302 valve adjustment

[68_250]

My 71 F 100 has a 302 in it. I was told I dont need to do a valve adjustment on it. Is this correct?

[Dragon]

True they are hydraulic lifters. The only time you should need to adjust them is when you put new lifters and pushrods in.

[68_250]

Thanks.
I have done valve adjustments on me FE before but have never had a 302. Is that trrue for all 302's?

[Dragon]

Thanks.
I have done valve adjustments on me FE before but have never had a 302. Is that trrue for all 302's?

How did you do your FE valve adjustments? The 302 has adjustable rockers.

[convincor]

what 302's came factory with adjustible rockers besides the Boss?
And what FE's with hydraulic's had adjustible?

[Dragon]

All 302s had it.

NOTE: This procedure for the 289 and early 302 V8 engines is designed for engines in which the rocker arm mounting studs do not incorporate a positive stop shoulder on the mounting stud. These engines were originally equipped with this kind of stud. However, due to production differences, it is possible some 289 or early 302 engines may be encountered that are equipped with positive stop rocker arm mounting studs. Before following this procedure, verify that the rocker arm mounting studs do not incorporate a positive stop shoulder. On studs without a positive stop, the shank portion of the stud that is exposed just above the cylinder head is the same diameter as the threaded portion, at the top of the stud is of greater diameter than the threaded portion, this identifies it as a positive stop rocker arm stud and the procedure for the 351 engine should be followed.


Crank the engine until No. 1 cylinder is at TDC of the compression stroke and the timing pointer is aligned with the mark on the crankshaft damper.
Scribe a mark on the damper at this point.
Scribe three more marks on the damper, dividing the damper into quarters (see illustration).
With mark A aligned with the timing pointer, adjust the valves on No. 1 cylinder by backing off the adjusting nut until the pushrod has free-play in it. Then, tighten the nut until there is no free-play in the rocker arm. This can be determined by turning the pushrod while tightening the nut; when the pushrod can no longer be turned, all clearance has been removed. After the clearance has been removed, tighten the nut an additional 1⁄4 of a turn.
Repeat this procedure for each valve, turning the crankshaft 1⁄4 turn to the next mark each time and following the engine firing order of 1-5-4-2-6-3-7-8.

Positive stop adjustment procedure:

Rocker arm tighten specifications are: 302 and 351 W — tighten the nut until it contacts the rocker shoulder, then tighten to 18–20 ft. lbs.; 351 C — tighten the bolt to 18–25 ft. lbs.; 429 — tighten the nut until it contacts rocker shoulder, then tighten to 18–22 ft. lbs.

So in a way they all adjust by the rocker arms. I have seen engines that were sick until we backed off the nut from the positive stop then double nutted them.

[Hawkrod]

Convincor was correct, very few 302's had adjustable rockers. There are some 68's that were not positive stop but other than the 69 and 70 Boss 302 all other 302's were either positive stop or fulcrum mounted and there are no adjustments for those. Hawkrod

[convincor]

only some early 68 302's had adjustible. not counting the boss

[OldRedFord]

All 302s had it.

NOTE: This procedure for the 289 and early 302 V8 engines is designed for engines in which the rocker arm mounting studs do not incorporate a positive stop shoulder on the mounting stud. These engines were originally equipped with this kind of stud. However, due to production differences, it is possible some 289 or early 302 engines may be encountered that are equipped with positive stop rocker arm mounting studs. Before following this procedure, verify that the rocker arm mounting studs do not incorporate a positive stop shoulder. On studs without a positive stop, the shank portion of the stud that is exposed just above the cylinder head is the same diameter as the threaded portion, at the top of the stud is of greater diameter than the threaded portion, this identifies it as a positive stop rocker arm stud and the procedure for the 351 engine should be followed.


Crank the engine until No. 1 cylinder is at TDC of the compression stroke and the timing pointer is aligned with the mark on the crankshaft damper.
Scribe a mark on the damper at this point.
Scribe three more marks on the damper, dividing the damper into quarters (see illustration).
With mark A aligned with the timing pointer, adjust the valves on No. 1 cylinder by backing off the adjusting nut until the pushrod has free-play in it. Then, tighten the nut until there is no free-play in the rocker arm. This can be determined by turning the pushrod while tightening the nut; when the pushrod can no longer be turned, all clearance has been removed. After the clearance has been removed, tighten the nut an additional 1⁄4 of a turn.
Repeat this procedure for each valve, turning the crankshaft 1⁄4 turn to the next mark each time and following the engine firing order of 1-5-4-2-6-3-7-8.

Positive stop adjustment procedure:

Rocker arm tighten specifications are: 302 and 351 W — tighten the nut until it contacts the rocker shoulder, then tighten to 18–20 ft. lbs.; 351 C — tighten the bolt to 18–25 ft. lbs.; 429 — tighten the nut until it contacts rocker shoulder, then tighten to 18–22 ft. lbs.

So in a way they all adjust by the rocker arms. I have seen engines that were sick until we backed off the nut from the positive stop then double nutted them.

What 429 are you talking about? I thought the 429/460 had non adjustable pedestal mounted rockers.

[Dragon]

So did a lot of 302s and all 351s I just copied that from my Alldata disc. But sometimes they had to be backed off because the lifter (stock) pumped up and stayed high or lifters and com got replaced for a wiped lobe and Ford sourced us aftermarket lifters and we had to back away from the pedestal base.

[cdeal28078]

All 302s had it.

NOTE: This procedure for the 289 and early 302 V8 engines is designed for engines in which the rocker arm mounting studs do not incorporate a positive stop shoulder on the mounting stud. These engines were originally equipped with this kind of stud.

All of the books had this just to cover the 289's and early 302's
If the head doesn't have the slot where the push rod goes through the head then it is not adjustable as sold stock.
Most engines we see in our bumps are the later 302's that have the positive stop stud and are NOT adjustable.
If a cam or lifter is out of tolerance I would replace it. They also offer different length push rods for such problems.
clint

[Dragon]

They also offer different length push rods for such problems.
clint

Working for Ford on 302s we did not have that choice. When all is good the positive stop rocker stud is a great idea.

[Hawkrod]

They also offer different length push rods for such problems.
clint

Working for Ford on 302s we did not have that choice. When all is good the positive stop rocker stud is a great idea.

I am not sure where you were working but us guys working at Ford dealerships had our choice of pushrods. Ford stocks them still today. They came in 6.845, 6.905, and 6.965 long. I know they still sell them in various lengths but am not sure what is current. The sizes I listed are from back in the day when they were still under warantee. Hawkrod

[Dragon]

Working in a small town in Texas about 100 miles from the Nearest large dealer. We had decent parts stock but not enough.