The goal of this Guide is to acquaint you with the many different gasoline V-8 engine families that have been designed by the Ford Motor Company since 1932.  Ford has produced 13 different V-8 gasoline engine families (and nearly 50 different bore/stroke combinations) since 1932.  There were three flathead engine families; and eight overhead valve families.  In addition, there is also the overhead-cam "Modular" family, and finally the "designed by Yamaha" SHO V-8 as used in the Taurus which are not included in this Guide.  Each engine family except the smallest and largest Flathead was produced in a variety of displacements and with other variations within each family.  Engines within a family will share a bore spacing measurement.  Bore spacing is the distance from the center of one cylinder to the center of the cylinder ahead (or behind.)  In general, bigger bore spacing mean the engine will be suitable for larger displacements--but there are always exceptions.

Ford was a global producer long before it was common for corporations to act that way.  Many engines and variations of engines were produced by Ford subsidiaries outside the USA; some of those engines are mentioned in this Guide, but are not the main focus of this Guide.  It is beyond the purpose of this guide to provide a definitive list of every detail and change within families.  Please note that eBay does not support tables in their Guides; the tables I've provided may lose their formatting on your monitor.

Please see also my guides to Mopar V-8 engine families ; GM Small-block 350 engine families ; GM Big-block 455 engine families ; and Chevrolet Big-Block engines .

Flathead families

The first of the V-8 flathead families (which was later known as the "medium size block") entered production for the 1932 model year as a 221 cubic inch engine with a water pump on each cylinder head, and 21 studs holding the cylinder head in place.  In 1937, the water pumps were moved to the engine block.  Also in 1937, a smaller Flathead family was introduced, the "V-8 60"; named for it's 60 horsepower.  It displaced 136 cubic inches and had 17 cylinder head holddown studs.  In 1938, the 221 engine was joined by a 239 cubic inches version.  The cylinder heads went from the previous 21-stud design to a 24-bolt design.  There was a major revision in 1948 that moved the distributor from the front of the engine (driven directly in-line with the cam shaft) to a vertical position at the front of the engine, angled towards the right side on the Mercury 255 cubic inch engine.  The distributor position change carried over to the 239 the next year--1949.
Also in 1948, the "Big Truck" (F-7 and F-8) received a new Flathead, the 337.  This is the only Ford Flathead with the distributor in the rear.  The 337 went into some Lincolns beginning in 1949 as a replacement for the Lincoln/Zephyr V-12.

Displacement   Bore      Stroke   Family
136                  2.6          3.2        V-8 60
221                  3.063      3.75      Medium block
239                  3.188      3.75      Medium block
255                  3.188      4.0        Medium block
337                  3.5          4.375    Ford Truck/Lincoln

Ford Flatheads of the Medium block family were produced in France for military vehicles years after being discontinued in the USA--perhaps as recently as '66 or '67.  These old-stock French engines are now available in the USA through specialist firms.

Lincoln Y Family

In 1952, the overhead valve Lincoln 317 cubic inch Y-block replaced the obsolete 337 Flathead, adding 4 horsepower despite having 20 cubic inches less displacement.  A 341 cubic inch version was introduced in 1955, and a 368 c.i. version followed in 1956.  The oil pan rail of the block extends below the main bearing cap parting surface, and is the reason for the "Y" name.  The deep-skirt block design resembles the letter Y when viewed from the end.  This engine is similar to the Ford Y-block, although the Lincoln version is larger.  Note that the Lincoln Y has more common side-by-side intake ports while the Ford Y uses the unusual stacked "upper and lower" intake ports.  The distributor is in the rear.  Bore spacing of the Lincoln Y is 4.63".  This engine family was also used in heavy-duty Ford trucks in 279, 302, and 332 cubic inch versions up to 1963.  The Lincoln Y was replaced by the MEL in passenger cars in 1958.

Displacement   Bore      Stroke   Usage
279                  3.562   3.5         Truck
302                  3.63     3.66       Truck
332                  3.8       3.66       Truck
317                  3.8       3.5         Lincoln
341                  3.937   3.5         Lincoln
368                  4.0       3.66       Lincoln

Ford Y Family

Introduced in 1954 having the same displacement (but with different bore and stroke measurements) as the 239 medium-block Flathead it replaced.  The overhead valve 239 had 20 more horsepower than the 239 Flathead.  This engine family is similar to the Lincoln Y-block, but smaller and with unusual "stacked" upper and lower intake ports.  Bore spacing is 4.38".  The Ford Y-block was used in cars until 1962, and in trucks until 1964.  Ford offered a supercharger on some 312s.  One source I trust claims that Ford of Brazil produced Y-block 292s until 1975.  The distributor is in the rear.  The Ford Y-block was replaced by the 90 Degree engine family which has the same bore spacing.

