Once you have reached the maximum recommended torque setting, go around one more time. I recommend that you use the 3 step torque technique where you torque down the bolts in three equal steps. If you use special bolts, follow the torque specifications provided by the manufacturer. Side E I E I E I E I Front to rearĪll torque specifications provided in this table are those recommended by FORD. Firing order for most v8 engines except for 302 HO & some 351’s.Some later 5.0L engines were simple the cast iron block color on the block and gray valve covers. The 302 had a late Ford blue engine block color and late Ford blue valve covers. This also explains why there is a great abundance of aftermarket parts available at very reasonable prices. This is a testament of the quality and performance of this engine. Very few other engines have had a life span of about 30 years. I will attempt to provide information on the birth, evolution, disappearance, resurrection and final death of the 302 (5.0L) in 1995. In 1979, it was stopped and came back in 1982 with the moniker of 5.0L. 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. 95 Mustang GT 5.0 Deep Grunt Flowmaster Exhaust 38,626 views 194 Dislike Share corght 2.01K subscribers This is my new toy, a 95 Mustang GT 5.0L. 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. EDIT: 86GT50 is right plan the whole job, make sure they work into your future plans(if any), & then collect all of the components to do it "one time".1995 Mustang Engine Information – 302 cubic inch V-8 (5.0 L H.O V8) The “5.0L High Output” Ford Small Block V8 My new stroker has Mahl pistons by the way. Ross in the high end, Mahl in the middle, Probe(my personal opinion) & others on the lower end. You have many good piston options budget is the only limit. The piston selection won't have any adverse affects unless you pick something outside the range of a '87-91 replacement spec. I just want to mention that you also have to be careful with the modifications you make with a speed density vehicle but I'll leave that "explaining" to the experts on this site. The orientation of the valve reliefs may be important if you plan on installing a Trick Flow head they have revised valve locations & therefore the piston relief for the intake has to be in s slightly different location. Your '86 pistons are flat with no valve reliefs & limit cam selection with the current heads or especially with smaller combustion chamber heads(be it aftermarket or say '64 factory heads).
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