145-horse 221-ci V-8 was introduced in 1962. It was a very low-displacement small-block that has very little interchangeability with the 260, 289, 302, and 351W V-8s. It is fitted with the 2.870-inch cast crankshaft yet with no identification mark like the 289’s “1M” crank, which didn’t happen until 1963.
Connecting rods were “C2OE” forgings of the same length as the 260 and 289. However, these forgings were dropped for the stronger “C3AE” rod of 1963. The 221’s very modest cylinder heads employ small ports and wedge 43.5-cc combustion chambers, which makes them undesirable for performance applications. These cylinder heads are non-players unless you are performing a restoration and want original castings. Compression ratio with 221 heads with the 260/289/302 was too high, making them unacceptable.
260-2V V-8 in light blue over black in a 1964½ Mustang.
1964 289-2V V-8 in red over black in a Fairlane.
289-4V V-8, regular fuel, gold over black, in a 1964½ Mustang with timing cover oil filler.
Here’s the Mustang-only 1964½ 289-4V low-compression V-8 with valvecover oil filler cap and PCV valve. When these engines had the timing cover oil filler tube, they were not fitted with a PCV valve. Instead, they had the draft tube extended from the rear of the intake manifold or off the passenger-side valvecover. Three or more variations were produced.
The 221-ci small-block was short-lived with production ending in 1963.
Introduced at the same time as the 221 (in 1962), Ford’s 260-ci small-block made 164 hp via larger 3.800-inch bores and the same 2.870-inch stroke. Like the 221, the 260 was fitted with the cast crank with 2.870-inch stroke devoid of any markings that first year. It was also fitted with the C2OE connecting rod until mid-1963 when it received the stronger C3AE forging. The 260’s cylinder heads had larger 53-cc chambers with the same 1.590/1.390-inch valve sizing of the 221. Valvestem size also stood at 0.310 inch, just like the 221’s.
The 260 was available only with Autolite 2100 2-barrel carburetion with automatic choke. Both the 221 and 260 were mild-mannered mills at 8.7:1 compression with cast pistons for use with regular leaded fuels of the era. Carroll Shelby launched two-seat Cobra production with the 260-ci small-block topped with a Cobra high-rise manifold and Holley carburetion.
The 260 was also short-lived with production ending in 1964.
Ford increased bore size to 4.000 inches to conceive the 289 in 1963 while staying with the small-block’s original 2.870-inch stroke and cast crank. The 289 can easily be viewed as one of Ford’s most successful engines thanks to an incredible performance history at LeMans, Indianapolis, Sebring, Daytona, and dozens of other racing venues around the world.
This is a 1965 289-4V V-8 in gold over black, premium fuel, with California emissions closed-crankcase ventilation in a Mustang. All small-blocks originally delivered to a California sales district had closed-crankcase ventilation.
The 1965 289 High Performance V-8 yielded 271 hp at 6,000 rpm. It was unavailable with automatic transmission until 1966 in the United States. Most were fitted with the cast-iron Ford Top Loader 4-speed transmission.
You cannot take the 260’s 3.800-inch bores to 4.000 inches to make it a 289 because cylinder wall thickness becomes compromised. You have to begin with a 289 or 302 block. The 289 block is a thicker casting designed for larger 4.000-inch bores. The same can be said for the 302 block, with its extended cylinder skirts (extended by .015 inch), which came later in 1968. In fact, the 302 block first showed up in the 1967 model year stuffed full of 289 internals: the 1M crank with 2.870-inch stroke with C3AE rods and cast pistons.
There are many misconceptions about the 289. It is time to set the record straight. All 289 cylinder heads, including High Performance, have the same port, valve, and chamber dimensions. Intake valves are 1.780 inches. Exhaust valves are 1.450 inches.
What makes the 289 High Performance head “high performance”? The valvespring pockets for stability along with screw-in rocker arm studs engineered to withstand high RPM. Otherwise, 289 High Performance heads aren’t any different than standard 289 castings. If you desire the features of 289 High Performance heads without the price, you can upgrade the 2V/4V head to screw-in rocker arm studs with pushrod guide plates and valvespring cups. You get the same result for less money.
In the 289’s first year, 1963, two basic engines were available: a 2-barrel version with Autolite 2100 carburetion as in the 221 and 260, and the 289 High Performance with Autolite 4100 4-barrel automatic choke carburetion and mechanical tappets, 9.0:1 compression, cast-iron exhaust headers with automatic choke heat stove, and 289 High Performance–specific heads.
In 1964, Ford added a third 289 to the mix. It had 4-barrel carburetion and the same compression ratio as the 2-barrel available in Mustangs only (D engine code).
California emission standards manifested themselves two ways in 1964: closed crankcase ventilation coupled with the use of a positive crankcase ventilation (PCV) valve, the latter also used on most 49-state cars. There’s no rhyme or reason as to how these engines were equipped and distributed, besides the California emissions closed crankcase ventilation system. Some 289 engines were fitted with PCV valves while others were fitted with a draft tube. Some 1964 289 engines were fitted with timing cover oil filler tubes, while most were located in the driver-side valvecover.
This is Ford’s 289 High Performance V-8 with closed crankcase ventilation California emissions package and a PCV valve (not visible). Some Hi-Po engines were clad with the “Cobra Powered” valvecover sticker. It has yet to be proved whether this was added at the factory or a dealer parts counter.
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. This is a 1966 289 produced prior to May 1966 with traditional small-block Ford valvecovers.
Combustion chamber sizes in 1963–1964 ranged from 52.6 to 55.6 cc for all 289 engines. Chamber size depended upon the casting. All 1963–1964 289 engines had five-bolt bellhousing blocks just like the 221 and 260.
