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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.

This image shows the firing order and engine layout for the Ford 3O2 engine

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.

Feature302 VIN F 2-valve 1968-19-73302 VIN J 4-valve 1968302 VIN G 1968 Tunnel Port302 VIN G 4-valve Boss 1969-1971
Engine Type8-cylinder
90° OHV
8-cylinder
90° OHV
8-cylinder
90° OHV
8-cylinder
90° OHV
Displacement302 cubic Inches (5.0L)302 cubic Inches (5.0L)302 cubic Inches (5.0L)302 cubic Inches (5.0L)
Maximum Torque310 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 RPM310 ft/lbs @ 2,800 RPM290 ft/lbs @ 4,300 RPM
Maximum Horsepower210 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 stroke4.004" x 3.0028"4.004" x 3.0028"4.004" x 3.0028"4.004" x 3.0028"
Compression Ratio9.01:1 (pre Feb 1968)
9.5:1 (2/69-1970)
9.01:1 (1971)
8.5:1 (1972-1973)
10.1:110.5:110.5:1 (1969-1970)
CarburetorAutolite 2300-AAutolite 4300Autolite 4300-AHolley 4150-C
FuelRegularPremiumPremiumPremium
Intake Manifold ConstructionCast IronCast IronAluminum with pushrods in intake (Tunnel Port)Aluminum
Valve TrainHydraulicHydraulicHydraulicSolid adjustable
Intake Valves1.773"-1.788"1.773"-1.788"2.01"2.225"-2.375" (1969)
2.185"-2.195" (1970-1971)
Exhaust Valves1.442"-1.457"1.442"-1.457"1.53"1.647"-1.662" (early 1969)
1.7075"-1.7125" (1969-70)
DistributorSingle point, Vacuum advanceSingle point, Vacuum advanceSingle point, Vacuum advanceDual Point, Vacuum Advance
Point Gap.014"-.021".017" for IMCO, .021" for Thermactor.020" for both sets
Ignition Timing6° BTDC6° BTDC16° BTDC
Spark PlugsAutolite BF-42 (1969-1970)
Autolite BRF-42 (1971-1973)
Autolite BF-42Autolite BF-42Autolite AF-32 (1969-1970)
Autolite ARF-32 (1971)
Spark Plug Gap.032"-.036".032"-.036".035"
Long Blog Weight475 lbs475 lbs475 lbs500 lbs

Ford 302 Engine Reliability

The Ford 302 engine is regarded as a well-built and reliable engine.

This image shows a Ford 302 cubic inch engine distributor

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



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