However, for reasons unknown to consumers an anemic 302 was offered again in 1975 through 1978. In 1974 do to the normally invasive Federal government’s BS and a contrived oil shortage, Ford no longer offered the V8 powerhouse in the Mustang. The 302’s life cycle lasted from 1968 to 1973. The street 302’s and the Tunnel Port used a single point vacuum advance distributor. On the distributor side of the equation, the Boss utilized a dual point, vacuum advance distributor with RPM limits of 5,950-6,050 in 1969 and 6,050-6,150 in 1970. Of all the 302 engines, only the Boss had solid adjustable lifters all others had hydraulic lifters. All 302’s drank regular gas except the Tunnel port and Boss engines, they gulped premium gas. The Tunnel port has 4 bolt mains and the 302 Boss has 4 bolt mains and is cross bolted as well. Good maintenance as with everything is the key.Īll 302 engines with the exception of the Tunnel Port and the Boss have 2 bolt mains. I have also owned a 1965, 19, 289 CID engine. I have put well over 500,000 miles on a 302 with minor problems and good maintenance. Both are built well and will run forever if you treat them right. If you are unsure of the parts you are using to build an engine, check tolerances carefully.īoth the engines are 90 degree V8’s. Since the 302 crankshaft is larger, it requires a notched out section in the engine sidewall to allow the connecting rod end bolts to pass. In fact the block of a 289 cannot be used without some machining.
Although it is a derivative of the 289 mustang, some parts are not interchangeable. The 302 cubic inch engine was introduced in 1968 to the Mustang. 1983 Mustang Engine Information – 302 cubic inch V-8 (5.0 L Windsor V8) The “5.0L” Ford Small Block V8
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