Engines: The Power and the Glory – the Ford V8

Pieces of Eight: the Ford V8 engine

One of the longest-lived and possibly best-loved Ford engines of the 20th century was a lightweight small-block V8 unofficially known as the Windsor.

Introduction

Chapman and his colleagues used proprietary engines and components to great effect.

Amongst these were:-

  • Austin
  • MG
  • Coventry Climax
  • Ford-side valve, ohv, cross flow and Cosworth modified [ including the DFV] and V8
  • Lotus modified Ford Twin cam

These engine were used in international motor racing and to power the Lotus road cars.

Through their adoption Chapman & Lotus:-

  • Added value to their product
  • Enhanced its practicality and attraction in purchase and servicing
  • Income from sales contributed to his F1 efforts
  • Lotus success and publicity significantly rubbed off on the supplier

In this piece we take a serious and critical look at Lotus and the use of the Ford V8 engine.

In particular we question with all its commercial potential, practically and Chapman’s links with Ford why the opportunity to commercially exploit the Ford V8 was not taken.

This is a structured part of a three piece series that examines the competition and commercial links between the Ford V8 engine, the proposed GT Coupe and a family of cars Chapman hoped to develop.

Of particular reference to these serious of articles is Ludvigsen on Colin Chapman.

Subscribers might like to see the directly relevant and integrated A&R pieces that complement and help structure this article:-

  • If so inclined: The Lotus 30, 40 & proposed GT Coupe
  • Ford Engines: And the Good Ford……..
  • Lotus types:30, 40, 70
  • Lotus at Indianapolis
  • Lotus and Can Am
  • Lotus Europa, 47D, 62 and the GKN 47D and the Lotus family of cars
  • Ford GT 40

Ford: Total Performance

“Total Performance was a global promotional advertising campaign conducted by the Ford Motor Company during the 1960s. It aimed to succeed in a variety of motorsport venues, and then emphasize performance in their mainstream vehicles with the interest generated.

Motorsport

The cream of Ford’s efforts came on the race track and drag strip, which lent credence to the premise of their campaign.

The Ford GT40 won overall in 24 Hours of Le Mans in 1966, 1967, 1968, and 1969, and chalked up numerous victories in other endurance races such as the 12 Hours of Sebring and 24 Hours of Daytona.

Legendary engines, like the big-block Ford 427 engine, and the Ford-sponsored Cosworth DFV were products of this era. Ford engines powered hundreds of victories in Formula One, NASCAR, CART, and other racing series.

Ford-powered Lolas raced in the Can-Am series, and other Ford vehicles (most especially the Ford Escort) were successful in rallying.”

The Ford GT 40 and Lotus

Of considerable significance to Chapman’s potential exploitation of the Ford V8 engine in the 1960’s was Ford’s link up with Eric Broadley of Lola as opposed to Chapman /Lotus.

In our related articles we explore this in more detail.

Ford achieved perhaps their ultimate objective relating to Total Performance with the GT 40, their own car and engine winning at Le Mans.They also produced the road going version.

Eric Broadley did not fully exploit his link up with Ford other than the Type 70.

In our related articles we contemplate what might have evolved if Ford had gone with Chapman.

