Literally, cars are drugs.

It was the worst week of my life! *pause, drinks beer... smiles* But I'm better now!

Less off-topic than Lane's Heated Steering wheel, but yeah, back to the topic.

K code 289? That's 271hp. Most run of the mills 289s were 210hp. What all has been done to the 289? We need more info here man. Or better yet.......just run them at the track!

Modified or stock? Even a 289 can dish out a can of whoop a$$ when properly modded.

BTW, For those that don't know, the 289 is nothing more than a 302 with a shorter stroke....I believe it's 2.8 or 2.9.

289

289 Windsor V8 in a 1965 Ford Mustang
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. The two-barrel 289 replaced the 260 as the base V8 for full-sized Fords. The second form was the K-code listed below, in 1963 it was available only in the Fairlane.
In 1964 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 was available in Mercury Comets.
1964 1/2 (Early 1965) Mustang 289 D-Code 4v Engine - The D Code V8 Mustang engine with the Autolite 4bll carburetor was a rare engine. It was only offered as an option in the 1964 1/2 (Early 1965) Mustangs dated March - September 1964. Some characteristics setting the rare engine apart from other earlier V8s include:
The air cleaner decal was black, white and red in color (rather than black and orange). It read “289 cubic inch 4-V premium fuel”.
The timing chain cover had three variations:
an oil filler neck;
a hole for an oil filler neck with a plug in it;
no oil filler neck or oil filler hole.
All D Code engines used an aluminum water pump.
D Code 289’s used an Autolite 4100 4V 1.08 Venturi carburetor.
D Code 289’s had 5 bolt holes for attaching the bell housing (later engines had 6 bolts).
Early D Codes utilized a generator and later D Codes utilized an alternator.
Both 1963 and 1964 versions had a five-bolt bell housing pattern that was different from later six-bolt units (Mustangs switched bolt patterns around August 3, 1964).
For 1965 the compression ratio of the base 289 was raised to 9.3:1, increasing power and torque to 200 hp (149 kW) @ 4400 rpm and 282 lb·ft (382 N·m) @ 2400 rpm. The four-barrel version was increased to 10.0:1 compression, and was rated at 225 hp (168 kW) @ 4800 rpm and 305 lb·ft (414 N·m) @ 3200 rpm.
Engine specifications were unchanged for 1966 and 1967. In 1968 the four-barrel 225 hp (168 kW) engine was dropped, leaving only the two-barrel — now reduced back to 195 hp (145 kW).The HiPo 271 H.P. engine was also dropped, making room for the new for 1968 302 V-8. 1968 was the last year of production for the 289 in the U.S.
The 289 was also the engine for the first Ford Falcon GT, the XR GT. (Australia)
[edit]289 "HiPo" (K-code)



Ford 289 K-code engine in a Shelby GT 350. Note that the radiator hose connects to the intake manifold, a telltale Windsor feature.
A high-performance version of the 289 engine was introduced late in the 1963 model year as a special order for Ford Fairlanes. The engine is informally known as the "HiPo" or the K-code (after the engine letter used in the VIN of cars so equipped). Oddly, this engine was introduced in 1963 as the only 289 engine available in the intermediate Fairlanes. Lesser powered cars had the 260 engine in that year. Starting in June 1964, it became an option for the Mustang. NOTE: K-code Mercury Comets were the 210 HP 4 bbl carb engine not the High Performance engine as the K-code Fords.
The HiPo engine was engineered to increase performance and high-RPM reliability over standard 289 fare. It had solid lifters with hotter cam timing; 10.5:1 compression; a dual point, centrifugal advance distributor; smaller combustion chamber heads with cast spring cups and screw-in studs; low restriction exhaust manifolds; and a bigger, manual choke 595 CFM carburetor (std 289 4v was 480 CFM). The water pump, fuel pump, and alternator/generator pulley were altered; fewer vanes, extra spring, and larger diameter respectively; to help handle the higher RPMs. Even the HiPo’s fan was unique. Bottom end improvements included thicker main bearing caps and balancer, larger diameter rod bolts, and a hardness tested and counterweighted crankshaft, all for high-rpm reliability. The HiPo carried SAE gross ratings of 271 hp (202 kW) @ 6000 rpm and 312 lb·ft (423 N·m) @ 3400 rpm.
The HiPo engine was used in modified form by Carroll Shelby for the 1965-1967 Shelby GT350, raising rated power to 306 hp (228 kW) @ 6000 rpm through use of special exhaust headers, an aluminum intake manifold, and a larger carburetor. The Shelby engine also had a larger oil pan with baffles to reduce oil starvation in hard cornering. Shelby also replaced the internal front press-in oil gallery plugs with a screw-in type plug to reduce chances of failure.
From 1966 to 1968, Shelby offered an optional Paxton supercharger for the 289, raising its power (on Shelby GT350s) to around 390 hp (291 kW).
The K-code HiPo engine was an expensive option and its popularity was greatly diminished after the 390 and 428 big-block engines became available in the Mustang and Fairlane lines, which offered similar power (at the expense of greater weight) for far less cost.

Less off-topic than Lane's Heated Steering wheel, but yeah, back to the topic.

Think about it. You’re tooling down the road in your Prius, knowing full-well that this thing being green is as big a sham as federally mandated ethanol-enriched gas, Russia pulling out of Ukraine, and Obamacare.

Less off-topic than Lane's Heated Steering wheel, but yeah, back to the topic.