 in 69’ and 70’ for the mustang. Basically a Cleveland 4V headed (huge ports and 2.19” intake valves) 4 bolt mains, solid lifter cam, 11:1 compression, etc. And rated at 290hp. Pretty sure it was more. The big valve/port head really wasn’t great for the street. The 351c 2V head was really good. Good size ports and 2.08” intake valves.
There is another video that shows a 1 of 1 1971 Boss 302 Mustang.
Jay did mention he wasn't covering the variants this round, which means more great Ford vids coming 😎 On the streets, the non-Boss Cleveland-on-Windsor arrangement is often called a "Clevor" or "Clevedor" and can easily be tweaked to rod and crank breaking power. The Boss crank was a 'nodular iron' component and much stronger than cast. Many of the "Boss Mustangs" you see are fakes using the Clevor recipe; the real things have become rather scarce in factory configuration.
Thank you so much. I totally forgot about the boss 302 in the 60s I’ll cover that whenever I cover the special race engines clevor there was a 302 in the ford gt that was a special engine
Ford of Australia went the 2v Cleveland head one better. Used on the Australian (and South African) version of the 302, it featured the closed style combustion chamber of the early 4v head with the 2.05 inch valves and smaller intake ports of the 2V Cleveland head. The Australian 302 was made as late as 1984 and many of those closed chamber heads were shipped to the U.S. although the supply has dried up in recent years, and the few still coming in often are in bad shape..
All U.S. made 2v Cleveland heads were of open-chamber type. Aftermarket Cleveland heads, although aluminum are based on the Australian Cleveland design and are an alternative to ditch the open chamber heads.
The small-chamber Australian heads are great for raising compression on 351 M and 400 engines, although the stock pistons of the 400 often sit up to .075 below the block deck thus negating "quench" that the closed chamber heads would otherwise provide, and commonly results in spark knock/pinging if higher octane fuel is not used.
The Australian heads also flow better on the exhaust side, as the thermactor/smog pump "bumps" found on open chamber U.S. 2V heads are absent.
I built a 400 using the Australian heads for a 1978 Thunderbird, using an mild aftermarket camshaft and aftermarket 4 barrel intake, its performance was very noticeably improved over the stock 400.
I ran it against a very rare "M" code 1963 Thunderbird (3x2V 390), the built 400 was slightly quicker.
Both vehicles were approximately the same weight and both are equipped with the 3.00 ratio 9 inch Ford rear axle.
Approximately 140 "M' code 1963 Thunderbirds were built.
I was rebuilding the 3 Holley 2 barrels and had the opportunity to run it against my 1978 with the 400.
@@donreinke5863 the 2V heads were 2.05 in the US also? I couldn’t remember exactly and thought 2.08.
Back around 97’ or so, I saw a 62’ I think) Starliner with the 390 3x2Bbl 401hp and 4sp. All original except the distributor (electronic) and battery. I’m was at a car show I’m Gatlinburg, TN. The owner drove it down from MD. He said he drives it all over America ti car shows.
WYR: A very good friend of mine, rest his soul, had a 65 Comet with the 289 I'll pick that for him and the Lincoln LSC. You have to hand it to the small block Ford - family sedans, compacts, station wagons, pickups and SUVs, all the way to the GT 350 and the mighty Cobra! Thank you for another extremely well done episode! ~ Chuck
Awesome choices chuck
I couldn’t find the literature for this engine family like I could for earlier engines it like back in the day they were proud of their engines now yep that’s our engine just in print no pictures..
My mother pirchased a 63 fairlane base model 2dr post 221 3spd. In 64 i got my drivers license and often street drag raced it. Surprised a lot of Chevy small blocks. It was dynamite off the line they could only catch me after a couple blocks. 😅😂
Best engines Ford ever made! I had a K block 289 in a Mustang & a 302 in a 4-Winns bow rider boat.
Oh my, I've been hit in the heart and I love it 🥰 The SBF is my all-time favorite engine though it's not without it's quirks and foibles. And Ford never seemed to be able to design good cylinder heads for it which is it's one major drawback, but for a stock(ish) engine if you do it right, it can offer good everything and long life too. My last build was a near-stock 2V 302 which went 285K miles when I sold it and still wasn't burning one drop of oil from wear. The only non-bolt-on failure was one head gasket, a FelPro blue, which has never failed me before. I did have to replace the carb float once too, but the rest of the running parts never needed anything done to them. And even at the end, to start it in any weather needed just a quick bump on the key, no having to hold it and wait.
Never drove or even saw a 221, but the 260 was OK with a 4bbl, the 289 was best of these in any version, the 302 tends to wear the bores oval requiring excessive reboring and thus gives less total life, and the 351W is also pretty darn good stock or with the right build. The 255 was a 'malaise era' engine which essentially sucked. These were Ford's first effort at thin-wall block casting, which the SBC had a long head-start with and they got it pretty much right from the start, knowing that failure wasn't an option if they wanted to keep their doors open. Had they only did the heads equally well it would have been even greater. The vaunted 5.0 engine got it's start here.
With the SBC and Chrysler "A" series engines it competed with where you could throw almost any pile of parts together and get good results, the SBF required far more care in parts selection, with many things not working together well if at all. Such as the 'steam holes' in the block and heads which were there or not willy-nilly through the years, even changing back and forth in the same model year. And the change from a 5-bolt bellhousing pattern to a 6-bolter. Water pumps varied a lot and some rotate 'backwards' and there are several thermostat housing designs. Timing covers changed some too as did oil dipstick placement and length. There were different oil pans for trucks vs cars And these are just the basics, it goes far deeper than this. Before the internet it was hard to make an exceptional SBF which could match or best the other two, and many builds fell flat on their face because of this even using only stock parts. And stock, well save for the 289 HiPo they just weren't quite competitive with the others. Hoping the funds are there for what will be my last build, a 351W for a van which should serve me well till I'm fertilizing daises from the bottom-up.
