Ford Boss 302 engine - Revision history

198.29.37.209: changed "based based" to "based"

2024-10-10T07:05:59Z

changed "based based" to "based"

← Previous revision		Revision as of 07:05, 10 October 2024
Line 28:		Line 28:

	==Design==		==Design==
	The [[Ford_small_block_engine\|Ford small-block V8]]-based 1969–70 302 H.O. "[[Ford_small_block_engine#Boss_302\|Boss 302]]" engine was developed in 1968 for the [[Sports Car Club of America\|SCCA]]'s 1969 [[Trans-Am Series\|Trans-Am]] road racing series. Available only in the [[Boss 302 Mustang]], it derived from a line that traced to the [[Ford_small_block_engine#289_HiPo_(K-code)\|Ford 289 HiPo]] engine, not a stock "Windsor" 302. It had its own block, ~~based~~ based on a unique thin-wall, high nickel content nodular iron casting, with performance upgrades that included [[valve lifter\|solid lifters]], much stronger 4-bolt rather than 2-bolt main [[crankshaft]] bearings, threaded rather than compression freeze plugs, and custom-fitted canted valve [[cylinder head\|heads]] that gave it larger valves than on most engines more than a third greater in displacement.<ref name="302w">{{cite web\|url=http://www.302w.com/boss-302/boss-302-engine-history-and-technical-specifcations.aspx\|title=Boss 302 Engine and Boss 302 Mustang History and Specifications\|publisher=302w.com\|access-date=18 November 2010\|archive-url=https://web.archive.org/web/20101121060802/http://www.302w.com/boss-302/boss-302-engine-history-and-technical-specifcations.aspx\|archive-date=21 November 2010\|url-status=dead}}</ref> These "better breathing" heads<ref>{{cite web \|last1=Holdener \|first1=Richard \|title=Ford Boss 302 Engine Build - Build A Better Boss - Tech \|url=https://www.motortrend.com/how-to/mdmp-1011-ford-boss-302-engine-build/ \|website=MotorTrend \|access-date=13 February 2023}}</ref> were being developed for the planned [[Ford 335 engine#351 Cleveland\|351 Cleveland]] (which debuted in late 1969 Mustangs) and shared a common [[cylinder head]] bolt pattern, but required slight modification of their coolant passages and special head gaskets to work on the Boss 302.<ref>{{Cite web\|url=http://www.mustangandfords.com/how-to/engine/mdmp-1011-ford-boss-302-engine-build/\|title=Ford Boss 302 Engine Build – Build A Better Boss – Tech\|last=Erickson\|first=Keith\|date=17 July 2017\|website=Mustang and Fords}}</ref> Adjustable rocker studs, new long slot rockers, and closed 62cc combustion chamber heads were all used.		The [[Ford_small_block_engine\|Ford small-block V8]]-based 1969–70 302 H.O. "[[Ford_small_block_engine#Boss_302\|Boss 302]]" engine was developed in 1968 for the [[Sports Car Club of America\|SCCA]]'s 1969 [[Trans-Am Series\|Trans-Am]] road racing series. Available only in the [[Boss 302 Mustang]], it derived from a line that traced to the [[Ford_small_block_engine#289_HiPo_(K-code)\|Ford 289 HiPo]] engine, not a stock "Windsor" 302. It had its own block, based on a unique thin-wall, high nickel content nodular iron casting, with performance upgrades that included [[valve lifter\|solid lifters]], much stronger 4-bolt rather than 2-bolt main [[crankshaft]] bearings, threaded rather than compression freeze plugs, and custom-fitted canted valve [[cylinder head\|heads]] that gave it larger valves than on most engines more than a third greater in displacement.<ref name="302w">{{cite web\|url=http://www.302w.com/boss-302/boss-302-engine-history-and-technical-specifcations.aspx\|title=Boss 302 Engine and Boss 302 Mustang History and Specifications\|publisher=302w.com\|access-date=18 November 2010\|archive-url=https://web.archive.org/web/20101121060802/http://www.302w.com/boss-302/boss-302-engine-history-and-technical-specifcations.aspx\|archive-date=21 November 2010\|url-status=dead}}</ref> These "better breathing" heads<ref>{{cite web \|last1=Holdener \|first1=Richard \|title=Ford Boss 302 Engine Build - Build A Better Boss - Tech \|url=https://www.motortrend.com/how-to/mdmp-1011-ford-boss-302-engine-build/ \|website=MotorTrend \|access-date=13 February 2023}}</ref> were being developed for the planned [[Ford 335 engine#351 Cleveland\|351 Cleveland]] (which debuted in late 1969 Mustangs) and shared a common [[cylinder head]] bolt pattern, but required slight modification of their coolant passages and special head gaskets to work on the Boss 302.<ref>{{Cite web\|url=http://www.mustangandfords.com/how-to/engine/mdmp-1011-ford-boss-302-engine-build/\|title=Ford Boss 302 Engine Build – Build A Better Boss – Tech\|last=Erickson\|first=Keith\|date=17 July 2017\|website=Mustang and Fords}}</ref> Adjustable rocker studs, new long slot rockers, and closed 62cc combustion chamber heads were all used.