Figure 1.Editors sketch working drawing of the Ford GT 40

The Ford V8 engine –brief history and evolution

From the nets:-

“Although the V8 configuration was not new when the Ford V8 was introduced in 1932, the latter was a market first in the respect that it made an 8-cylinder affordable and a V engine affordable to the emerging mass market consumer for the first time. It was the first independently designed and built V8 engine produced by Ford for mass production, and it ranks as one of the company’s most important developments.[1] A fascination with ever-more-powerful engines was perhaps the most salient aspect of the American car and truck market for a half century, from 1923 until 1973. The engine was intended to be used for big passenger cars and trucks;[2] it was installed in such (with minor, incremental changes)[3] until 1953, making the engine’s 21-year production run for the U.S. consumer market longer than the 19-year run of the Ford Model T engine[3] for that market. The engine was on Ward’s list of the 10 best engines of the 20th century. It was a staple of hot rodders in the 1950s, and it remains famous in the classic car hobbies even today, despite the huge variety of other popular V8s that followed. Before this engine’s introduction, almost all mass-produced cars affordable to the “average mass-market consumer” (which was a concept that Ford helped invent) used inline-four and inline-six cylinder engines. Since French engineer Léon Levavasseur‘s invention of the V8 engine in 1902, multi-cylinder V-engines (V8s, V12s, and even V16s) were produced, but were used in luxury models and their production runs were thus limited (relative to down-market production volumes).[4] For example, the first Cadillac V8 engine was in that category.

Even though Ford had an engineering team assigned to develop the engine, many of the ideas and innovations were Henry Ford‘s. The Model A, its variants (B and 18), and this V8 engine were developed between 1926 and 1932, and this period was the elder Ford’s last central contribution to the company’s engineering.[4]

Mercury’s 239 cu in (3.9 L) version was introduced in 1939.[5] Aftermarket heads were available from Barney Navarro,[6] Vic Edelbrock, and Offenhauser.

An economizing design feature of this engine was the use of three main bearings to support the crankshaft, rather than the customary five bearings used with most V-8s. The flathead mounted the camshaft above the crankshaft, like later pushrod-operated overhead-valve engines. Valves for each bank were mounted inside the triangular area formed by the “vee” of cylinders. The intake manifold fed both banks from inside the vee, but the exhaust ports had to pass between the cylinders to reach the outboard exhaust manifolds. Such an arrangement transferred exhaust heat to the block, imposing a large cooling load; it required far more coolant and radiator capacity than equivalent overhead-valve V8 engines. Ford flathead V8s were notorious for cracking blocks if their barely adequate cooling systems were overtaxed (such as in trucking or racing). The simple design left much room for improvement, and the power available after even low cost modifications was usually substantially more than could be obtained from an overhead-valve inline six-cylinder engine of similar displacement[citation needed].

The Ford flathead V8 was licensed to other producers. It was used by Simca in France until 1961 and in Brazil until 1964 for cars and until 1990 in the Simca Unic Marmon Bocquet military truck.[7] In the United States, the flathead V8 was replaced by the more modern overhead-valve Ford Y-block engine in 1954. The Ford Small Block (aka Windsor, Windsor V8, OHV V8, pushrod V8) is a series of automobile V8 engines built by the Ford Motor Company beginning in July 1961. The engine was discontinued in new trucks (F-Series) after 1996, and new SUVs (Explorer) after 2001, but remains available for purchase from Ford Racing and Performance Parts as a crate engine. Although sometimes called the “Windsor” family by enthusiasts, Ford itself never named the engine family; the designation was only adopted to distinguish the 351 cu in (5.8 L) version from the Cleveland 335-family engine that had the same displacement, but a significantly different configuration. The designations of ‘Windsor’ and ‘Cleveland’ were derived from the locations of manufacture: Windsor, Ontario and Cleveland, Ohio.

The engine was designed as a successor to the Ford Y-block engine. Production began in 1961 for installation in the 1962 model year Ford Fairlane and Mercury Meteor. Originally produced with a displacement of 221 cu in (3.6 L), it eventually increased to a maximum displacement of 351 cu in (5.8 L), but was most commonly sold with a displacement of 302 cu in/ 5.0 L, with engines of that displacement offered from 1968 until 2000. From the mid-1970s through the 1990s, the Ford Small Block engine was also marinized for use in smaller recreational boats.

For the 1991 model year, Ford began phasing in their new 4.6/5.4 L Modular V8 engine, which was to replace the small-block. In 1996, Ford replaced the 5.0 L (302 cu in) pushrod V8 with the Modular 4.6 L in the Mustang, and in 1997 for F-150, then until 2001 in the Explorer SUV, and until 2002 by Ford Australia in their Falcon and Fairlane cars.