WYR I like the Torino's; everyone has a Mustang. And the Mk6 embodies what the Lincoln was at heart, which got lost in later years.
Two oil drain plugs !
@@davidpowell3347 Tons of differences to be found with the SBF.
^^ Everything this guy says is true, and sums up Ford in a tidy fashion.
I totally agree with everything that you said great choices. The mark six was one of my favorite Lincolns of all time, but every single one that I ever looked at was a total lemon, except the last one. The last one was really nice. It just ran out of gas on the test drive, but I would really love to find a good one to review there’s a lot of interesting quirks about that car
The change from a 5 to a 6 bolt bellhousing occurred in mid February 1965 according to most accounts, so only the earliest of 289s had the 5 bolt configuration, as did all 260s and the 1962 221 engines.
Excepting Boss heads, nearly all Ford smallblock heads suffered from small restricted exhaust ports, and the largest factory intake valves were only 1.84, while 1.94 intakes were fairly common with small block Chevrolets, and some of them even had 2.02 intakes..
While stock smallblock Ford heads can be made to flow better (many had large "bumps" in the exhaust ports for the smog pump air outlets) it takes many hours with a die grinder and the services of a machine shop to cut the valve seats for larger valves, as well as serious porting work on the bowls above the valves.
For not much more than having a valve job and the the machine work done by a reputable machinist, aftermarket aluminum heads are available which have intake valves as large as 2.02 and much improved flow even over modified stock cylinder heads.
I used a roller cam 302 engine scavenged from a 1995 F-150 for my latest engine build, but scrapped the stock heads, it will be replacing that hideous 255 in a 1981 Fox body Thunderbird.
Just because, I pulled the intake off the 255 to find intake ports roughly equivalent to a damn Briggs and Stratton lawn tractor engine.
The entire engine (sans oil pan, timing and valve covers) went in the core pile.
That car also had 2.27 rear axle gears, they joined the 255 in the scrap pile.
I never drove the car, I pulled it out of a field in South Dakota, but Im sure 0-60 would be best timed using a calendar.
I have had 4 of the 302 and 2 with the 351W. Two of the 302s were in 79 Thunderbirds. The 351s were in an 87 and 89 Mercury Grand Marquis. In Canada the 351 was an RPO that cost $185 in 89. I was one of the few who ordered a Grand Marquis with both the 351 and Trailer Tow III Package. This was an amazing engine. In my Grand Marquis it matched an 89 Honda Civic 1.8 litre on the highway.
The 351W in the Panther cars post 85 were rated for 390 lb/ft of torque at 2200 rpm. The horsepower rating was 215 at 4700 rpm.
Awesome information I didn’t know that you could get the 351 in a grand marquis. I know you could get it in a Lincoln mark six I drove one inside a Lincoln Mark six that car was awesome with that engine in it…
I HAVE A 63 1/2 RANCHERO WITH THE 260 V8, 108K MILES OR MAYBE 208? , RUNS SO WELL
61 YEARS LATER, IT HAS AN EDELBROCK 289 PERFORMER INTAKE, 600 CFM, 1406 CARB, ALSO EDELBROCK,
DUALS, ELECTRONIC IGN, FLOWMASTERS, PLENTY OF POWER FOR THAT LITTLE TRUCK.
I had a 69 Torino, would like to have another one.
I bought a 1963 Falcon when I was 15. It had a 170 and a 3 speed on the column.
I drove it this way for awhile, but then I took it completely apart.
I got a 289 out of a 1965 Galaxy in the junkyard.
A shade tree mechanic help me and we rebuilt the bottom end, installed an Isky cam with anti-pump lifters, big valves and springs, and a Ford four barrel manifold on which I put a Holley 600.
For spark I got an Accel coil and a Mallory dual point distributor with the yellow plug wires.
At that time it was hard to find headers that would fit. This ole timer made a multi tube collector that fed to one down pipe that went about half way back under the floor .
I had a friend who had wrecked his 64 Mustang that had a Borg-Warner T10 four speed. He was parting it out and sold me the tranny.
I got an entire rear end housing, stump, and drive shaft from a 66 station wagon at a junk yard.
My ole timer friend made the motor mounts and welded them in. We had to take the drive shaft to a machine shop to be cut down and balanced.
I replaced the front suspension with all the Ford Shelby components which I ordered from a Ford dealership .
My brother in law had wrecked a Mercury Monterey from which I took the bucket seats and the console . They were the same color as the inside of my Falcon .
All of this took approximately 3 yrs. to complete. I was 18. It never had mufflers on it and I raced almost every night on the river bridge.
I was never beaten in the four years I run it. I even beat a Dodge Demon 340 one night with my having a blown head gasket.
Anyway, years later I turned it in to a road racer with side pipes and sold it.
I’m now 70 and have regretted selling it all these years.
Thanks for your very informative video. Please forgive me for rambling on? Cheers!
Thank you so much for sharing those stories what great memories I love it when people ramble on here it gives insight into the world where these cars existed so don’t be sorry about it =)
I knew nothing about the 221 or the 255 small blocks, so thanks again Jay!
The 221 was a misstep, the 255 was a joke.
You didn’t miss anything by not knowing about them …
I drove a thunderbird with the 255 it wasn’t terrible..
My dad had a "63 Fairlane with the 221. It was a dog. It couldn't breathe. Ironically I had an "81 Mustang with the 255 boat anchor. I know a guy that worked at the Ford parts counter. He said that the 255 was developed solely for CAFE numbers. The EPA required a certain level of mpg to certify. I replaced it with a 302 bored .040 over. Woke that pony up. My favorite was my '65 Comet Caliente that spun a rod bearing in the 289 so I swapped in a 351W. Fun times.