Displacement   Bore       Stroke
239                  3.5        3.10
256                  3.62      3.10
272                  3.62      3.297
292                  3.75      3.297
312                  3.797    3.4375



1958 was a banner year for Ford.  Three entirely different engine families were introduced that year--the MEL (Mercury, Edsel, Lincoln); the FE/FT (Ford + Edsel; and Ford Truck); and the Super Duty families.

MEL Family

The MEL engine family replaced the Lincoln Y-block in 1958.  The MEL has a bore spacing of 4.90, and was manufactured in the Lima, Ohio plant.  Like the Y-blocks, the MEL also has a deep-skirt block.  The MEL was last used in early 1968 Lincolns; it was superseded mid-1968 by the more modern "385" series engines.  The distributor is in the front.  An unusual characteristic is that, similar to the Chevrolet 348 also introduced in 1958, the cylinder head is "flat" and so the combustion chamber is formed by the top of the cylinder which is machined 10 degrees (16 degrees for the Chevy) from perpendicular with the cylinder axis.  The MEL family has had several bellhousing bolt patterns.  From 1958 to 1960, the MEL used the same bellhousing pattern as the FE.  The 1961--65 block used a FE bellhousing pattern, but with a relocated starter so the engine could sit lower in the frame.  The 1966--'68 462 MEL used a dual mounting pattern, incorporating both the modified FE and a "Continental-only" C6 transmission pattern which was needed to clear the heater box in the Continental.

Displacement   Bore   Stroke Usage
383                  4.3      3.3      Mercury
410                  4.2      3.7      Edsel
430                  4.3      3.7      Mercury and Lincoln
462                  4.38    3.83    Lincoln

FE (and FT) Family

The FE/FT family uses the same bore spacing as the Lincoln Y-block, at 4.63".  The block extends below the main cap parting line; a characteristic also carried over from the earlier engine.  Unlike the MEL, the FE/FT has a conventional combustion chamber in the cylinder head--although that chamber was Hemi-shaped on the single overhead cam (SOHC) 427 "crate engine".  FT engines are similar to FE; but have features designed for life in big trucks.  The FT engines were often described as having a slightly different displacement--361 instead of 360; or 391 instead of 390--just to set them apart from the passenger car FE engines.  Don't confuse the Edsel 361 with a FT 361--even though they have the same bore and stroke.

Displacement   Bore      Stroke
332                  4.0         3.3
352                  4.002     3.5
360/361           4.047     3.5
390/391           4.052     3.784
406                  4.130     3.784
410                  4.054     3.98
427                  4.232     3.784
428                  4.132     3.98

Super Duty Family

Also introduced in 1958 along with the MEL and the FE/FT families; the Super Duty engines were never installed in passenger cars or light trucks.  These guys were H-U-G-E and intended for heavy-duty trucks only.  The engines weighed about 1000 lbs; and had gigantic bore spacing of 5.25".  They were replaced with 460 or (more realistically) diesel engines in 1982.  The "475" version has the same bore and stroke as the 477 cid engine, but with different cylinder heads and a shorter warranty.  Information on these engines is hard to find; it appears that the cylinder heads were similar to the MEL family--a flat combustion face, with the majority of the combustion chamber in the cylinder.

Displacement   Bore      Stroke
401                 4.125     3.75
475                 4.5*       3.75
477                  4.5        3.75
534                  4.5        4.2
(Thanks to Silviano4 for additional information to complete the bore and stroke table for Super Duty engines.)
*Expected bore measurement; unverified as of 12/07)

90 Degree Family

Ford introduced the replacement for the Ford Y-block in 1962; sharing nothing but the bore spacing of 4.38".  Deck height was set at 8.206, but a later and larger version of this engine, the 351W uses a taller deck height of approximately 9.5".  The 351W (named W for the Windsor, Ontario engine plant) also uses larger crankshaft journals and bearings.  Although introduced as a 221, the 221 was replaced by the 260 late in the '62 model year.  A 289 followed in 1964, the 302 and 351W came along in 1968, and in 1980 they introduced a 255.
The 90 Degree family does not use a deep skirt block.   Early engines use a 5-bolt bellhousing pattern, while mid-1965 and newer engines use a 6-bolt bellhousing pattern. Because the bore spacing and head bolt pattern is the same as the later "335" "Cleveland" family, higher-performance Cleveland heads can be installed on Windsor block (this swap is called a "Clevor"--CLEVland + windsOR.) with minor machining and some attention to detail.  A special intake manifold is needed for this swap.  Keep in mind that Ford did a very similar engine  in 1969 and '70--they installed Cleveland-style canted-valve heads on a 90 Degree block called the Boss 302.  The 90 Degree family was supplemented by the 335 series and replaced by the Modular family.

