289/302 The 289 was produced from 1963 through 1968, and the 302 from 1968 to the current model year. They’re very similar, except for stroke. Of special interest is the 289-4V Hi-Performance engine (1963-67) with mechanical camshaft, threaded rocker arm stud (adjustable) and a recessed spring set. Most other 289/302 (1968-76) engines use a press-in stud. 1978 and later 302 engines use a modified pedestal. Many 289/302 parts fit earlier 221/260 engines (which had smaller bores). They also has less metal around the bores, so you can’t overbore to come up with a 289. 1985 models Mustang GT introduced a new high output 302 with roller tappet camshaft. Electronic fuel injection was added in 1986. Back to Top 302 BOSS This is certainly one of Ford’s all-time super engines. The 302 BOSS (1969-70) proved to be very competitive in 5 liter TramsAm racing. It featured big breathing heads with "canted" valves, mechanical cam, stamped rocker arms with a threaded adjustable stud, push rod guide plates, forged crankshaft, 4-bolt main caps (#2, #3, and #4 journals), beefy con rod with spot-face for 3/8" bolt and forged pistons. Back to Top 351W (WINDSOR) The Windsor engine plant builds this engine; hence the name. Normally, this isn’t important. But another engine, the 351C (for Cleveland engine plant), has the same displacement. That’s about all they have in common. So, it’s always important to differentiate between the two. The 351W is a beefier block than the 289/302, but has the same bore spacing (4.38") and bore diameter (4.00"), so heads retrofit. A higher deck height requires a unique intake manifold. Main journals (3.00"0 are larger than the 289/302 (2.25"). Camshafts interchange, but the 351W has a different firing order: (1-3-7-2-6-5-4-8) vs. (1-5-4-2-6-3-7-8) for the 289/302, except the 1982 and later 302 HO which use the 351W firing order. The 351W has been used from 1969 to the current year. Back to Top 351C (CLEVELAND) The 351C entered the scene in 1970 and was produced until 1974. It has canted valves with multi-groove keepers, hydraulic cam and pedestal-mounted rocker arms with "sled" fulcrum seats that are retained with cap bolts. Heads for 2V induction have "open" chambers with rounded ports, while 4V heads have "quench" combustion chambers with larger rounded intake and exhaust ports. A 351C Cobra Jet appeared in 1971 with 4-bolt main caps, which was carried over in 1972 was the 351C-4V with open chamber heads. Back to Top 351C BOSS The 351C BOSS also appeared in 1971. It had 4-bolt main caps and the 4V type quench chamber head with pedestal machined to accept a 302 BOSS type valve train and mechanical cam. The con rod featured a 180,000 psi 3/8" bolt. In 1972, open chamber heads were used with a flat-top piston – and the name changed to 351C HO. Back to Top 351M (MOUNTED) AND 400 The 351M and 400 are similar in design to the 351C, but there are subtle differences. Both the 351M and 400 blocks are 1.100" taller and have larger main journal diameters. Engine mounts are unique. Bell housing pattern is the 429/460 design. Back to Top WINDSOR VS. CLEVELAND WATER PASSAGES 289/302/351W engines is a front cover and water exits the intake manifold face of the cylinder head through the intake manifold to the radiator. 351C/351M/400 engines do not use a front cover. The block is extended and covered with a flat stamping. Water exits the combustion face of the head and into the block, and then to the radiator. Windsor and Cleveland head physically interchange, but some modification is required to accommodate the differences in water passages.
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