@@oneeyedjack4727 Holden made a 253 cu in V8 from 69 - 84.
I googled the specs yesterday and it developed 185 hp max from factory @ 4400 rpm and 262 lb/ft torque @ 2400 rpm. That was before emission laws took hold in Australia.
The 253 was good at spinning, where the 308 we had was more poweful but didn’t spin so freely unless modified.
It won lots of races locally and some international races.
The 308’s last factory win was in 1993
@@oneeyedjack4727 The problem with the fact that Ford made the 221 for nostalgic Reasons, It made the bore so small this limited the valve size. the 221 had only a 3.5 bore, the valves had to be close together. If the Bore had been 3.8 like the 260 it could have used 1.92 intake and 1.50 Exhaust the same as the 312 Y block.
Well not only would I pick the '63 fairlane, I actually DID pick the '63 fairlane. Jay, your doing "This is your life" of cars! Last time it was the Mercury, now this. In 1968 I bought a used '63 fairlane sport coupe, like the one pictured, but mine was black with a red accent stripe down the side, and a red interior. It had the 221 with 3 on the tree and- get this- factory overdrive! Unusual even then. It was my first car- $600, plus it needed a clutch real badly.
The 221 was ok, never let me down, but it did what they all did, blow oil out of the breather. It was more of a mess issue rather than an oil consumption issue. It is a physically small engine, it seemed to me to be shrugging its shoulders as it sat down in there between the spring towers. I traded it in '71 for a brand new vw beetle.
IIRC, PCV systems came in '64 by Federal mandate. Prior to them there was a 'road draft tube' which did allow breather blow-by. Like the rest, there were several different arrangements for the breather on PCV systems.
Great choices happy you dig this one =)
Thank you so much for doing this engine series! You filled in the gaps of my knowledge and I finally learned about the Cleveland vs Windsor. My father had a 351 Windsor in a Galaxie 500 and it was FAST! He loved that engine. 63 Ford Fairlane and 1982 Lincoln Mark VI. The 66 Mustang is a great car but I like the 65 better.
Awesome choices I tried to buy a number of Mark sixes over the years but I’ve never every single one that I’ve ever tried to buy turned out to be a lemon the last one that I drove had a 351 Windsor in it and it was a blast to drive, but ran out of gas on the test drive, and had to push it. That car is not an easy car to push, I can speak lol
The 289 was produced into the 1968 model year.
Yes. I have a 68 Fastback that had a 289 with 3 speed manual. Now it has a 69 Boss 302 with a 671 blower .Offy tunnelram intake from Gary Dyer.
Thank you for that correction
Hi Justin, I am 64 years old an I was an ASE Master Certified automobile technician at three Ford dealerships and two Lincoln-Mercury dealerships and I must say you have produced a very accurate video! Please reply. Dave...
Happy you dig this video Dave =)
Great episode, In High school shop class I built a 289 HP for my 1963 Falcon futura that was originally a 260, Thats one car I wish I had today, After High school from 1971 until 2003 I worked at Ford and L&M dealers. I feel the only weekness in the small block Ford was the plastic-covered aluminum Cam Gear-- otherwise a Good and reliable Engine.
I totally agree they were built solid engine I’ve owned a lot of Ford products 302s were bulletproof in the 80s. They didn’t make that much power on paper but I had an idiot Lincoln town car that took on my friends Camaro. He only had a 305 in his Camaro my Lincoln walked all over his Camaro in the walk in his face when he lost the race was just priceless.
My Lincoln had the AOD transmission in it and secret so that was if you put put it up to about 20 miles an hour and slammed on the gas thing took off like a rocket. I miss that car. I might try to look for one this year and doing an nostalgia episode with it just because statistics on paper reality, or sometimes two totally different things.
Don't forget the BOSS 302, Cleveland heads on a Windsor block. In Australia Cleveland's were built up until 1982 being fitted to the last Cleveland powered XE Falcon, the Cleveland first appear in the 1971 in the XY Falcon in both 302 and 351ci. The Aussie 302 Cleveland was not a BOSS engine , it was a Cleveland with an shorter stroke.
Love it! 👏 I take it you have one? What's your duration? I have Australian 2V heads with smart port work done by a master. But my cam is fairly mild.
First XW was 351 Windsor, and the latter XW had the 351 Cleveland
Some deep Ford trivia, the 351s with a bore of 4 inch and stroke of 3.5 inch is really a 352 but to avoid confusion with another legacy Ford (FE) engine, was marketed as a 351. Speaking of marketing and slightly misnaming engines, Ford started to name the 302 W as a 5.0. It is really 4.9 but was too confusing with the big straight 6 300 that is also 4.9 liters. The 302 W had fuel injection prior to 86 but the 85 Mustang with a manual transmission was the last year of the carburetor. On your first selection of preferred cars, the 66 Fastback Mustang, I have one in my garage. Suggest a future video on the Boss family.
Thank you so much for sharing all that trivia you bet. They’ll definitely be an engine episode on that one day.
Let's slip our rose-colored glasses off for a moment. 😊
Umbrella seals used to become "petrified" and bits would "swim" to the oil sump; where the oil pump's pick-up screen had a bypass valve that could open during cold starts. Chunks of seal would jam the oil-pump and cause the distributor/pump drive-gear to promptly shear its roll-pin. That could make for the rough start of a cold day. 😊
Ford had a TSB about 10w40 oil additive package being a cause of the oil seal degradation issue. They recommended switching to 10w30
The Cleveland in 302 and 351 cubic inch capacities was built until 1982 in Australia.
Cleveland's were built up until 1982 being fitted to the XE Falcon, the Cleveland first appear in the 1971 XY Falcon in both 302 and 351ci.
I've been told those were even stronger blocks and cranks than the US versions once you started casting them down there. We never got the 302 version. Legendary performance!