Displacement   Bore      Stroke
221                  3.5         2.87
255                  3.68       3.0
260                  3.8         2.87                
289                  4.0         2.87
302                  4.0         3.0
351W              4.0         3.5

385 Family

The 385 family replaced the MEL 462 in late 1968.  The "385" is not a displacement number, it's just an identifier--although the 460 version of this engine uses a 3.85" stroke.  It shares the MEL bore spacing of 4.90 but does not use a deep-skirt block or the "flat" cylinder heads.  Like the Boss 302 and the 335 series, the 385 family of engines use canted-valve heads.  385 Series blocks have provision for two bellhousing bolt patterns; the sloped bellhousing bolt pattern of the MEL, and a symmetrical bolt pattern which is the (much) more-commonly used one.   A 370 cid version was built for truck use only; a 514 version is available in an "over-the-counter" crate engine package similar to the old SOHC 427 of the mid-1960's.  The 429 and 460 were the only displacements used in auto production.  The "special" engine in this family is the Boss 429, which uses very wide Hemi-style cylinder heads.  The 385 series engines were built in the plant that previously had produced the MEL engine in Lima, Ohio.

Displacement   Bore      Stroke
370
429                  4.36      3.59
460                  4.36      3.85
514

335 (Cleveland) Family

The "335" is not a displacement number, rather it is just a numerical identifier.  The 335 family is something of a cross between the 90 Degree family and the 385 family; although there are considerable differences.  A main difference is the "canted valve" cylinder heads of the 335 versus the wedge-heads of the 90 Degree.  Still, the bore spacing is shared with the 90 Degree, as is the head bolt pattern.  The first 335-series engine was the 351C which was introduced in late 1970.  Two deck heights were used; the 351C (named C for the Cleveland, Ohio engine plant) used a 9.206 deck height and the 90 Degree 6-bolt bellhousing pattern; the 351M and 400 use a 10.297 deck height.  The 351M is a "Modified" 351C having changes such as the taller deck height, along with longer connecting rods, taller pistons, a wider intake manifold, and like most 400s the 351M uses the same bellhousing bolt pattern as the 385 series engines (429 and 460, for example.)   The 351M and 400 use the same size main bearings as the 351W, the 351C uses smaller bearings.  It is worth noting that versions of the 335 engine family were produced in Australia; some of those parts were considered desirable for "hot rod" purposes in the time previous to Ford Motorsport involvement with high-performance parts and accessories.    The 335 series was the last pushrod V-8 engine family to be designed by Ford.  The next Ford-designed gasoline V-8 engine family was the overhead cam Modular engine.

Displacement   Bore      Stroke
351/351M         4.0      3.5
400                   4.0      4.0



Modular family
"under construction"


Some Conclusions:
At this point, you begin to see that Ford has some "recycled" displacements:  Both the Flathead and the Ford Y block have a 239 cid engine; both the MEL and the FE have a 410 cid engine; both the Lincoln Y and the FE have a 332 cid engine; both the Lincoln Y and the 90 degree family has a 302 cid engine. The pairs of displacements use different bore and stroke measurements.  All three 351 cid engines (351W, 351C and 351M) DO use the same bore and stroke, and the FE 352 has the same stroke but the bore is an insignificant .002 larger.

Moreover, within the space of a few years, Ford produced 427, 428, 429, and 430 cubic inch engines using three different engine families!

A note on canted-valve cylinder heads:
In 1955, Chrysler Corporation developed a less-expensive "Hemi" style cylinder head they called a "Polyspherical" head.  The intake and exhaust valves were not in-line; and they were tilted at different angles relative to the centerline of the cylinder bore.  Chevrolet developed this concept one step farther, and tilted the valves in two planes--they were tilted side-to-side as well as front-to-back relative to the rest of the engine.  According to the May 1963 Hot Rod Magazine, Chevrolet supplied prototype canted-valve engines to several NASCAR teams for the 1963 Daytona 500 race, and in fact set a new record during qualifying with the new engine (the Mark II 427.)  Ford protested the prototype engine; and Chevrolet was forced to sell two of the prototype engines to Ford.  So Mopar and Chevrolet are the grandparents to the Ford canted-valve engines--the Boss 302; the 335 Series (such as the 351C), and the 385 Series (such as the 460).

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