EJCP.PARTS

FORD 5.0 OHV

By 1967 the Ford GT40 MKII and GT40 MKIV had dominated the Le Mans 24Hr Race for two consecutive years, using various versions of the Ford big block engine. In an attempt to reduce the high speeds in 1968 (some say to equalize the competition), the organisers of this race capped the engine capacity. Ford consequently returned to the MKI GT40 (originally using the Windsor 289ci) but had now increased its capacity to meet the new rules. Since Ford had ruled that the GT40 engines must have a direct link back to its production cars, the 302ci was adopted in domestic manufacturing. [5] So in 1968 the small block Ford was stroked to 3.0 in (76.2 mm), giving a total displacement of 302 CI (4,942 cc). The connecting rods were shortened to allow the use of the same pistons as the 289. It replaced the 289 early in the 1968 model year. The most common form of this engine used a two-barrel carburetor, initially with 9.5:1 compression. It had hydraulic lifters and valves of 1.773 in (45 mm) (intake) and 1.442 in (36.6 mm) (exhaust), and was rated (SAE gross) at 220 hp (164 kW) at 4,600 rpm and 300 lb·ft (407 N·m) at 2,600 rpm. Optional was a four-barrel version rated at 250 hp (186 kW) at 4,800 rpm. For 1968 only, a special high-performance version of the 302 was offered for the Shelby GT350.[6] Its main features included an angled, high-rise aluminum or iron intake manifold, a larger Holley four-barrel carburetor, and bigger valves of 1.875 in (47.6 mm) intake and 1.6 in (41 mm) exhaust. It had a longer-duration camshaft, still with hydraulic lifters. The block was made in Mexico. "Hecho en Mexico" casting marks are present in the lifter valley, and its main strength was the appearance of much larger and stronger two-bolt main bearing caps on the engine's bottom end - the same as the HP-289 but not made from nodular iron rather Ford's standard material. The heads had special close tolerance pushrod holes to guide the pushrods without rail rocker arms or stamped steel guide plates. The combustion chambers also featured a smaller quench design for a higher compression ratio and enhanced flow characteristics. Additionally, high flow cast exhaust manifolds similar to those on the 289 Hi-Po K-code engine further improved output. Heavy-duty connecting rods with high strength bolts and a nodular iron crankshaft were also included in this package. Rated power (SAE gross) was estimated at 315 hp (235 kW) at 6,000 rpm and 333 lb·ft (451 N·m) at 3,800 rpm. The package, which cost $692 (USD) including some other equipment, was not popular and did not return for 1969. This engine was not a factory engine. Rather, like all Shelby Mustang engines, it was modified by Shelby American in their capacity as a vehicle upfitter. This special engine is well documented in the Ford factory engine repair manual for 1968 Mustangs and Fairlanes. This engine block is considered the strongest production 302 block other than the Boss 302 and the Trans Am 302. The Mexican 302 block was produced through to the mid-1990s and even showed up in Ford cars, trucks and vans throughout the 1970s and early 1980s (Mexican made 302 engines were often used by the USA car plants when CEP1 couldn't produce enough engines and many Ford replacement engines were Mexican). Note that Mexican blocks were not made from a high-nickel content material as is generally thought but rather Ford's usual ACB specification material. They are a good block but no stronger than any other USA made component and the bore service life is generally lower due to less wear resistant South American sourced iron ore. All Mexican V8 blocks were cast and machined to accept a front engine mount as required for their truck applications. Emission regulations saw a progressive reduction in compression ratio for the 302 two-barrel, to 9.0:1 in 1972, reducing SAE gross horsepower to 210 hp (157 kW). In that year U.S. automakers began to quote horsepower in SAE net ratings; the 302 two-barrel carried a net rating of 140 hp (104 kW). By 1975 its power would drop as low as 122 hp (91 kW). Not until fuel injection began to appear in the 1980s would net power ratings rise above 210 hp (157 kW). Throttle body fuel injection first appeared for the 302 on the Lincoln Continental in 1980, and was made standard on all applications in 1983 except manual transmission equipped Mustangs, Mercury Capris (equipped first with two-barrel (1982), then later 4-barrel carburetor (1983–85)), and also F-series trucks. The block was fitted with revised, taller lifter bosses to accept roller lifters, and a steel camshaft in 1985, and electronic sequential fuel injection was introduced in 1986. While sequential injection was used on the Mustang beginning in 1986, many other vehicles, including trucks, continued to use a batch fire fuel injection system. The speed-density based EFI systems used a large, two-piece, cast aluminum manifold. It was fitted on all engines through 1988, after which year it was replaced by a mass-air type measuring system, with the same manifold. The MAF system continued, with minor revisions, until the retirement of the engine in 2001. Ford offered a performance head that was a stock part on 1993–1995 Mustang Cobra models and pre- 1997-1/2 Ford Explorers and Mercury Mountaineers equipped with the 5.0 L engine called the GT-40 head (casting id F3ZE-AA). In mid-1997, the Explorer and Mountaineer 5.0 L heads were revised and renamed GT40P. The GT40P heads, unlike the GT40 heads, had a very well developed port shape/design which yielded ~200 cfm on the intake side and ~140 cfm on the exhaust side without increasing the size of the ports at all from standard E7TE castings, and without increasing the exhaust valve size. They also had smaller 59 - 61 cc combustion chambers for added compression, and the combustion chamber shape was revised to put the spark plug tip near the center of the chamber for a more even burn. These GT40P heads are considered by many enthusiasts to be extremely efficient. The Truck Division instigated a pushrod operated four valve per cylinder, cylinder head conversion in the early 1990s as a means of modernizing/improving and furthering the service life of the Windsor engine. This work was done for Ford by Roush Industries (for 1 million dollars) and two 302ci/5.0L and one 351ci/5.8L variants were built and tested. These engines were highly successful but upper management refused to allow engines so equipped to go into production stating that it was no longer acceptable to use a cast iron block in a new car – one of the 5.0L engines is out there in a hot rod. The 302 was also offered for marine applications in both standard and reverse rotation setups. From the 1978 car model year, the 302 became more commonly known as the 5.0 Liter, although its metric displacement is 4,942 cc. It is speculated[who?] that Ford used the "5.0" moniker to distinguish the 302 from their 300 cubic inch inline Six, which was known as the 4.9. Despite its advertised displacement, Car and Driver referred to the 302 as a 4.9 liter engine, even though the normal 302 Ford engine enthusiast always referred to it as a "5-Oh, 5-Point-Oh, 5 Liter, or 302". The 302 remained a mainstay of various Ford cars and trucks through the late '90s, although it was progressively replaced by the 4.6 L Ford Modular engine starting in the early 1990s. The last 302 engine was produced for installation in a production vehicle was at Cleveland Engine Plant #1 in December 2000, as part of a build ahead to supply Ford of Australia, who installed their last such engine in a new vehicle in August 2002. The 302 is still available as a complete crate motor from Ford Racing Performance Parts.[WIKI]

