Ford 302 Engine Specs




302 Ford Engines


Ford 302 FE V-8 Engines 



  

  

    

    

      

      302 "F" 2V

        1968-1973		
      302 "J" 4V

        1968		
      302 "G" 8V

        1968

        Tunnel Port		
      302 "G" 4V

        1969-71#

        Boss 		
    

    

      Engine Type
      8 cylinder

        90 degree, 

        Overhead Valves (OHV)		
      8 cylinder

        90 degree, 

        Overhead Valves (OHV)		
      8 cylinder

        90 degree, 

        Overhead Valves (OHV)		
      8 cylinder

        90 degree, 

        Overhead Valves (OHV)		
    

    

      Displacement
      302 cu.inches (CID)
      302 cu.inches (CID)
      302 cu.inches (CID)
      302 cu.inches (CID)
    

    

      Maximum torque
      
        
310 lbs./ft. @ 2,800 RPM

        (1968)

        295 lbs./ft. @ 2,600 RPM

        (1969-71)

        242 lbs./ft. @ 2,000 RPM

        (1972-73)

      		
      310 lbs./ft. @
        2,800 RPM
      310 lbs./ft. @
        2,800 RPM
      290 lbs./ft. @4,300 
RPM
    

    

      Maximum Horsepower
      210 BHP @ 4,400

        (1968)

        210 BHP @ 4,600 RPM

        (1969-70)

        210 BHP @ 4,600 RPM

        (1971)

        141 BHP @ 4,000 RPM

        (1972-73)		
      230 BHP @ 4,800 
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)		
    

    

      Firing Order
      1-5-4-2-6-3-7-8

        (Number 1 cylinder on right bank, nearest radiator)		
      1-5-4-2-6-3-7-8

        (Number 1 cylinder on right bank, nearest radiator)		
      1-5-4-2-6-3-7-8

        (Number 1 cylinder on right bank, nearest radiator)
      		
      1-5-4-2-6-3-7-8

        (Number 1 cylinder on right bank, nearest radiator)		
    

    

      Bore & Stroke
      4.004" X 3.0028"

        (101.6 mm X 76.0 mm)		
      4.004" X 3.0028"

        (101.6 mm X 76.0 mm)		
      4.004" x
        3.0028"

        (101.6 mm X 76.0 mm)		
      4.004" x
        3.0028"

        (101.6 mm X 76.0 mm)		
    

    

      Compression Ratio
      9.01:1 

        (pre 2/68)

        9.51:1

        (2/68 to 1970)

        9.01:1

        (1971)

        8.5:1

        (1972-73)		
      10.1:1
                                                            
10.5:1 
                                                            
10.5:1
        (1969-70)
    

    

      Compression Pressure
       
      130-170 psi
                                                             

                                                             

    

    

      Oil Pressure (hot)
      35 to 60 lbf/in2
      35 to 60 lbf/in2
                                                            
35 to 60
        lbf/in2
                                                            
35 to 60
        lbf/in2
    

    

      Mains
      2-bolt
      2-bolt
                                                            
4-bolt
                                                            
cross
        bolted
    

    

      Carburetor
    
    
      
Autolite 2300-A (2V)

      

       automatic choke

    Autolite 4300
      (4V) 

      

      automatic choke 		
    

      Autolite 4300-A (2x4V)

       automatic choke

      

      Holley 4160 (2x4V)

      manual choke		
    Holley 4150-C
      (4V)

      

      manual choke		
    

    

      Size of Carburetor
    
       
      
    Autolite 435x2
      CFM

      

      Holley 540x2 CFM		
     
    

    

      Fuel
      regular gas
      premium gas
      premium gas
      premium gas
    

    

      Intake Manifold
      cast iron
      cast iron

        

        aluminum

        (Shelby Cobra only)		
      special aluminum with pushrods
        in intake
      aluminum
    

    

      Valve train
      hydraulic lifters
      hydraulic lifters
      hydraulic lifters
      solid adjustable lifters
    

    

      Intake 
      
      1.773"-1.788"
      
        
1.773"-1.788"

      		
      2.01"
      2.225"
        -2.375"

        (1969)

        2.185"-2.195"

        (1970-71)		
    

    

      Exhaust
      1.442"-1.457"
      1.442"-1.457"
      1.53"
      1.647"-1.662"

        (early 1969)

        1.7075"-1.7125"

        (1969-70)

        1.7045-1.7145"

        (1971)		
    

    

      Distributor
      single point

        vacuum advance		
      single point

        vacuum advance		
      single point

        vacuum advance		
      dual point 

        vacuum advance

        RPM limits 

         5,950-6,050

        (1969)

        6,050-6,150

        (1970)		
    

    

      Point Gap
      .017"-.021"
      .017" for IMCO

        .021" for Themactor		
       
      .020" both sets
    

    

      Initial Ignition Timing
      6 degrees
      6 degrees
       
      16 degrees
    

    

      Dwell @ idle RPM
      24-29  (manual)

        26-31 (automatic)		
      26-31 for IMCO

        24-29 for Thermactor		
       
      30-33
    

    

      Spark Plugs
      Autolite BF-42

        (1968-70)

        Autolite BRF-42

        (1971-73)		
      Autolite BF-42
      Autolite BF-42
      Autolite AF-32

        (1969-70)

        Autolite ARF-32

        (1971)		
    

    

      Plug Gap
      .032"-.036"
      .032"-.036"
       
      .035"
    

    

      Long Block Weight

        in lbs.		
      475 
      475
      475
      500
    

    

      Tunnel Port 302 

        After winning the Manufacturers Trophy in 1966 & 1967, the Ford  team had some 
stronger competition for 1968. Chevrolet
        was about to get involved in a very big way. Vince Piggins at Chevrolet saw the great 
potential for sales of Camaros by racing in
        the Trans Am series. He committed to SCCA that Chevrolet would support the series.