Production Numbers[edit]

Around 3,500,000 289-2V and 289-4V engines were made at CEP1 in 1963-1967 and 800,000 289-2V at WEP1. Boss 302[edit]

Boss 302 engine

Main article: Ford Boss 302 engine

The Boss 302 was a chief engineer Bill Gay-inspired and Bill Barr-enacted performance variant of the small block, putting what would become Cleveland heads (this engine was still under development at this stage) on Ford’s 1967 GT-40 racing block to improve rated power to 290 hp (216 kW). According to some reports, the canted-valve, deep-breathing, high-revving engine could produce more than 310 hp (231 kW), although as delivered, it was equipped with an electrical revolution limiter that restricted maximum engine speed to 6,150 rpm. A strong bottom end, thicker cylinder walls, steel screw-in freeze plugs, race-prepared crank, special HD connecting rods, and Cleveland-style forged pistons kept the engine together at high speeds. The key to this engine’s power was the large-port, large-valve, quench-chambered, free-flowing heads. The Boss 302 Mustang was offered only for the 1969 and 1970 model years. In a January 2010 issue of Hot Rod magazine, a Boss 302 engine built to the exact specifications, settings, and conditions to the original engine was tested. It produced 372 hp at 6,800 rpm and 325 lb-ft of torque at 4,200 rpm.”

Boss engines are associated with the Lotus Type 70 [Formula 5000]

Figure 2. Cutaway drawing from the net

Figure 3.Exploded parts diagram, image from the net

Figure 4

Figure 5.Editors extrapolation of cutaways etc. to 3D sketch

Figure 6.Shelby associated with the A.C. Cobra produced some highly tuned Ford V8 engines

Chapman’s specification for a Ford engine

Chapman has been erroneously identified with chassis and suspension design and development. He was obliged from the earliest days to adopt proprietary engines and did so with considerable success.

Chapman made a very holistic and strategic recommendation to Ford for the engine that would be complementary to their joint attack on Indianapolis.

Ludvigsen covers this in detail and subscribers are strongly recommended to examine this.

It impacts on the Ford/Lola v Lotus development of a GT car for Le Mans and perhaps the potential for a subsequent family of Ford engine cars.

See also website for details:-

http://www.wrljet.com/fordv8/indy.html

.

Figure 10 Editors sketch of the quad cam engine for Indianapolis

The Lotus use of V8 engines

Chapman and Lotus were no strangers to V8 engines as our tabulation confirms.

What is interesting is that this format was not adopted commercial until Lotus designed and produced their own range of engines.

Type No Year Engine Name Configuration Function
V C1952 Ford Conversion side valve V8 Unlimited sports car
19B 1963 Ford 289 V8
29 1963 Ford Fairlane V8 Indianapolis
30 1964 Ford Fairlane V8 Group 7
34 1964 Ford Quad ohc V8 Indianapolis
38 1965 Ford Quad ohc V8 Indianapolis
40 1965 Ford V8 Group 7
42 F 1967 Ford V8 Indianapolis
47 D 1968 Rover V8 One-off [GKN]
64 1969 Ford Quad ohc V8 Indianapolis
68 1969 Ford Boss 302 V8 Formula A
70 1970 Ford Boss 302 V8 Formula A/5000

Adoption of American V8 engines through the 1960’s

The editor’s question why Lotus did not commercially exploit the Ford V8 engine through the 1960’s in the era of the pony and muscle cars that emerged in Britain, Europe and America.

In appendix 2 we set out a tabulation/spreadsheet of those marques and invite subscribers to benchmark Lotus amongst these specialist Marques.

Learning Opportunities

Our learning /educational opportunities are intended to be challenging thought provoking and requiring additional research and/or analysis.

These opportunities are particularly designed for a museum/education centre location where visitors would be able to enjoy access to all the structured resources available in conjunction with any concurrent exhibition.