@@P_RO_ they were a good engine, we got the 302C as it was a far better option to manufacture a new crank and rods plus use the 2V head with a closed combustion chamber than to import the 302W as well doubling up on the spare parts inventory for such a small market. I’ve got a 302C/C4 in a ‘54 Mainline (Ute).
@@craigjones2878In the 80's and later, the top US Ford fans were quietly importing Australian parts to build better engines. In the 90's it wasn't as much of a 'secret' anymore, and of course with the internet very little engine lore remains hidden. You got the good stuff, while people here went to big-blocks for performance gains instead so we got few to none of the upgrades. What your best tuners do with these engines is still unmatched here.
@@P_RO_ Many 302 Cs were re-machined and sent to the USA as a performance product in the 1980s as the Australian castings were stronger than the US models. many good Falcons were denuded of their blocks.
My first Ford in 1962 was a chestnut 221 cu in Windsor Fairlane 500 2 door coupe.
Traded in for a new 289 cu in1963 1/2 Galaxy 500.
Traded in for a new 289 cu in 1965 1/2 Mustang 2 + 2.
Traded in for a new 351 cu in 1969 Mustang Mach I.
Got married.
Bought used Gremlin's afterward.
Dealer service manager bought the Fairlane 500 for college bound daughter.
Career serviceman bought the Galaxy 500 retired after 240,000 miles.
Car collector bought the 2 + 2, put a HP 271 in it, move from Pa to California.
Ex-wife divorce attorney got the Mach1, one month later a new young owner flipped it into a pasture field shortly after midnight.
Started with a Petty blue Levi Gremlin X, tossing away after body rust made state inspection impossible. Good cheap, used transportation.
Did put a 225 cu in V6 Buick in my '30 Ford coupe. But came back to Ford with Escort and Focus.
End
In 1980 I bought my brother a 1962 Fairlane 2dr for $45. He pulled out the 221 V8 3 speed and dropped in a 302 with automatic out of a 68 Torino he had rolled. Fast little Fairlane! We dumped the 221 in the gully to make a dam.
Thank you so much for sharing those memories
The engines modified into 151 CID and 176 CID "4 cylinder" air-compressor engines deserve a nod.
Four cylinders for engine, four cylinders for air pump.
The Mustang Fastback and the Lincoln Mark VII LSC!!! I owned both of them!!!
Sweet choices =)
When I was a kid, about 12, we had a 62 Fairlane with a 221, great car. Car choice; 63 Fairlane, sentimental favorite, I guess, If I had to choose from the 2nd list, I would pick the '87 Lincoln.
Sweet choices. Thank you so much for sharing your car with us the 221 V8 I’ve never seen that in person.
@@What.its.like. Most 1960s V-8's look pretty much alike or at least very similar, except for size. The only dramatic difference in V8s I've ever really noticed was in the appearance of a flathead and overhead valve. Just my opinion. An aficionado would probably be outraged by this statement 🙂.
That statement is very spot on.. lol
This was another great engine episode. I would pick the 1969 Ford Torino and 1987 Lincoln LSC.
Awesome choices. Glad you did this episode. =)
My choices: 1970 Meteor Rideau 500, 1973 Galaxie 500, 1975 LTD Brougham, 1977 LTD II... In about that order. I tangled with the 302, 351W, and 351M
When I was in Schol one of my Teachers Had a 1964 Sunbeam Tiger with a Ford 260, it had the California Hi Po kit With 4 barrel Tiger intake Carb and Headers, i always liked that Car but every time i found one For sale it was all rotted out. our Teacher was a cool guy that if we got him talking about cars, he would go on forever about themE.
Owned 3 69 mustangs 2 Mach 0nes and a Boss 429. Still own the 69 351w 4bbl 4spd a/c san jose built car
Your car sounds awesome any cool stories ?
1962/63 mercury meteor and a a 66 mustang fastback with the hipo 289 thank you
Sweet choices great write in
My uncle’s 67 Mustang had the 289, and was a hoot to drive. He bought it slightly used in 67 and kept it 30 years until he died. Curiously, the car was equipped with an automatic and featherlight power steering, but it had manual brakes that you had to literally stand on with a huge muscular effort to stop the car!
Great story it reminded me of my 67 mustang. It was really hard to stop the hardest car that I’ve ever owned to stop. Mine had the same set up as yours mechanical brakes, drum brakes, single master cylinder, but I find very interesting is my 52 Chevy Truck is 15 years older and it’s easier to stop
And my 56 VW was very easy to stop with its mechanical drum brakes. @@What.its.like.
66 MUSTANG FASTBACK BY A LONG SHOT, ONE OF THE BEST LOOKING CARS EVER,
AND ALWAYS WILL BE.
Boreing
I totally agree =)
In the 80s the crankshaft firing order of the 302 "5.0" was changed to match the 351W so they could share camshafts. The rods and pistons were also changed because when they stroked the 289 to create the 302 they shortened the rods. This limited RPM potential. Carol Shelby said he always got more horsepower from the 289 than the 302 for this reason.
Great information thank you so much for sharing that =)
No 289 Cleveland ! Just Windsor 😊
He got heaps wrong
Jay was just speaking about which plant did the castings which were identical. Some Ford engines were cast at both plants and some only one. The 302 was cast at both places to meet production demand but the original design and first production came from the Windsor plant, hence the name.
Got a lot of information from this site
Second section
www.cartechbooks.com/blogs/techtips/ford-small-block-general-data-and-specifications
I like the 1967 Buick LeSabre. LOL. 1972 Ford Torino was cool.
The 302 was available in the explorer through 2001
I had a 1962 Fairlane, Black on red, 2 door, 221cid , auto trans.