SIZES BLOCK MATERIAL HEAD MATERIAL CAM TYPE FUEL SYSTEM
5.0 OHV CAST IRON CAST IRON OHV CARB TBI MPFI

ITEMS

BRACKETS EXHAUST MANIFOLD INTAKE MANIFOLD OIL PAN PISTON
SENSORS TIMING COVER TIMING SET VALVE COVER VALVE INFORMATION

LISTING TEMPLATES

SIZES COMPATABILITY ENGINE TEMP HEAD TEMP CRANK TEMP NOTES
5.0 OHV 86-88 COUGAR THUNDERBIRD
86-91 MARQUIS CROWN VICTORIA
86-90 TOWN CAR
86-87 CONTINENTAL MARK SERIES
***** ***** ***** ***********
5.0 OHV 86 MUSTANG CAPRI 86-87 MARK SERIES ***** ***** ***** ***********
5.0 OHV 87-93 BRONCO E150 F150 F250
87-91 E250
***** ***** ***** ***********
5.0 OHV 87-93 MUSTANG
88-92 MARK SERIES
***** ***** ***** ***********
5.0 OHV 91-93 COUGAR THUNDERBIRD ***** ***** ***** ***********
5.0 OHV 94-95 MUSTANG ***** ***** ***** ***********
5.0 OHV 94-95 MUSTANG ***** ***** ***** COBRA
5.0 OHV **** ***** ***** ***** ***********
5.0 OHV 94-95 BRONCO E150 F150 F250 ***** ***** ***** ***********
5.0 OHV 96 BRONCO E150 F150 F250 ***** ***** ***** ***********
5.0 OHV 97-98 EXPLORER MOUNTAINEER ***** ***** ***** THRU 01/22/98 WITH LOWER INTAKE F67E-9J447-BA
5.0 OHV 98 EXPLORER ***** ***** ***** FROM 01/23/98 THRU 08/09/98 WITH LOWER INTAKE F87E-9J447-CA
5.0 OHV 98 EXPLORER MOUNTAINEER ***** ***** ***** FROM 08/10/98 CAST EXHAUST MANIFOLD WITH LOWER INTAKE XL2E9J447-AB
5.0 OHV 99-01 EXPLORER MOUNTAINEER 5.0A 5.0A ***** *****

VALVE INFORMATION

MAKE MODEL YEAR RANGE
FORD BRONCO 1978-1996
FORD COUNTRY SQUIRE 1987-1991
FORD CUSTOM 1975-1976
FORD E-100 1975-1983
FORD E-150 1975-1996
FORD E-250 1975-1996
FORD E-350 1975-1996
FORD ELITE 1975-1976
FORD EXPLORER 1996-2001
FORD F-100 1977-1981
FORD F-150 1977-1996
FORD F-250 1977-1997
FORD F-350 1977-1997
FORD GRAN TORINO 1975-1977
FORD GRANADA 1975-1977
FORD LTD 1975-1983
FORD CROWN VICTORA 1983-1991
FORD LTD II 1977-1979
FORD MUSTANG 1986-1995
FORD RANCHERO 1975-1979
FORD THUNDERBIRD 1977-1993
FORD TORINO 1975-1976
LINCOLN CONTINENTAL 1980-1987
LINCOLN MARK VII 1986-1992
LINCOLN TOWN CAR 1986-1990
LINCOLN VERSAILLES 1977
MERCURY CAPRI 1986
MERCURY COLONY PARK 1987-1991
MERCURY COUGAR 1975-1993
MERCURY GRAND MARQUIS 1978-1991
MERCURY MARQUIS 1978-1981
MERCURY MONARCH 1975-1977
MERCURY MONTEGO 1975-1976
MERCURY MOUNTAINEER 1997-2001
TYPE HEAD DIAMETER STEM DIAMETER O.A.L. GROOVES LOCATION
EXHAUST 36.9 8.7 128.8 1 *FOR58AU
INTAKE 45.3 8.7 128.8 1 *FOR58AU

****************

*******