In this instance we suggest the following might be appropriate:-

  • Using templates below identify key components of the Ford V8 engine or colour drawing realistically
  • Which manufacturers, including F1 have produced V8 engines? How many are American?
  • Which American V8 engines have been used in motor sport? Possibly identify branches, which have been the most famous /successful?
  • What are the respective advantages and disadvantages of the V8 engine
  • Study Lotus types which used V8 engines, what characterized them- offer explanation
  • Using spread sheet in Appendix 2 complete detail of models, engines used and production numbers
  • To what extent did American V8 engines create automotive exotica and influence aesthetics through the 1960’s

Figure 7. Editor’s template sketch for learning exercise

Figure 8. As above

Exhibitions, Education, Economics and Entertainment

In the museum context the editors believe that commercial considerations are both necessary and complementary with its educational objectives.

For these reasons our suggested outline Business Plan includes provision for promoting products and services which share Chapman’s ideals of mechanical efficiency and sustainability. In addition we propose merchandising that explain and interprets the social and cultural context of Chapman’s designs in period. It’s suggested there will be catalogue for on line purchasing.

In this instance we suggest the following exhibition titles might be appropriate:-

  • V Formation
  • Ford 4×4: The V8’s
  • Pieces of Eight
  • V for Victory
  • The V Sign, Ford’s engine signature
  • Ford’s V weapon –the V8 engine

Figure 9.Editors extrapolation of the believed appearance of the typical 289 engine used in the Lotus 30

Conclusion

Chapman and Lotus enjoyed some of their greatest successes with V8 engines:-

  • Coventry Climax FWMV
  • Ford quad cam V8
  • Ford Cosworth DFV
  • Lotus 918 V8
  • And to lesser extent Cosworth DFX,Judd V8,Ford HB,

In addition to which are the modified production Ford engines that powered the Seven and Elan.

Therefore it’s very interesting that Chapman did not exploit the merits of the Ford small block and produce a super car of the 1960’s as did other specialist marques and the American muscle cars of the era.

We offer the following possible explanations:-

  1. That when Chapman failed to secure the Ford contract he missed contractual link ups [but these were formed around Indy cars Cosworth DFV and twin cam]?
  2. Miffed about the Ford /Le Mans tie up he rushed through the Lotus 30/40 which were not either the greatest commercial or competition success, and this may have prevented Chapman developing a GT Coupe, linked and related here is the fact the 30&40 did not succeed at Can –Am which might have led to American demand
  3. When Lotus installed the Rover V8 in the GKN Europa they might have foreseen problems and wondered if the car was sufficiently Lotus
  4. Chapman in some respects might have retained a streak of purism and chassis orientation along with consistent economy of light car efficiency and performance [ although this was before the Oil Crisis of the 1970’s] and of course after his death Lotus produced their own successful V8 engine

The Ford small block and several other American V8 engines part defined the muscle car era of then1960’s along with the cheap petrol.

We can understand perhaps why Chapman /Lotus did not adopt the Ford V8 but at the same time conceptualise what a super car it might have been and how it might have rivalled the Ford GT 40.

In our dedicated article If so Inclined we postulate what that car might have been.

The Ford Windsor small block V8’s might not have been pieces of automotive sculpture but they were quite magnificent examples of Industrial Design. Produced in volume they earnt Ford a disproportionate reputation delivering Total Performance and the sales gain that corporate Ford sought.

These fine proprietary engines helped democratise the sport making it affordable whilst developing drivers.

The engines are highly tuneable today with an immense legacy. They continue to be used in Classic events.

Lotus used these engines but perhaps did not exploit them to the fullest which was unusual for Chapman!

Appendix 1:

https://motor-car.net/ford-engines/item/13817-windsor-v8-engine

The 289 cu in (4.7 L) Windsor was also introduced in 1963. Bore was expanded to 4.0 in (102 mm), becoming the standard bore for most factory Windsor engines. The 289 weighed 506 lb. (230 kg).