The 302 W was used in short run of ford capris
1967 Ford Mustang 289 Hi-Po, 1968 Ford Mustang 🐎 428 SCJ
I had a Sunbeam Tiger it had the 260 ran great
Sweet =)
The 255 c.i. V8 was also available in the full-size LTD. I couldn't believe they would put that small of an engine in a full size car. It was plagued by Ford's variable venturi carb and also had the first of the first gen AOD automatics. Very finnicky. I was regularly having to make adjustments.
There was also the regular production Boss 302 V8, not a race engine. It was a Mustang hi-po option. It differed from the other 302's because it had 351C cylinder heads. It still used the smaller intake manifold though.
Both the 351W and 351C engines initially had the small rear bolt pattern which the 221-302 V8's had. When the 351C was given the big block rear bolt pattern it was known as the 351M. At the same time, the 400 was also given the "M" designation. By 1976, the 351W was also given the big block rear bolt pattern. I am not aware of a different designation for the 351W, it remained the 351W. It was available in Ford's full line of cars, mid-size to light trucks and vans. We had a fleet of Ford vans, 1976 and newer with that engine. One van had a 400M, but I never saw a Ford truck, outside of a Ranchero, with a 351M engine.
Yep. The first Cobras came with the 260-2V V8. Carroll Shelby was also behind creating the Sunbeam Tiger. After Chrysler took over the British Rootes group, they were going to put the Mopar 273 V8 in the tiger, but that never happened and the Tiger was discontinued.
Speaking of Mustangs, the 64 1/2 model had the 260 V8 option and as with all other applications using that engine, only had either a manual transmission or the last of the 2-speed Ford-O-Matics.
That’s crazy they put that 255 in a large car. The 302 was pretty good in a big car. I had two Lincoln town cars with a 302 and they got on really nicely if you knew how to drive it thank you so much much for sharing all of the information greatly appreciate it.
I never saw a 351W with the M/400 pattern. Every 351W I encountered had the usual SBF pattern with a block-plate locating the starter further outboard. I'd be curious to see an image of the super-freak.
As to 351M trucks... I thought they were rather workaday common.
@@johne189 As I think I stated, we had a fleet of Ford E250 & 350 vans from 1976 and newer, equipped with wheelchair lifts. All but one had a 351W with the Ford big block rear bolt pattern. All used the large case C6 automatic. Because they were so common and readily available, we bought a couple of C6's from Lincoln 460's for spares and I went through them, freshened them up, and had them waiting for one of the van's to come in needing transmission work. We could gang them and have the vans ready to go in a couple of hours.
As to the engines themselves, which we were into regularly, the only problems that we had with the 351W was valve springs breaking.
At around 100k miles, we would replace the timing chains and gears with all-metal gears and premium timing chains. Water and fuel pumps. We would also pull the pans and replace the oil pumps with HV oil pumps. We'd also replace the crankshaft seals. After we had a couple of engines break valve springs, we started replacing all the valve springs and the valve stem seals. The heads were definitely 351W heads.
With that maintenance schedule, also changing the oil every 3k miles, we never had to replace an engine. We had vans with 500K miles on them.
Now, in California, with the next major restyle of fords mid-size line(1977?), Ford decided to put C4 automatics behind the 351W's and M's. The C4's would fail by 20K. We tried rebuilding the C4's using HD parts and they would last a little longer, but they would still fail. 49-State spec cars came with FMX's. Never had a problem with an FMX. We then started replacing the C4's with C6's and driveshafts from mid-size Fords that had 400M's or the rare 460. We couldn't use the Lincoln C6's as the manual shift levers were different. Unless we had another C6 around to swap levers(which I did with my parents' 19741/2 Ford Elite), we couldn't use them.
It was years before they put an overdrive automatic behind a 351 or 400(or even the 300 c.i. six), because all the AOD's had small block rear bolt patterns. When the C6-based FIOD, an electronically-controlled automatic, was introduced, everything could have an overdrive automatic.
I got to stick up for the meager 255 V8 here. One of the few cars I bought brand new was a 1980 Ford Fairmont sedan and it had the 255 V8. Not many Fairmonts came with that engine because of the so-called gas crisis, malaise, and general recession at the time. The dealer couldn't unload it and I bought it new at the end of 1980 and at his cost. He just wanted it gone to make room for the 81's.
My Fairmont must've been made in the middle of the week and when everyone was sober. It was a damn good car. I know about that VV carb and got it replaced with a regular Motorcraft 2bbl by a mechanic who also hated the VV's and knew how to get rid of the problem. Open the hood and everything looked stock like it came from the factory that way.
It had a V8 and that's about it. It was no hotrod but, I never had to worry about merging on to the highway and it would take a long upgrade with no problem. The gas mileage averaged around 15-20 mpg as I remember. Turning on the A/C killed fuel economy and never got past 18mpg in the summer.
@@automatedelectronics6062 - It’s surprising that Ford put that little C4 in a heavy duty van. I think I would have changed brands …
I'd prefer the 69 Torino & the 87 Lincoln LSC. I've had all but 2 mustangs between the years of 1964 - 1985 & the 66 wasn't one of them which explains my choices 🤔.
Sweet choices. Did you say you had a 66 mustang? Did you have a bad one?
I had forgotten all about the 255 l guess that's an easy one to forget 🙃
Haha yeah
A mis print on my part my friends Mustang was a 65 fastback! (Arthritus and to big of thumbs)
I was planning on the Fast back 289 4 speed ... the 73 "gas crisis" forced me to go OPEL. The owners son of CPL (medical lab work) had a real 65 Shelby 350 (one of 500 and change) which at my sisters wedding I got to ride shotgun. They didn't have a back seat - the spare tire was there.
Many Mustangs had the strait 6 - 3 on the tree - "real dogs" as we would say. About as much fun as a VW off the line.
Lots of folks wanted the styling of the Mustang but weren't exactly interested in performance. They were still great cars in their own right.
No Mustang ever had a 3-on-the-tree. Every Mustang had the shifter on the floor
@@markw208 Very true. Would have had to swap in a different steering column to have 3 on the tree.
