Home Ford Engines Ford 289 Engine

Ford 289 Engine

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In 1964 the Ford engineers increased the displacement of the 260 block to 289 cid creating the infamous Ford 289. There were several variations of this motor. Out of this block came the 289 high performance engine made famous on the streets and in Shelby’s Cobras and 1965-67 Shelby Mustangs. This is the engine that the Shelby cars used to win most of the races with. Put in the Cobra it became unbeatable combination. The 1965 Shelby Mustang GT 350 came with this engine as did the 1966 and 1967 GT 350 cars.

This engine is one of the longest production engines of all manufacturers. In 1968 the engineers gave it a larger displacement punching it out to 302 cubes. Basically this block has been in production by Ford from 1964 to 1995 when Ford went with the modular block.



 289 "A"

1965-1967
289 "C"

1963-1968
289 "D"

1964-1965
289 "K"*

2/63 - 1968
Engine Type8 cylinder

90 degree,

Overhead Valves (OHV)
8 cylinder

90 degree,

Overhead Valves (OHV)
8 cylinder

90 degree,

Overhead Valves (OHV)

8 cylinder

90 degree,

Overhead Valves (OHV)

Displacement289 cu.inches (CID)289 cu.inches (CID)289 cu.inches (CID)289 cu.inches (CID)
Maximum torque

305 lbs./ft. @ 3,200 RPM


282 lbs./ft. @ 2,400 RPM

(1963-67)

288 lbs./ft. @ 4,600 RPM

(1968 only)


300 lbs./ft. @ 2,800 RPM
312 lbs./ft. @
3,400 RPM

329 lbs./ft. @ 4,200 RPM

(Shelby GT 350 only)
Maximum Horsepower225 BHP @ 4,800 RPM200 BHP @ 4,400 RPM

(1963-67)

195 BHP @ 4,600 RPM

(1968 only)
210 Bhp @ 4,400 RPM271 BHP @ 6,000
RPM


306 BHP @ 6,000 RPM

(Shelby GT 350 only)
Firing Order1-5-4-2-6-3-7-8
(Number 1 cylinder on right bank, nearest radiator)
1-5-4-2-6-3-7-8
(Number 1 cylinder on right bank, nearest radiator)
1-5-4-2-6-3-7-8
(Number 1 cylinder on right bank, nearest radiator)
1-5-4-2-6-3-7-8

(Number 1 cylinder on right bank, nearest radiator)
Bore & Stroke4.005" X 2.87"

(101.6 mm X 72.8 mm)
4.005" X 2.87"

(101.6 mm X 72.8 mm)
4.005" x 2.87"

(101.6 mm X 72.8 mm)
4.005" X 2.87"

(101.6 mm X 72.8 mm)
Compression Ratio10.01:1 (1965)

9.81:1 (1966-67)
9.31:1 (1963-64)

9.81:1 (1965-67)

8.71:1 (1968)
9.3:1
(1964-67)
11.6:1 (pre 4/64)

10.5:1 (1965)

10.0:1 (1966-67)
Compression Pressure130-170 psi130-170 psi 130-170
psi
130-170 psi
Oil Pressure (hot)35 to 60 lbf/in235 to 60 lbf/in2 35
to 60 lbf/in2
35 to 55 lbf/in2
Carburetor

Autolite 4100 

(4V - 1965-66)


Autolite
4300-A

 (4V - 1967)

squarebore
automatic choke

Autolite 2100 (2V- 1963-66)


automatic choke


Autolite 4100 (4V)


automatic choke
Autolite 4100 (4V)

automatic choke 63 & 64

Manual choke 65 & 66


Holley 4160-C 4V

Manual choke on

Shelby GT 350
Fuelpremium gasregular gasregular gassuper premium (63/65)

premium (66/67)
Intake Manifoldcast ironcast ironcast ironcast iron


Cobra aluminum 

(Shelby GT 350 only)
Valve trainhydraulic liftershydraulic liftershydraulic lifters

solid /adjustable

Intake
1.773"-1.788"

1.662"-1.678"

up to 2/1964


1.773"-1.783"

after 2/1964


1.773"-1.788"1.663" - 1.678"

(before 4/64)


1.773" - 1.788"

(from 4/64 thru 1967)
Exhaust1.442"-1.457"1.442"-1.457"1.442"-1.457"1.442" - 1.457"
Distributorsingle point

vacuum advance
single point

vacuum advance
single point

vacuum advance
dual-points

mechanical advance
Point Gap.014"-.016".017 .019"-.021"
Initial Ignition Timing6degrees (manual)

8 degrees (manual)
6 degrees 12 degrees
Dwell @ idle rpm 26-28 1/2  30-33
Spark PlugsAutolite BF-42Autolite BF-42Autolite BF-42Autolite BF-42
Spark Plug Gap.032"-.036".032"-.036" .028"-.032"
Long Block Weight

in lbs.
465 460465475
 *In 1963 Ford released the 289 High Performance
engine which produced 271 BHP @ 6000 RPM. Stronger connecting rods with 3/8" bolts, thicker main bearing caps, solid lifter cam, screw-in rocker arm studs, machined valve spring seats, forged steel exhaust valves, a dual point mechanical advance distributor, and better flowing exhaust manifolds rounded out the package.
The engines used in the 1965-67 Shelby GT 350 Mustangs was rated at 306 HP featured a high rise aluminum
Cobra intake manifold and Tri-Y headers. 

The 289 HP featured a high nodularity cast iron crankshaft that was Brinell hardness tested to ensure quality. To prevent 4th-order harmonic vibrations from destroying the crankshaft at higher RPM, the engine
used a different vibration damper and an add-on counterweight. A portion of the 28.2
oz. in. imbalance found in the normal small block damper was moved to the additional counterweight. Moving the mass in towards the front main bearing
reduced bending loads on the crankshaft. The special damper also
had a larger more massive inertial ring. The add-on counterweight
was 0.150" thick. As a result a special crank sprocket was used, C3OZ-6306-A, itself being 0.150" thinner than the normal 289 sprocket. The counterweight
waas both keyed to the crankshaft and indexed to the sprocket with a 1/8" roll pin.