That was what I left out of my first post, post No 3...
This engine along with the Falcon 6 were the beginnings of Ford delving into the 'thin wall' casting techniques. They emerged later, in 1962, in the small block V8 which was introduced that year for the Fairlane. Same methodology, taller blocks would come as the stroke was increased to take it from 221 to 351ci.
Roger, I don't think the Ford of the day was as light as the Chevrolet of the day, 1959 was still in the Y-block era.
And when it came to production savings, Ford seemed to be leading the way. The input shafts on the GT gearbox and the Lotus Cortina box were the same even though they meshed with a different layshaft gear, one having one tooth fewer than the other!
Y blocks are very heavy! And old fashioned really in comparison to a Chev. Strong enough though. And the basis of the FE engine used until the 70s. Again a heavy lump!
The Windsor is a TINY little thing, really too small. Very short deck, very short rods and early versions were decidedly fragile too. HiPo 289s had a lot of strengthening proving the fragility of the original motor. And are heavier blocks. By the time they made the 302 in 67 the piston skirts were protruding out the bottom of the block nearly to the oil ring. The reason most of them go glunk glunk at idle as several skirts are in the sump!
Later engines [probably mid 80s] resolved the worst of these problems and with better pistons never have a problem
I have built several and the later blocks and reputedly the Mexican made blocks are the way to go. The later heads are far better too. As is the general finish of everything,, and Chevs got worse! God awful castings that got thinner and weaker. Though really no production Ford or Chev [orHolden or LA Mopar] is safe over an 030 bore after about 1970 as they tried to lighten everything.
The Windsor has two basic deck heights. Up to 302 uses one a the 351 is an inch? taller and uses longer rods and near 3" main bearings. The 351 has a different firing order too, the same as the Clevo/ M engine.
Boss 302 was a modified engine with special blocks with 4 bolt mains and use the [nearly] interchangeable 351 4V Cleveland heads and a unique intake. As a standard engine were ok but as a race engine a bit of a grenade. And having driven one I can atest a bloody awfull engine under about 3000 rpm as the huge ports just have no air speed. As a race engine a very willing thing when it stays together. Modern components and lubricants help a huge amount in that respect.
Many aftermarket engines are built using the Aussie 302C heads which have smaller ports and are considerably more tractable. The standard [later] heads though surprisingly really are a nicer deal under about 4000 rpm which for a road car is where it is all about.
Windsor oiling is ok, not great but if all in good order quite ok. The Chev though is far better. 351W with its huge mains have a lot of velocity and fry the oil. Modern oils resolve this for the most part.
Most of the Ford [SVO] or aftermarket performance blocks use the 351 deck height but 302 main size. There is a few variations on deck height in this area.