@@markw208 I've never seen otherwise. Floor shift 3-speeds were an extra cost option for most other cars.
Gt story and choices
Was your opel the opel GT those looked like smaller corvette c3
I knew a guy that had one only car he’s ever rolled
The 351m was in trucks through 1982
69 was a good year for Ford
69 Falcon 289 😊fun car
69 Torino kinda rare but I had a 69 LTD 460 battle Ship 😂
She floated around corners 😅
My Uncle had a 260 was a good little engine 👍
302 saved ford that 351 mess was a pain to repair !!!!!
You had to put the part on the parts house counter and match it. 🤬😤. P.O.S. Ford 😱
Great Episode
Happy Motoring ✌️🤠
Not "POS", you just had to know your stuff well to work with Fords, unlike all the others. Falcon (the US car, not the Aussie one) was gone by 69 as was the 289. The 302 made a little more torque at lower RPM's than the 289 which worked better with the auto trans which is why the change.
I’ve had lots of Fords they’re great cars you just have to like you said, replace the part for the part that came out interchangeability isn’t up to par with Chevy Chevy. You could take whatever engine and bolt it to whatever transmission you want which is great there’s no headaches ford you can’t do that.
Do a video on the 385 series FE engines too👍🏿
Totally will =)
Mustang or Torino, that is a tough choice I like them both. I am not really in to Lincoln they are a bit big for me, but I drove one frome the 80s once. The 289 was used in the 68s. I had a 68 Falcon, my dad had a 69 Montego at the same time, they looked like the very same engine to me., but mine was clearly marked as a 289.
Awesome choices =)
My first car was a 62 Fairlane sport coupe with the 260, 3 speed column shift. It was a great little engine, but later replaced it with a 289 and C4.
Wasn't the rear end gearing too short with the auto?
@@jamesbosworth4191 I didn't really notice anything different from what I remember.
@@jeffwalker9818 It didn't seem to be revving to high on the freeway? Automatics will generate a little RPM than a manual trans.
@@jamesbosworth4191 it may have, but I didn't drive to much on the freeway to notice it much.
First choice 69 Torino/ Mercury Cyclone fastbacks second 1980 Lincoln Town coupe & 1977-79 Continental Mk 5, love the Mk 3, 4, 5, the big 'Birds, and the 77-79 Thunderbird.
Awesome choices great write ins =)
67 Mustang with a 289. Overheated it and as we continued to drive it, we put everything in the radiator from lake water ro beer. Ran it so hot that it clanked itself to a stop and died. It was smoking and was red hot. Told my friend to play "Taps" over it, it'll NEVER run again, it has ro be seized. Next day found the leak, fixed it, added water and unbelievably, it started right up. Ran it with no problems for years! And I was a Chevy guy, go figure.
Awesome story it reminds me of my 67 mustang. My Mustang had a transplanted 351 Windsor in it and I overheated at the very first day. Wasn’t sure what the temperature was supposed to read I thought for sure I warped the head or something but it turned out to be all right. I had that car for five years.
Just curious, did you have power brakes or mechanical brakes? Mine had four wheel mechanical brakes to this day. It is still the hardest car that I ever owned to stop. I have a 52 Chevy 1 ton truck now that does not have power brakes and it’s easier to stop then that Mustang was , even though you have to pump the brakes in the truck, the mustang brakes were super tight and really hard to push. I usually use the transmission to help slow down because stopping it was almost impossible.
The SBF was more tolerant of stupid abuse more than most engines. Don't know if that was by design or accident. I've had a couple get nearly that hot driving toward the nearest water supply. First you smell the hot motor oil, then the valves start rattling and get worse till it's nearly deafening. Power starts dropping and preignition begins. Open hood, push radiator cap off with a stick following it with your eyes so you don't lose it when it blows off, then dump water in between steam geysers till it all stays in there. Replace cap, close hood, and drive on as if nothing happened. In that line us SBF fans always carry a spare thermostat bypass hose and a screwdriver as those tended to pop regularly.
I think we were 16ish, dumb as He// and knew nothing then, lol. I would never do that today!
I remember those days did anything that you could to get by because didn’t have a whole lot of money
Also the version of the "351" in the Ford Lightning pickup truck? I think it was souped up somewhat but didn't have the better heads and combustion chamber design of the "Cleveland" 351.
1. The 66 Mustang and 69 Torino. 2. The Lincoln LSC.
Awesome choices I’m a Lincoln fan and that’s why the last one was there there was going to be three would you rather but I didn’t end up doing last one the last one would’ve been early AC cobra roadster, detomatso Pantera, 1966 Shelby GT 350
@@What.its.like. The Pantera is my top dream car. Hope you can do an episode on them!
Had a 255, allegedly out of an 82 mustang. Was imported from Japan to Australia in about 1987.
Put it in my 1966 falcon. When I bought it I was told it was a 5.0, but after fitting a holly carb and tuning it became obvious by the jet size it was not a 302. Ford Australia refused to sell me a rear main seal (one piece neoprene) because they had not released the late model windsors in Australia yet(not re relesed untill 1992), despite the 250 cross flow sharing the same rear main seal, witch was current falcon engine at the time. Japan was not allowing cars with displacement over 4.2 litres so the 4.2 mustang became popular for a breif time.
Japan did that also? Everything in their power to keep most American cars out of their country without specifically saying so.
@@jamesbosworth4191 Probably, but the Japanese never bought many of our cars anyway preferring their own smaller cars more suited to their roads and the far better fuel economy they gave, which was (and still is) a big issue in most places. I can't blame them for their own patriotism when I'm the same way here.