In 1963 the 289 was available in two forms: with a two-barrel carburetor and 8.7:1 compression, (SAE gross) rated at 195 hp (145 kW) @ 4400 rpm and 258 lb·ft (350 N·m) @ 2200 rpm, and with a four-barrel carburetor and 9.0:1 compression, rated at 210 hp (157 kW) @ 4400 rpm and 300 lb·ft (407 N·m) @ 2800 rpm. The two-barrel 289 replaced the 260 as the base V8 for full-sized Fords.

Ford Fairlane V8 –289 Engine

Although Ford launched the 289 V-8 in 1963, it took performance car builder Carroll Shelby to put the power plant on the performance map when he introduced the HiPo (or High Performance) 289 in the 1965 Shelby Mustang GT 350. Although the 289 was relatively small for a performance engine — considering that Ford later produced the big-block 427 and 428 V-8s — it firmly moved the Mustang into the pony car field with high output in a small package. The 302 replaced the 289 in 1968 and had a 27-year production run, primarily as a Mustang engine option. Ford manufactured the 351 in Windsor, Ontario, and in Cleveland, hence the “351W” and “351C” designations. It was not a replacement engine, but one produced as an entirely separate power plant. It stood taller, was heavier and had a bigger displacement than any previous Ford small-block. Again, the Mustang benefited by having the 351 as an optional performance engine.

The 289

The 289 engine displaced 289 cubic inches and came with a standard two-barrel carburetor or an optional four-barrel carburetor. The bore was 4.0 inches and the stroke measured 2.87 inches. Output for the original two-barrel version was 195 horsepower, with the latter four-barrel carburetor model generating 210 horsepower. The HiPo delivered 271 horsepower with a 10.5-to-1 compression ratio, compared to the first two-barrel’s compression ratio of 8.7-to-1. In addition to the Mustang, the 289 powered the North American Ford Falcon GT and the Australian-produced Ford Falcon XR GT.

Total performance

Author: Martyn L. Schorr, Hardbound, 208 Pages, ISBN: 9780760348581

1st Edition, 2015

Ford Motor Company underwent a dramatic change in corporate philosophy. Previously, under Ford’s chairman, Henry Ford II (“the Deuce”), safety—not performance—was the goal. But by 1962, even he realized his approach needed to change. Ford was nearly invisible to car-crazed baby boomers, and Ford Division general manager Lee Iacocca convinced the chairman that he needed to act decisively or risk losing the emerging youth market to the competition.

Thus began Ford’s “Total Performance” program.

Ford Total Performance is all about Ford’s prime racing era from 1961 through 1971. In addition to purpose-built race cars, the program also spawned production performance cars, specialty models, and unique concepts such as lightweight drag race cars.

The book explores the 427 Fairlane Thunderbolt; Mercury Comet; unique V-8 Falcons that competed in the 1963 and 1964 Monte Carlo Rallies; Dick Brannan’s 427 A/FX drag car; Ford Indy 500-winning race cars; 427 Overhead Cam engines used in A/FX and top fuel race cars: Boss 302 and 429 Mustangs for street, drag racing, NASCAR, and Trans-Am; and many more.

The epic Ford-Ferran war that led to the creation of the legendary 0T40 Le Mans race car is covered as well.

Featuring unpublished period photographs, plus photos and artwork from Ford designers, Ford Total Performance covers all of Ford’s classic race and street cars, including Cobras and Shelby Mustangs. It’s a must-have book for any fan of classic American performance cars!

Author: Martyn L. Schorr, Hardbound, 208 Pages, ISBN: 9780760348581

1st Edition, 2015

Ford Motor Company underwent a dramatic change in corporate philosophy. Previously, under Ford’s chairman, Henry Ford II (“the Deuce”), safety—not performance—was the goal. But by 1962, even he realized his approach needed to change. Ford was nearly invisible to car-crazed baby boomers, and Ford Division general manager Lee Iacocca convinced the chairman that he needed to act decisively or risk losing the emerging youth market to the competition.

