Editing Ford small block engine (section)

===2-Bolt main bearing caps===
[[File:1968 Mercury Cougar convertible 302 4V Windsor.JPG|thumb|A 302 V8 with a 4-barrel carburetor (designated "4V") in a 1968 [[Mercury Cougar]]]]

In 1968, the small-block's stroke was increased from {{cvt|2.87|in|mm|1}} to {{cvt|3|in|mm|1}}, giving a total displacement of {{cvt|4942|cc|L cuin|1}}. The connecting rods were shortened to permit the use of the same pistons as the 289. The new 302 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 {{cvt|1.773|in|mm}} (intake) and {{cvt|1.442|in|mm}} (exhaust), and was rated (SAE gross) at {{cvt|220|hp|kW|0}} at 4,600&nbsp;rpm and {{cvt|300|lbft|Nm|0}} at 2,600&nbsp;rpm. An optional four-barrel version was rated at {{cvt|230|hp|kW|0}} at 4,800&nbsp;rpm.

The 302 was primarily manufactured at Ford's Cleveland engine plant in Brook Park, Ohio, just as its predecessors were, though Windsor Engine No. 2 manufactured truck-spec engines from 1982 to 1996.<ref>{{cite book |title=The Official 5.0 Mustang Technical Reference & Performance Handbook |first=Al |last=Kirschenbaum |page=174–175}}</ref> The 302 received several changes over the course of its production run, including longer valve stems with rotating lash caps, bottle neck type rocker studs for a positive stop nut arrangement and a longer pushrod to correct valve train geometry. The water pump borrowed from the 351 Cleveland, with a few minor alterations to the casting, allowed the use of a left hand water inlet, which improved water circulation in the radiator to a more cross-flow direction. This change also necessitated moving the timing marks on the harmonic damper to the other side of the front timing cover, and a change to four bolts holding the crank pulley instead of three.

[[Automobile emissions control|Emission regulations]] caused a progressive reduction in compression ratio for the 302 two-barrel, to 9.0:1 in 1972, reducing SAE gross horsepower to {{cvt|210|hp|kW|0}}. In that year, U.S. automakers began to quote horsepower in SAE net ratings; the 302 two-barrel carried a net rating of {{cvt|140|hp|kW|0}}. By 1975, its power had dropped as low as {{cvt|122|hp|kW|0}} in some models. Until [[fuel injection]] began to appear in the 1980s, net power ratings did not rise above {{cvt|210|hp|kW|0}}.

From the 1978 model year, the 302 became more commonly known as the 5.0&nbsp;Liter, although its metric displacement is only {{cvt|4942|cc|L CID|1}}. Despite Ford's branding, ''[[Car and Driver]]'' referred to the 302 as a 4.9-liter engine.{{when|date=May 2024}} Other terms for it included "5-Oh", "5-Point-Oh", and "5 Liter".

[[Throttle-body fuel injection]] became available on the 1980 [[Lincoln Continental]], and became standard on all non-H.O. 5.0&nbsp;Liter engines for 1983. For the 1986 model year, Ford replaced the throttle-body system with sequential multi-port fuel injection, identifiable by the large intake with an "EFI 5.0" badge on top.

Variants of the engine remained in use in Ford passenger cars and light trucks through the mid-1990s, and in SUVs until 2001.