@@P_RO_ That is the point - our cars didn't sell in huge numbers, yet they still enacted regulations intended to force our cars out of their market without specifically banning them, all the while in most years, they have had unfettered access to OUR market. We are SUPPOSED to be ALLIES, yet they treat us as if we were adversaries. If it was up to me, I would have done the same to them in response. Since they have built up their industry specifically to export to us, they would have RUN back to the table, as not having access to OUR markets would have crashed their economy big time.
@@jamesbosworth4191 So somehow your ideas would have made them buy more of our cars when they didn't want them? And it would have made more Americans buy US cars they also didn't want to buy? Who would benefit from such a concept? Not the average citizen who would then have to pay more for a car than they had to with possibly fewer choices available to them.
You clearly do not understand the implications, ramifications, depth, and scope of trade issues like this. "Tit for tat" doesn't work and no nation is wrong to want to help it's own industries and therefore its own people prosper. If you think there's something dirty here you should look into "the Johnson act" and "the Chicken tax" where we've been screwing our friends and the whole world for decades. Take note that the industries those were supposed to help have waned and fallen because of them instead. I'm done with discussing trade politics here even if it does relate to cars as I want this to be a most pleasant channel for all viewers to enjoy. Good day Sir.
@@P_RO_ You yourself stated that cars nowadays sell based on price. That started in the midr 70s, so, that means that if Japanese cars had cost more money, they wouldn't have sold in the numbers that they did. If fewer people bought Japanese cars, more people would have bought American cars. Simple logic. Nobody would have made the Japanese buy our cars, some of them LIKED our cars, and for their government to prevent them from doing so, while we can buy THEIR cars is indeed dirty. Tit-for-Tat would have indeed worked, as we bought way WAY more from them than they bought from us, AS LONG AS THE RETALIATION WAS TARGETED AT SPECIFIC PRODUCTS, and not a blanket "Let's get Japan" type of thing. The Johnson Act seems heavy-handed, but the Chicken Tax was fair game. THEY put tariffs on OUR CHICKEN first. Why is it OK for foreign countries to try to keep our good out of their markets, but the most horrible thing in the world for us to retaliate?
Jay. The 221 and 260 are Windsor only, as is the 289 ! I knew a guy, 289 1x 4bbl camed and ported 450hp's in a Ford popular ! Tell tale tachometer said 10200rpm ! Between 1st and 2nd !..... Cheers from New Zealand 🇳🇿
I’m familiar with those tell-lie tachs …
I got a lot f the information from on this site
www.cartechbooks.com/blogs/techtips/ford-small-block-general-data-and-specifications
I had a Ford 200 six auto in a 68' Falcon Futura.
I rodded the piss out of that motor and drive train, morning noon and night, and it never came close to failing me, wether, ice, dirt or tar.
Light and surprisingly peppy, It must have had tall gears too, because it was o.k. slamming second gear at sixty.
Great little engine that 200 inline six.
Ford needs to revert back to Henry's idea, basic simplicity, of inexpensive cars and vehicles for the common man and worker.
That’s awesome what did you do to the motor triple side draft carbs big cam sounds awesome
For WYR, it's either the ' 63 Fairlane or the '66 Mustang, and the "82 Lincoln Mark VI
Awesome choices I showed my daughter a Lincoln Mark 6 and she was like I love that car and I told her me too. I tried to buy four of those every single one that I went to look at was a lemon except for the last one and the last one was really nice at 351 Windsor digital dash but we ran out of gas on the test drive.
Compact, Fairlane, I would rather
Smooth running V-8's for sure. Put a 260 in my Pinto.
Awesome =)
Wow, a 260 Hi-Po V8.
That would bring fortune if mint, in a Ford or Mercury at auctions, as they built only about 100 ideations, and even Ford does not know the true number.
Since 1958 Ford generally knows everything that came off the line, although not all, apparently.
It is well known that members of the Ford family had special cars allocated and sent down the line not avaliable to the public, as such.
Like when Henry II ordered a 65' 289 Hi-Po Mustang convertible with leather seats for his newly acquired Italain wife.
Henry II didn't aquire Ferrari (not for lack of trying), but instead, he won Italy, almost.
Don't forget, as Bob Hope used to regurgitate in this "stand up" routine about John F. Kennedy after the 1960 election, "McNamara went to the smaller outfit.".
Henry got rid of McNamara at the exact right time, as he seved his usefulness with the 58 Thunderbird.
McNamara although really briliant, was starting to develope crazy ideas after 1958.
He had the 430 detuned, and set in place a mindset that lasted for about three years.
These poor engineers, these poor bastards, could do nothing until Henry got hold of this walking on eggshells crap, created by Robert McNamara and finally turned around by Henery II with the "Ford Total Performance" regime three years later.
1969 TORINO 351 HIPO...........1982 LINCOLN TOWN CAR 351 WINDSOR
Sweet choices great write in
Also made a 255 ci engine for the Lincoln version very low production
.
1966 Fastback.
1987 LSC
Sweet choices
69' Torino - 87' Lincoln mark VII
Sweet choices
EVERY one had a bit of an oil pubble in the "pocket" near the distributor base.
Lol, so true! It was actually a secret invisible olfactory heat gauge which let you smell when the engine was overheating. Some of us connoisseurs could also tell which kind of oil you were using from that smell 😆Part of the puddle came from leaky distributor o-rings which shrank over time. You can tell a real Ford guru when there's no puddle there because there are easy fixes for it if you know how.
1:39... Is that a bit of artistic license at the exhaust manifold mating surface?
Wasn't the gasket surface machined to be 90° to the pan rail, or usually vertical?
Ditto the oil-pump shaft, should be vertical?
I’m pretty sure that the exhaust port is angled as shown but I do know that the oil pump driveshaft is slightly angled to the side and it is also leaned back.
Any comments on the firing-order change?
No …
👍👍👍👍
=)
WYR 1: All of them.
WYR 2: All of them.
First scenario: Fairlane
Second scenario: Mark V LSC
I would put a well built 351W in each.