Thus began Ford’s “Total Performance” program.

Ford Total Performance is all about Ford’s prime racing era from 1961 through 1971. In addition to purpose-built race cars, the program also spawned production performance cars, specialty models, and unique concepts such as lightweight drag race cars.

The book explores the 427 Fairlane Thunderbolt; Mercury Comet; unique V-8 Falcons that competed in the 1963 and 1964 Monte Carlo Rallies; Dick Brannan’s 427 A/FX drag car; Ford Indy 500-winning race cars; 427 Overhead Cam engines used in A/FX and top fuel race cars: Boss 302 and 429 Mustangs for street, drag racing, NASCAR, and Trans-Am; and many more.

The epic Ford-Ferran war that led to the creation of the legendary 0T40 Le Mans race car is covered as well.

Featuring unpublished period photographs, plus photos and artwork from Ford designers, Ford Total Performance covers all of Ford’s classic race and street cars, including Cobras and Shelby Mustangs. It’s a must-have book for any fan of classic American performance cars!

Author: Martyn L. Schorr, Hardbound, 208 Pages, ISBN: 9780760348581

1st Edition, 2015

Ford Motor Company underwent a dramatic change in corporate philosophy. Previously, under Ford’s chairman, Henry Ford II (“the Deuce”), safety—not performance—was the goal. But by 1962, even he realized his approach needed to change. Ford was nearly invisible to car-crazed baby boomers, and Ford Division general manager Lee Iacocca convinced the chairman that he needed to act decisively or risk losing the emerging youth market to the competition.

Thus began Ford’s “Total Performance” program.

Ford Total Performance is all about Ford’s prime racing era from 1961 through 1971. In addition to purpose-built race cars, the program also spawned production performance cars, specialty models, and unique concepts such as lightweight drag race cars.

The book explores the 427 Fairlane Thunderbolt; Mercury Comet; unique V-8 Falcons that competed in the 1963 and 1964 Monte Carlo Rallies; Dick Brannan’s 427 A/FX drag car; Ford Indy 500-winning race cars; 427 Overhead Cam engines used in A/FX and top fuel race cars: Boss 302 and 429 Mustangs for street, drag racing, NASCAR, and Trans-Am; and many more.

The epic Ford-Ferran war that led to the creation of the legendary 0T40 Le Mans race car is covered as well.

Featuring unpublished period photographs, plus photos and artwork from Ford designers, Ford Total Performance covers all of Ford’s classic race and street cars, including Cobras and Shelby Mustangs. It’s a must-have book for any fan of classic American performance cars!

Follow Ford’s leap into the 1960s and the performance era–on the streets and on the track!

In the early 1960s, Ford Motor Company underwent a dramatic change in corporate philosophy. Previously, under Ford’s young chairman, Henry Ford II (“the Deuce”) safety, not performance, was the goal.

But by 1962, even the chairman realized his philosophy needed to change. Ford was nearly invisible to car-crazy baby boomers. Lee Iacocca convinced Ford that he needed to act decisively or risk losing the emerging youth market to the competition.

Thus began Ford’s “Total Performance” program. Ford Total Performance is all about Ford’s prime racing era from 1961 through 1971. In addition to purpose-built race cars, it also covers production performance cars, specialty models, and unique concepts such as lightweight drag race cars. The book explores the 427 Fairlane Thunderbolt; Mercury Comet; unique V-8 Falcons that competed in the 1963 and 1964 Monte Carlo Rallies; Dick Brannan’s 427 A/FX drag car; Ford Indy 500 winning race cars; 427 Overhead Cam SOHC 427 engines as used in A/FX and fuel race cars; Boss 302 and 429 Mustangs for street, drag racing, and Trans-Am; and many more. The Ford-Ferrari war that led to the creation of the legendary GT40 Le Mans race cars isn’t forgotten. Featuring unpublished period photographs, plus photos and artwork from Ford designers, Ford Total Performance covers all of Ford’s classic race and street cars, including Cobras and Shelby Mustangs. It’s a must-have book for any fan of classic American performance cars!

