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The V8 Ford Windsor motor family was introduced in 1962 as a successor to the Ford Y-block engine. The Windsor family evolved significantly during its 40-year history through technology, performance, and reliability enhancements. Engine displacement also increased from up to over the years. These motors were originally produced at Ford's Windsor, Ontario engine plant, hence the Windsor designation,until 1969, though, all Ford small blocks (i.e., Windsors) were produced in Cleveland, Ohio After 1969 The mid-sized 335 "Cleveland" V8, introduced in 1970, was intended to replace the larger of the Windsor models. The Windsor, however, ended up outliving its replacement. Ultimately, in 1991, Ford began phasing out the Windsor engine and replacing it with their new 4.6/5.4 L Modular V8 engine. In 1996, Ford replaced the 5.0 L (302 cu in) pushrod Windsor V8 with the Modular 4.6 L in the Mustang. Its use continued until 1997 in the F-150 pickup truck, and until 2001 in the Explorer SUV. From the mid-1970s through the 1990s, the Windsor engine was also marinized for use in smaller recreational boats. As of 2014, Windsor engines, including the and 5.0L 302, were still being manufactured; available as complete crate motors from Ford Racing and Performance Parts.〔(【引用サイトリンク】title=Ford Racing and Performance Parts )〕 ==Overview== The small block Ford engine uses a thin-wall cast iron block with a separate timing chain cover, made from aluminum. This feature differentiates it from later Cleveland, or 335-series engines, that use an integrated timing cover, cast in the block. All Windsors use 2-valve per cylinder heads regardless of whether they are "2V", "4V", or fuel-injected models. The 2V & 4V designations referred to the number of venturi (or barrels) in the carburetor, not valves per cylinder. The valves are in-line and use straight 6-bolt valve covers. Another simple differentiation between the Small Block and "335" Cleveland series is the location of the radiator hose — the Windsor routed coolant through the intake manifold, with the hose protruding horizontally, while the Cleveland had the radiator hose connecting vertically to the engine block. The Cleveland and later "Modified" engines used a canted valve design, allowing for larger valves within the same 4" bore. Something worth noting was the fact that the Ford Engineers designed the Cleveland heads with the same bore spacing and head bolt configuration making it possible (with some light machine work) to bolt Cleveland heads to the Windsor block and in 1969 they did just that creating the Boss 302 Mustang. The oil routing in the engine block is unique in that a third passage is drilled parallel to the tappet passages. This passage ensures that oil reaches the main and cam bearings before the tappets, reducing the likelihood of lubricant starvation of the bearings (unlike the 351 Cleveland and the 385 series). The tappets are fed from an inverted 'V' passage cast in the rear under the intake manifold that connects with this passage and is sealed with a steel cap. The third oil passage is visible from the rear of the block with the transmission components removed. It is under and slightly right of the right bank tappet passage. The tappets on the left bank are the farthest from the oil pump and are last to be pressurized by oil upon a dry start. This gives an impression that there is insufficient lubrication, but this is normal and the noise ceases after several seconds of operation. With the exception of the 289 HiPo, Boss 302 and 351W, all connecting rods use the same 5/16 in. dia. bolts. The rod forgings had undergone some changes throughout its history. The 221, 260 and early 289 (C2OZ-A and C3AE-D) rods used an oil squirt hole to lubricate the piston pin and rings. The oil squirt hole was discontinued in 1964. The same forging continued to be used up to 1967 and all were the same length (5.155 in.). The 302 used a shorter beam (C8OE-A 5.090 in.) but used the same cap up to 1970. In 1971 the cap design was changed from flanged to flat (D1OE-A). This was changed back to the flange design in 1988 due to fatigue failures from increased power output of fuel injection and continued until the end of production. The 289 HiPo and Boss 302 were the same length (5.155 in) used heavier beam and cap forgings and 3/8 in bolts but were machined differently. The former used square head bolts and square cut and the latter were spot faced for 'football head' bolts. 抄文引用元・出典: フリー百科事典『 ウィキペディア（Wikipedia）』 ■ウィキペディアで「Ford Windsor engine」の詳細全文を読む スポンサード リンク
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