{{hidden begin|title=Applications:|titlestyle=background:#99FF99; text-align:left;|bodystyle=text-align:left;}}
*1968–1970 [[Ford Fairlane (Americas)]]
*1968–1970 [[Ford Falcon (North America)]]
*1968–1995 [[Ford Mustang]]
*1968–1974 [[Ford Galaxie]]
*1968–1996 [[Ford Econoline]]
*1968–1986 [[Ford LTD (Americas)]]
*1969–1991 [[Ford Country Squire]]
*1969–1974 [[Ford Torino]]
*1969–1996 [[Ford F-Series]]
*1969–1996 [[Ford Bronco]]
*1971–1977 [[Ford Maverick]]
*1972–1979 [[Ford Ranchero]]
*1975–1980 [[Ford Granada (North America)]]
*1977–1981, 1983–1988, 1991–1993 [[Ford Thunderbird]]
*1977–1979 [[Ford LTD II]]
*1978–1979 [[Ford Fairmont]]
*1978–1991 [[Ford LTD Crown Victoria]]
*1996–2001 [[Ford Explorer]]
*1968, 1977–1981, 1983–1988, 1991–1993 [[Mercury Cougar]]
*1968–1969 [[Mercury Cyclone]]
*1968–1976 [[Mercury Montego]]
*1969–1991 [[Mercury Colony Park]]
*1969–1977 [[Mercury Comet]]
*1975–1980 [[Mercury Monarch]]
*1979–1986 [[Mercury Capri]]
*1979–1986 [[Mercury Marquis]]
*1983–1991 [[Mercury Grand Marquis]]
*1997–2001 [[Mercury Mountaineer]]
*1977–1980 [[Lincoln Versailles]]
*1980, 1982–1987 [[Lincoln Continental]]
*1980–1983 [[Lincoln Continental Mark VI|Continental Mark VI]]
*1984–1985 [[Lincoln Continental Mark VII|Continental Mark VII]]
*1986–1992 [[Lincoln Continental Mark VII|Lincoln Mark VII]]
*1981–1990 [[Lincoln Town Car]]
*1989–2003 [[Rayton-Fissore Magnum#Laforza|Laforza]]
{{hidden end}}

====GT-350====
For 1968 only, there were three versions of the engine. The standard powerplant was a 302-4V with a high-rise manifold (basic intake at first), a Holley four-barrel 600 CFM carburetor and a dual exhaust, producing {{cvt|250|hp|kW|0}} at 4,800&nbsp;rpm and {{cvt|310|lbft|Nm|0}} at 2,800&nbsp;rpm. An optional, factory installed, Paxton supercharger was available that increased the GT350's output to {{cvt|335|hp|kW|0}} at 5,200&nbsp;rpm and {{cvt|324|lbft|Nm|0}} at 3,200&nbsp;rpm.{{cn|date=January 2025}}. A special high-performance Shelby-modified version of the 302 was offered by Ford in the Shelby GT350 as a mid-year replacement during the model-year.<ref>{{cite web|url=http://thecarsource.com/shelby/1968/1968specs.shtml|title=1968 Shelby Cobra Mustang Specs on thecarsource.com|access-date=21 November 2016}}</ref> Key features included: an angled, high-rise aluminum or iron intake manifold, a larger [[Holley Performance Products|Holley]] four-barrel 715 CFM carburetor, and bigger valves of {{cvt|1.875|in|mm}} intake and {{cvt|1.6|in|mm}} exhaust. It had a longer-duration camshaft, still with hydraulic lifters. 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 {{cvt|315|hp|kW|0}} at 5,000&nbsp;rpm and {{cvt|333|lbft|Nm|0}} at 3,200&nbsp;rpm.{{cn|date=January 2025}}. The package, which cost $692 including some other equipment, was not popular and did not return for 1969. This engine is documented in the Ford factory engine repair manual for 1968 Mustangs and Fairlanes.{{cn|date=May 2024}}

===={{anchor|5.0}} 5.0 H.O.====
[[File:Mustang111.JPG|thumb|5.0 HO in a Ford Mustang]]
The 1982 model year brought a new 5.0 High Output variation of the 302. Mustangs and [[Mercury Capri]]s with manual transmissions were equipped with two-barrel carburetors in 1982, then got a four-barrel Holley carburetor for 1983–85. The block got revised, taller lifter bosses to accept roller lifters, and a steel camshaft in 1985. Electronic sequential fuel injection was introduced in 1986. While sequential injection was used on the Mustang beginning in 1986, other car and truck models continued to use a batch-fire fuel injection system. The speed-density based [[engine control unit|ECU-controlled]] electronic fuel-injection (EFI) systems used a large, two-piece, cast-aluminum manifold. It was fitted on all 302 engines through 1988, after which it was phased out for a [[mass flow sensor|mass airflow sensor]] (MAF) system in most applications. Non–California compliant [[Ford Panther platform|Panther platform]] cars kept the speed-density system until the Lincoln Town Car got the 4.6&nbsp;L OHC Modular V8 for model year 1991, and the [[Ford Crown Victoria|Crown Victoria]] and Mercury Grand Marquis for 1992.