        

        The 302 Camaros had a clear horse power advantage over the Mustangs. The ports 
and valves in the 289 heads were too small
        to produce the horsepower needed. The best head available was the high
        performance heads with small valves and ports. The new Ford 302 would be ideal for 
Trans-Am racing since it
        was under the 305 cid limit of class limit, but the hi-po heads would be
        too restrictive on the longer stroke of the 302 block. Ford started a crash 
development program to fix the problem at Ford Engine and
        Development during 1967. This effort would lead to development of the Boss 302 in 
1969. It was also during this development
        time that the famous Ford "tunnel port head" came about. There was a
        "pull out the stops" effort to maximize the flow of the heads. The Ford engineers 
developed a brand new head with straight intake ports and the pushrod tubes running 
through the
        port. In the past the ports would twist around the pushrods. The intake valves were a 
huge 2.12" compared to 1.77" for the 289.
        The exhaust valves were 1.54" versus 1.44".  Each port feed an individual cylinder.  
These heads became known as "tunnel
        ports." On paper this combination of the head design with the new 4 bolt main 302, 
looked unbeatable.
        The overhead valve pushrod engines competed for space with the  intake ports. 
Conventional design places the pushrods along side a rectangular shaped intake  port. 
These ports also steer around the pushrods. The Ford tunnel-port design runs the
        pushrod  through the center of a round intake port, within a thin wall tube. The ports 
flow better due to  their round shape and straight path. This design was first used on the 
427, and then in 1968 on a  special 302. 

        

  These round intake ports were 3.8 sq. in. in area at the intake manifold face. The Tunnel 
Port 302  cylinder heads feature 2.12" intake and 1.54" exhaust valves. By comparison, the 
289
        High Performance  engine used 1.78" intake and 1.44" exhaust. These large valves 
completely filled the wedge shaped  combustion chamber. The exhaust ports
        were larger than normal 289 & 302 heads. Two 540 cfm Holley's sat on a high-rise 
aluminum manifold.
        Two Autolite 4300 carburetors were used on the street version. 

        

  The race version featured domed pistons, yielding a compression ratio of 12.5:1, a solid 
lifter  camshaft and forged steel crankshaft. The nodular cast iron rocker arms
        were shaft mounted,  similar to those used on the Y-block V-8. Lubrication for these 
shaft mounted rockers required  a special block with revised oil
        passages. Also used was a special road racing style 8-quart oil  pan. Some used an 
early
        transistorized ignition. 

        

  The street version used flat-top piston, for 10.5:1 compression, and a hydraulic 
camshaft.
        The engine was complete with thermactor emissions control hardware,  289
        Hi-Po style exhaust manifolds, and a thermostatic clutch radiator fan.
        SCCA rules required 1,000 engines in production for 1968 Trans Am homologation. 
As used in Trans Am competition the engines  produced approximately 420 bhp with an 
8,500 rpm redline 


        You have to finish races to win them, though. The tunnel port engines just didn't have 
lasting power. Engine failure after engine
        failure keep the Mustangs from finishing the races. Penske's Camaros dominated the 
1968 Trans-Am racing. 

        
1968 Tunnel Port 302 Cylinder Head                                 Casting number C8FE-
6090-A 

        
The Boss 302

        After a very disappointing 1968 racing season Ford designed a new engine 
specifically for F.I.A. Trans Am competition in 1969, the               Boss 302.
        The engine was introduced on April 17, 1969. About 8,600 Boss 302
        engines were built. 

        

               The Boss 302 block was essentially the next generation of 289 High
        Performance hardware, but features a forged steel               crankshaft, 4-bolt main 
caps, and screw-in freeze plugs. These modifications were developed as               part of 
the 302 Tunnel Port design. Street versions used connecting rods similar to the 289
        Hi-Po               while the Trans Am version used heavier 7/16" bolts. 

        

               The real magic of the Boss engines came from the canted-valve Cleveland 
cylinder heads. While               the Boss 302
        was normally considered a 302 with 351 Cleveland heads, these canted-valve heads 
were               used first on the Boss before the rest of the Cleveland was developed. As 
fitted to the Boss, the               heads feature steel spring seats, screw-in rocker studs, 
pushrod guide plates, and adjustable rocker               arms. The Boss 302 and 351C-4V 
head casting
        were the same except for a minor difference in               water passages. Camshafts 
were quite similar to the 289
        Hi-Po. Due to the larger Cleveland-style               heads, the Boss 302 weighs 
somewhat more than the normal 302, tipping the scales at 500 lbs. 

        

               The street version was conservatively rated at 290 HP @ 5800 RPM. During the 
'69 Trans Am               season the racing engines were
        putting out 470 bhp at a 9,000 rpm redline. 

        

               Designed for the road racing environment, the engines featured a scraper style 
windage tray. This               tray attached to four special main cap bolts with small 
threaded holes in their heads. 		
    

  

  





#Ford listed a Boss 302 in 1971 in its brochures. The engine was not actually
offered. The next version of the Hi-Po engine was the Boss 351.


This page was created on June 6, 2000, it was last updated on Wednesday, 
May 6, 2002
.


Information is from several Ford sources.







											
										

									

								
 
								

								
 
							
 
						
 
						

					
 
				
 
				

				

					

						
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