302/5.0L
When Chevrolet pushed its reliable and snappy 283ci small-block to 307 cubic-inches, Ford
stroked the 289 just .019-inch to achieve the 302. The 302 block is a different block than the 289,
though both are interchangeable. The 302 block is clearly marked as a “302” in the lifter valley.
What makes the 302 block distinctive is the use of a slightly longer cylinder skirt to accommodate
the modest increase in stroke. This feature afforded the 302’s piston skirts increased stability at the
lower end of the bore, which made for quieter operation (less piston noise).
Though the 302 has a .019-inch longer stroke, it actually has a shorter connecting rod (5.090-
inches center-to-center) which is not interchangeable with the 221, 260, 289 or Boss 302. The 221,
260, and 289 rod is longer at 5.155-inches from center-to-center. The 302’s shorter rod, when
combined with the longer crankshaft throw exclusive to the 302, gives this engine a longer stroke.
Aside from the differences just mentioned, the 302 is virtually the same as the 221, 260 and 289
engines. During the 302’s first model year, 1968, those pent-roof steel valve covers were
embossed with the words “Power By Ford,” which was standard until the mid-1970s when the Ford
oval took its place.
The 302 has evolved considerably since its introduction in 1968. Beginning in 1978, Ford began
calling the venerable 302 the “5.0 Liter” V-8. It was equipped with a cast aluminum intake manifold
and spun-aluminum air cleaner housing. The 5.0L has grown to become one of the most respected
V-8 engines of our time. Beginning in 1982, Ford fitted the 5.0L with a high-performance 351W
marine camshaft to conceive the 5.0L High Output engine with two-barrel Motorcraft 2150
carburetion. Just one year later, the 5.0L was fitted with a cast aluminum four-barrel intake manifold
and Holley four-barrel carburetion. These valiant steps led to more powerful 5.0L engines to come.
In 1985, Ford revised the 5.0L block to accept roller tappets, which improved performance and
reliability dramatically. One year later, the 5.0L V-8 was fitted with “fast-burn” cylinder heads
borrowed from the F-series trucks and Sequential Electronic Fuel Injection (SEFI). The 5.0L engine
has remained virtually the same ever since.
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When Chevrolet pushed its reliable and snappy 283ci small-block to 307 cubic-inches, Ford
stroked the 289 just .019-inch to achieve the 302. The 302 block is a different block than the 289,
though both are interchangeable. The 302 block is clearly marked as a “302” in the lifter valley.
What makes the 302 block distinctive is the use of a slightly longer cylinder skirt to accommodate
the modest increase in stroke. This feature afforded the 302’s piston skirts increased stability at the
lower end of the bore, which made for quieter operation (less piston noise).
Though the 302 has a .019-inch longer stroke, it actually has a shorter connecting rod (5.090-
inches center-to-center) which is not interchangeable with the 221, 260, 289 or Boss 302. The 221,
260, and 289 rod is longer at 5.155-inches from center-to-center. The 302’s shorter rod, when
combined with the longer crankshaft throw exclusive to the 302, gives this engine a longer stroke.
Aside from the differences just mentioned, the 302 is virtually the same as the 221, 260 and 289
engines. During the 302’s first model year, 1968, those pent-roof steel valve covers were
embossed with the words “Power By Ford,” which was standard until the mid-1970s when the Ford
oval took its place.
The 302 has evolved considerably since its introduction in 1968. Beginning in 1978, Ford began
calling the venerable 302 the “5.0 Liter” V-8. It was equipped with a cast aluminum intake manifold
and spun-aluminum air cleaner housing. The 5.0L has grown to become one of the most respected
V-8 engines of our time. Beginning in 1982, Ford fitted the 5.0L with a high-performance 351W
marine camshaft to conceive the 5.0L High Output engine with two-barrel Motorcraft 2150
carburetion. Just one year later, the 5.0L was fitted with a cast aluminum four-barrel intake manifold
and Holley four-barrel carburetion. These valiant steps led to more powerful 5.0L engines to come.
In 1985, Ford revised the 5.0L block to accept roller tappets, which improved performance and
reliability dramatically. One year later, the 5.0L V-8 was fitted with “fast-burn” cylinder heads
borrowed from the F-series trucks and Sequential Electronic Fuel Injection (SEFI). The 5.0L engine
has remained virtually the same ever since.
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