Don’t know the song.
Awesome choices the song was Starboy by the Weeknd
@@What.its.like. Damn.. I like that song too.
Me too pretty good band
I almost did die for you by the same band. That’s a really good song.
'63 Fairlane & 88 Mk VII LSC
I'd take the Mustang, Torino second choice, and the LSC!😎
Sweet choices =)
I'd take the fastback Torino any day.
Sweet choice =)
You also left out the 302 Boss
Did the 351 REALLY need a different (larger) oil-pump driveshaft?
EDIT - To clarify, it was a "why" question. The 351W used 5/16" hex as OE while the rest struggled by with 1/4" hex. It just seemed odd that an engine of basically the same architecture and oiling needs would warrant the pump driveshaft upgrade.
I just installed my 351C oil pump and new pan. I took apart the pump. So using a standard volume Melling pump the shaft is basic and not beefy at all. But if you made modifications such as hi-volume pump you may could use a bigger one. For oiling we use a bigger oil pan and used Glyptal paint on the lifter valley to add in drain back
I just installed my 351C oil pump and new pan. I took apart the pump. So using a standard volume Melling pump the shaft is basic and not beefy at all. But of you made modifications such as hi-volume pump you may could use a bigger one. For oiling we use a bigger oil pan and used Glyptal paint on the lifter valley to add in drain back
The standard oil pump drive shaft is 1/4" with most SBF's and is known to twist and even snap in two, especially using the heavier 50wt racing oils and high-pressure oil pumps which were popular in those days. A HD 5/16 version could and can be had from Ford or aftermarket sources. No fun changing one out by the side of the road which taught me to always remove the retaining clip on the stock shaft so you could do that from the top instead of dropping the oil pan; 4 hours in the cold ending in the dark of night 😒 The clip was there only to ensure that the shaft didn't fall out unnoticed on the assembly line and is not needed.
@@P_RO_ Oops too late! I already popped mine back in. Well ARP and Speedmaster make hardened ones. Now I know.
@@jamesmedina2062 Generally not a problem James, so don't worry. Stockish SBF's don't benefit from 50wt oils as they don't return to the sump fast enough which can lead to oil starvation on the plain bearings. 40wt is the heaviest oil you need and 30wt is fine in less than hardcore builds. Also high pressure pumps can actually cause the main bearings to float and spin; the high volume pumps are the way to go as the increased oil flow cools the bearings better. I've used only Mellings oil pumps in all my engines, good stuff. I also found that Castrol HD oil gave the best lubrication with SBF's but it's no longer being made. I also learned that the TRW timing chain sets with metal gears were best; nothing else goes 200K+ miles without replacement in a SBF but now they're made in Mexico and that may be different. I don't run things hard anymore being old myself, but I went through many stock and near-stock SBF engines learning these 'secrets' running them hard. They're fantastic engines once you know how to deal with them.
LSC Mark 7 was nice in its day -- did the '86 fuel injected Town Car with dual sets of catalytic converters and dual pipes have the same version of the 302 V8 ? But way too much car to keep up with the Mustang GT.
I had an 88 Lincoln town car that I raced my friends Camaro with, and I beat him the look on his face was priceless
Great choices
82 Mark 6
Awesome choice i’ve always had a soft spot in my heart for those cars but every single one that I ever tried to buy was a complete lemon, except for the last one I just couldn’t afford the last one and we ran out of gas on the test drive. The last one was the nicest one that I ever looked at, but I didn’t have the money.
The 1966 Mustang, and none of the second bunch they were all over fat cars. How about the Fairlane and the Mustang in the first bunch.
Sweet choices that Fairlane had a 289 k code, hypo car
Ford didn't have big blocks of small blocks. They had engine families.
Semantics.
The SBC and BBC were also engine families, it's just easier to categorize engines with the whole bore spacing criteria.
Grandma has a checkered (flag) past.
How about a word on a somewhat relevant off-topic... Ford's toying with a SBF-patterned JATCO transmission, a product of the Japanese Automatic Transmission Company.
Ford must've been checking the UAW swamp for gators by swirling a stick in it?
😂
Thank you so much for bringing this up
WYR: Mustang and LSC
Sweet choices
I thought my 260 was made in Windsor. Am I wrong?
Made at the Windsor plant another name for this engine Windsor small block
@@What.its.like.Yep. You said the 221 & 260 were only made in Cleveland! Near the start of your vid.
Yeah tons of conflicting information on ford engines
Bore & stroke is knowable enough - try the ol’ πr2 * stroke stuff.
.
They weren't called small blocks that's a Chev thing.
Ford never called them that but the rest of us did.
@@P_RO_Ditto for Chebrolet's small block.
We can read -not necessary to read information
Posted
I make the slides after the fact there’s some things that aren’t said that are not part of the slides vice versa some people put this on in the background whether they’re working or whatever it’s to appease all audiences..
1963 fairlane
Sweet
Torino, LSC!
Sweet choices
@@What.its.like. I've owned both! Torino in highschool, t-boned by a truck that ran a stop sign! Still have the Shelby Windsor top end that was on it! LSC bought year old, dealer car! Wish I still had them! But won't give up the ones I have now!
Ford Torino and Lincoln LSC.
Sweet choices =)
Most of them are great engines, the 351w is a mutt
I don’t know I had a 351W and it did all right. It was also built up it
Maybe you’re thinking of the 351 modified I’ve heard those are boat anchors
'69 Torino...well, actually, I'd rather have a '70 or '71 Torino...on the Lincolns, none of those, really..give me a '61-'64 Continental instead..well, I guess those weren't technically a Lincoln?...
Great choices the jury still out on that one. As far as continentals go I was taught that the only continental was the 1956 and 57 Continental Mark , two all of the rest of them were built by Lincoln except for one other one it was built by Ford.