Appendix 2:

Year/s Marque Model Name Engine
A.C.
Allard
Bizzarrini
Bristol
De Tomaso
Facel Vega
Ghia
Gordon Keeble
Iso
Jensen
McLaren
Monteverdi
Morgan
TVR

Reference:

1964-01-01

A FORD ENGINE FOR INDIANAPOLIS COMPETITION 640400

1964 by Gay [Society of Automotive Society of Engineers]

The Ford DOHC Competition Engine by Seussel, May 1964.

Author: Martyn L. Schorr, Hardbound, 208 Pages, ISBN: 9780760348581

1st Edition, 2015

Ford Motor Company underwent a dramatic change in corporate philosophy. Previously, under Ford’s chairman, Henry Ford II (“the Deuce”), safety—not performance—was the goal. But by 1962, even he realized his approach needed to change. Ford was nearly invisible to car-crazed baby boomers, and Ford Division general manager Lee Iacocca convinced the chairman that he needed to act decisively or risk losing the emerging youth market to the competition.

Thus began Ford’s “Total Performance” program.

Ford Total Performance is all about Ford’s prime racing era from 1961 through 1971. In addition to purpose-built race cars, the program also spawned production performance cars, specialty models, and unique concepts such as lightweight drag race cars.

The book explores the 427 Fairlane Thunderbolt; Mercury Comet; unique V-8 Falcons that competed in the 1963 and 1964 Monte Carlo Rallies; Dick Brannan’s 427 A/FX drag car; Ford Indy 500-winning race cars; 427 Overhead Cam engines used in A/FX and top fuel race cars: Boss 302 and 429 Mustangs for street, drag racing, NASCAR, and Trans-Am; and many more.

The epic Ford-Ferran war that led to the creation of the legendary 0T40 Le Mans race car is covered as well.

Featuring unpublished period photographs, plus photos and artwork from Ford designers, Ford Total Performance covers all of Ford’s classic race and street cars, including Cobras and Shelby Mustangs. It’s a must-have book for any fan of classic American performance cars!

Author: Martyn L. Schorr, Hardbound, 208 Pages, ISBN: 9780760348581

1st Edition, 2015

Ford Motor Company underwent a dramatic change in corporate philosophy. Previously, under Ford’s chairman, Henry Ford II (“the Deuce”), safety—not performance—was the goal. But by 1962, even he realized his approach needed to change. Ford was nearly invisible to car-crazed baby boomers, and Ford Division general manager Lee Iacocca convinced the chairman that he needed to act decisively or risk losing the emerging youth market to the competition.

Thus began Ford’s “Total Performance” program.

Ford Total Performance is all about Ford’s prime racing era from 1961 through 1971. In addition to purpose-built race cars, the program also spawned production performance cars, specialty models, and unique concepts such as lightweight drag race cars.

The book explores the 427 Fairlane Thunderbolt; Mercury Comet; unique V-8 Falcons that competed in the 1963 and 1964 Monte Carlo Rallies; Dick Brannan’s 427 A/FX drag car; Ford Indy 500-winning race cars; 427 Overhead Cam engines used in A/FX and top fuel race cars: Boss 302 and 429 Mustangs for street, drag racing, NASCAR, and Trans-Am; and many more.

The epic Ford-Ferran war that led to the creation of the legendary 0T40 Le Mans race car is covered as well.

Featuring unpublished period photographs, plus photos and artwork from Ford designers, Ford Total Performance covers all of Ford’s classic race and street cars, including Cobras and Shelby Mustangs. It’s a must-have book for any fan of classic American performance cars!

Please note the editors of the A&R attempt to give the broadest spectrum of references but not all are available for consultation in an article. However by noting their existence it may assist students in their research.

*Items in italics non A&R library books.