The same manifold was used in MAF applications, with the addition of the MAF sensor in the air intake tube. 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&nbsp;½ Ford Explorers and [[Mercury Mountaineer]]s equipped with the 5.0&nbsp;L engine called the GT40 head (casting ID F3ZE-AA). In mid-1997, the Explorer and Mountaineer 5.0&nbsp;L heads were revised and renamed GT40P. The GT40P heads, unlike the GT40 heads, had a very well-developed port shape which yielded about 200&nbsp;cfm on the intake side and 140&nbsp;cfm on the exhaust side without increasing the size of the ports from the standard E7TE castings, and without increasing the exhaust valve size. These highly-efficient heads also had smaller 59–61&nbsp;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.

Applications:
*1982–1995 [[Ford Mustang]]
*1982–1986 [[Mercury Capri]]
*1984–1985 [[Ford LTD (Americas)#LTD LX (1984–1985)|Ford LTD LX]]
*1984–1985 [[Ford Sierra]] XR8 (South Africa)<ref name=TAM85>{{Cite book | title = Quattroruote: Tutte le Auto del Mondo 1985 | editor = Mastrostefano, Raffaele | publisher = Editoriale Domus S.p.A | ref = TAM85 | date = 1985 | language = it | page = 434 | location = Milano | isbn = 88-7212-012-8}}</ref>
*1985 [[Mercury Marquis#Marquis LTS|Mercury Marquis LTS]]
*1987–1992 [[Lincoln Continental Mark VII|Lincoln Mark VII]] (1987 LSC models only)
*1991–1993 [[Ford Thunderbird]]
*1991–1993 [[Mercury Cougar]]
*1991–2002 [[Ford Falcon (Australia)|Ford Falcon]]
*1991–2002 [[Ford Fairlane (Australia)|Ford Fairlane/Ford LTD]]
*1996–2001 [[Ford Explorer]]
*1997–2001 [[Mercury Mountaineer]]
*1990–1996 [[Panoz Roadster]]

=====Marine 302=====
The 302 was [[marinized]] and offered in both standard and reverse-rotation setups.

====5.6====
In 2001, Ford Australia developed a {{convert|5605|cc|L cc cuin|order=out|adj=on|1}} small block by lengthening the stroke from {{cvt|3.0|in|mm|1|order=flip}} to {{cvt|86.4|mm|in|1}}.<ref>[[#AR02|Automobil Revue (2002)]], p. 288.</ref> The engine featured reworked large-valve GT40P heads, a unique eight-trumpet inlet manifold fitted with a unique throttle body, a long-throw crank, H-beam rods, and roller rockers. It produced {{cvt|335|hp|kW|0}} at 5,250&nbsp;rpm and {{cvt|369|lbft|Nm|0}} at 4,250&nbsp;rpm.<ref>{{cite web | url = http://www.fpv.com.au/theheritage/falcon/2001auiiite50andts50.aspx | title = 2001 AUIII TE50 and TS50 | archive-url = https://web.archive.org/web/20091001050421/http://www.fpv.com.au/theheritage/falcon/2001auiiite50andts50.aspx | archive-date = 2009-10-01 | work = FPV Heritage | publisher = Ford Australia}}</ref> The engine was used in special 2001–2002 "T" series Ford Falcons and XR8 Pursuit 250s, which were the last models developed in collaboration with [[Tickford Vehicle Engineering]], and which were exclusively available from dealers under the FTE (Ford Tickford Experience) banner.