Ford 289 V-8 Engines
I got these specs from a Mustang Site, so don't hold me responsible if you blow up your car and decide to blame me, Thanks

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, 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.