 |
289 "A"
1965-1967 |
289 "C"
1963-1968 |
289 "D"
1964-1965 |
289 "K"*
2/63 - 1968 |
| Engine Type |
8 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) |
| Displacement |
289 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 Horsepower |
225 BHP @ 4,800 RPM |
200 BHP @ 4,400 RPM
(1963-67)
195 BHP @ 4,600 RPM
(1968 only) |
210 Bhp @ 4,400 RPM |
271 BHP @ 6,000
RPM
306 BHP @ 6,000 RPM
(Shelby GT 350 only) |
| Firing Order |
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) |
1-5-4-2-6-3-7-8
(Number 1 cylinder on right bank, nearest radiator) |
| Bore & Stroke |
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) |
4.005" X 2.87"
(101.6 mm X 72.8 mm) |
| Compression Ratio |
10.01:1 (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 Pressure |
130-170 psi |
130-170 psi |
130-170
psi |
130-170 psi |
| Oil Pressure (hot) |
35 to 60 lbf/in2 |
35 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 |
| Fuel |
premium gas |
regular gas |
regular gas |
super premium (63/65)
premium (66/67) |
| Intake Manifold |
cast iron |
cast iron |
cast iron |
cast iron
Cobra aluminum
(Shelby GT 350 only) |
| Valve train |
hydraulic lifters |
hydraulic lifters |
hydraulic 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) |
| Exhaust |
1.442"-1.457" |
1.442"-1.457" |
1.442"-1.457" |
1.442" - 1.457" |
| Distributor |
single point
vacuum advance |
single point
vacuum advance |
single point
vacuum advance |
dual-points
mechanical advance |
| Point Gap |
.014"-.016" |
.017 |
|
.019"-.021" |
| Initial Ignition Timing |
6degrees (manual)
8 degrees (manual) |
6 degrees |
|
12 degrees |
| Dwell @ idle rpm |
26-28 1/2 |
|
|
30-33 |
| Spark Plugs |
Autolite BF-42 |
Autolite BF-42 |
Autolite BF-42 |
Autolite BF-42 |
| Spark Plug Gap |
.032"-.036" |
.032"-.036" |
|
.028"-.032" |
Long Block Weight
in lbs. |
465 |
460 |
465 |
475 |
| *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. |
