Ford 302 firing order, engine layout, and specifications
Learn the Ford 302 firing order and engine layout
There are many variations of the Ford 302 cubic inch engine, but all variations use the same 302 firing order and engine layout design and engine layout design.
The cylinder layout of the Ford 302 engine
Like most Ford V-8 engines the cylinder numbering is consecutive starting with the left bank, numbering 1-2-3-4 and the right bank numbering 5-6-7-8.
The firing order is 1-5-4-2-6-3-7-8, Except for the 302 H.O. (High Output) “Boss” engine, which is shown below.
302 H.O. “Boss” Firing Order: 1-3-7-2-6-5-4-8
The 302 specifications by VIN
As mentioned above, the 302 was available in several variations, with VINs F, J, and G. Here are the 302 engine specifications for each variation and years.
| Feature | 302 VIN F 2-valve 1968-19-73 | 302 VIN J 4-valve 1968 | 302 VIN G 1968 Tunnel Port | 302 VIN G 4-valve Boss 1969-1971 |
|---|---|---|---|---|
| Engine Type | 8-cylinder 90° OHV | 8-cylinder 90° OHV | 8-cylinder 90° OHV | 8-cylinder 90° OHV |
| Displacement | 302 cubic Inches (5.0L) | 302 cubic Inches (5.0L) | 302 cubic Inches (5.0L) | 302 cubic Inches (5.0L) |
| Maximum Torque | 310 ft/lbs @ 2,800 RPM (1968) 295 ft/lbs @ 2,600 RPM (1969-1971) 242 ft/lbs @ 2,000 RPM (1972-1971) | 310 ft/lbs @ 2,800 RPM | 310 ft/lbs @ 2,800 RPM | 290 ft/lbs @ 4,300 RPM |
| Maximum Horsepower | 210 BHP@ 4,400 RPM (1968) 210 BHP @ 4,600 RPM (1969-1970) 210 BHP @ 4,600 RPM (1971) 141 BHP @ 4,000 RPM (1972-1973) | 210 BHP@ 4,400 RPM 250 BHP @ 4,800 RPM (Shelby Cobra GT 350 Only) | 240 BHP @ 5,000 RPM 420 BHP @ 8,000 RPM (Trans Am Version) | 290 BHP @ 5,800 RPM 470 BHP @ 9,000 RPM (Trans Am Racing Version) |
| Bore and stroke | 4.004" x 3.0028" | 4.004" x 3.0028" | 4.004" x 3.0028" | 4.004" x 3.0028" |
| Compression Ratio | 9.01:1 (pre Feb 1968) 9.5:1 (2/69-1970) 9.01:1 (1971) 8.5:1 (1972-1973) | 10.1:1 | 10.5:1 | 10.5:1 (1969-1970) |
| Carburetor | Autolite 2300-A | Autolite 4300 | Autolite 4300-A | Holley 4150-C |
| Fuel | Regular | Premium | Premium | Premium |
| Intake Manifold Construction | Cast Iron | Cast Iron | Aluminum with pushrods in intake (Tunnel Port) | Aluminum |
| Valve Train | Hydraulic | Hydraulic | Hydraulic | Solid adjustable |
| Intake Valves | 1.773"-1.788" | 1.773"-1.788" | 2.01" | 2.225"-2.375" (1969) 2.185"-2.195" (1970-1971) |
| Exhaust Valves | 1.442"-1.457" | 1.442"-1.457" | 1.53" | 1.647"-1.662" (early 1969) 1.7075"-1.7125" (1969-70) |
| Distributor | Single point, Vacuum advance | Single point, Vacuum advance | Single point, Vacuum advance | Dual Point, Vacuum Advance |
| Point Gap | .014"-.021" | .017" for IMCO, .021" for Thermactor | .020" for both sets | |
| Ignition Timing | 6° BTDC | 6° BTDC | 16° BTDC | |
| Spark Plugs | Autolite BF-42 (1969-1970) Autolite BRF-42 (1971-1973) | Autolite BF-42 | Autolite BF-42 | Autolite AF-32 (1969-1970) Autolite ARF-32 (1971) |
| Spark Plug Gap | .032"-.036" | .032"-.036" | .035" | |
| Long Blog Weight | 475 lbs | 475 lbs | 475 lbs | 500 lbs |
Ford 302 Engine Reliability
The Ford 302 engine is regarded as a well-built and reliable engine.
A worn distributor gear and bearing is a common problem after about 100,000 miles
However, like all engine, it has some known reliability issues. I’ll list them here
Distributor wear: The distributors are known for wear problems around the 100K mile mark. If you have the proper tools to pull the distributor gear, you can install new bearings. But most owners just install a rebuilt distributor. You can buy a rebuilt distributor for about $100.
Real main seal leak: This is a common complaint about this engine. A leaking rear main seal requires the removal of the transmission, so it’s an expensive repair. A clogged PCV valve can cause a rear main seal to fail early, so make sure you stay on top of PCV valve replacement.
Timing Chain Wear: Many owners complain of a stretched timing chain. But timing chain wear is directly related to oil change intervals. This is a 3k mile oil change engine. I don’t think you can extend the intervals by using synthetic oil. It’s just too big of a risk because replacing a timing chain is a high-ticket repair.
Carburetor issues: You’ll have to take this with a grain of salt because all carburetors of that era had problems with the automatic choke and choke pull-off devices. If the pull-off doesn’t work properly, the engine will receive a rich mixture, causing a rough idle and high fuel consumption. These problems can be easily fixed by replacing and adjusting the choke pull-off devices and changing the thermostatic choke coil. But don’t be surprised if you must replace those components again in a few years.
©, 2024 Rick Muscoplat
Posted on by Rick Muscoplat