Production of the 289 ended in 1968. Ford never produced a high-performance 351W V-8 prior to the Lightning F-150 with the 5. The 351W employs a thicker walls around cylinder bores and main webs. I have also read that no option specific production numbers exists until 1967 aka martini reports start here. In mid 1964, Ford introduced the sporty 2+2 fastback body style to go along with the hardtop coupe and convertible.
These desirable heads have larger ports, valves, and chambers. It was the only V-8 engine available in the Mustang in 1980—1981. These cylinder heads are non-players unless you are performing a restoration and want original castings. Lastly, you will have a very hard time finding A code specs, because they are all the same as the C code except for having flat top pistons, 4brl intake and 4brl carb. Located on top of dash visible through windshield.
The 335-series Cleveland was more costly to produce than the 351W, which sealed its doom as a mainstream engine in North America. Note where the marks on the balancer line up with the pointer. Beginning in 1982, the 302 5. The Ford Mustang Hardtop 289 is a coupé with 2 doors and a front mounted engine which transmits its power to the rear wheels. All 1969 Boss 302 Mustangs were non-ram-air. The best Cleveland factory head comes from Australia with the 4V wedge chamber and 2-barrel intake and exhaust ports, making it the optimum cylinder head for this engine. The 351W-4V was equipped with the Autolite 4300 4-barrel carburetor while the 351W-2V was fitted with the Autolite 2100 2-barrel.
The 351C-2V engine was an unplanned 11th-hour undertaking for Ford, arriving with open chambers and smaller intake and exhaust ports for improved low-end torque at 9. . Look toward the back of the engine block on the right hand side, above the starter. Powering the Ford Mustang Hardtop 289 is an overhead valve, 4. According to some magazines 1965 A code 289 4V engine's Compressinon Raito is 9,3:1, some of them 9,0:1 end rest of them 10,0:1. In 1978, Ford also began fitting the 302 and other engines with a stamped aluminum air cleaner to reduce vehicle weight. Carroll Shelby launched two-seat Cobra production with the 260-ci small-block topped with a Cobra high-rise manifold and Holley carburetion.
Shown is a 1970 302-2V V-8 with the same basic small-block Ford air cleaner introduced in 1968. Others had a valvecover oil filler neck. The 221 was followed by the 260 in 1963. What the 351C-2V engine had going for it was better low-end torque than the 4V with larger ports. Look at the balancer for some numbers stamped on it.
That should give you a baseline to work with. The 289 continued its success up through 1968 until the introduction of the which replaced the 289 in the early part of 1968. Written by George Reid and Posted with Permission of CarTechBooks. The 351C High Output was available for a short time in 1972 before Ford ended production mid-year. You have to begin with a 289 or 302 block. Bore size remained the same at 4.
Some 1964 289 engines were fitted with timing cover oil filler tubes, while most were located in the driver-side valvecover. The second letter identifies the roof color. It was a very low-displacement small-block that has very little interchangeability with the 260, 289, 302, and 351W V-8s. However, the 351C block is a completely different casting designed to take on larger cylinder heads with poly-angle valves, huge wedge and bowl-shaped chambers, and smaller 14-mm spark plugs. Beginning in the 1966 model year, all Ford engines were clad in Ford Corporate Blue, which was a move to identify them as Ford engines.
During the following years, the 221 and 260 proved to be fiercely reliable engines that were both peppy and economical to operate. The upside is smaller intake and exhaust ports for improved low-end torque. Interchangeability with other small-block Fords is considerable, enabling all kinds of swaps. The 221 and 260 were produced at Cleveland only. The 351W-2V engine had a more modest compression ratio of 9.