	The block had a thicker deck and a taller [[intake manifold]] to accommodate the heads. The engine also had a distinct [[harmonic balancer]], crankcase windage tray, bigger diameter alternator pulley (from the 289 HiPo), and bigger diameter power steering pulley, all to accommodate a higher-revving engine than the standard 302. Valve covers gained two bolts (up to eight), and were chromed in 1969 and cast aluminum in 1970. The high-performance [[connecting rod]]s are the same as used in the 289 HiPo, 5.155" vs 5.09" for the stock Windsor 302. They are capable of handling up to ~8k RPM, aided by a spot face for {{convert\|3/8\|in\|mm\|1\|abbr=on}} bolts with a unique football-shaped head (vs 5/16 for standard small blocks), and beefier cap. The crankshaft was a cross-drilled high-strength steel forging with hollow crankshaft throws; the cross-drilling was eliminated in 1970 for better reliability. The cam and lifters are high lift, with the cam featuring 290 degrees duration and {{convert\|.477\|in\|mm\|1\|abbr=on}} of lift.		The block had a thicker deck and a taller [[intake manifold]] to accommodate the heads. The engine also had a distinct [[harmonic balancer]], crankcase windage tray, bigger diameter alternator pulley (from the 289 HiPo), and bigger diameter power steering pulley, all to accommodate a higher-revving engine than the standard 302. Valve covers gained two bolts (up to eight), and were chromed in 1969 and cast aluminum in 1970. The high-performance [[connecting rod]]s are the same as used in the 289 HiPo, 5.155" vs 5.09" for the stock Windsor 302. They are capable of handling up to ~8k RPM, aided by a spot face for {{convert\|3/8\|in\|mm\|1\|abbr=on}} bolts with a unique football-shaped head (vs 5/16 for standard small blocks), and beefier cap. The crankshaft was a cross-drilled high-strength steel forging with hollow crankshaft throws; the cross-drilling was eliminated in 1970 for better reliability. The cam and lifters are high lift, with the cam featuring 290 degrees duration and {{convert\|.477\|in\|mm\|1\|abbr=on}} of lift.

Meltdown627: removing unknown parameter

2024-06-11T19:24:09Z

removing unknown parameter

← Previous revision		Revision as of 19:24, 11 June 2024
Line 21:		Line 21:
	\| predecessor =		\| predecessor =
	\| successor = [[Ford_335_engine#1971_R-code_(Boss_351)\|Ford Boss 351 V8]]		\| successor = [[Ford_335_engine#1971_R-code_(Boss_351)\|Ford Boss 351 V8]]
	\| related = [[Ford_small_block_engine#351W\|Ford Windsor 351]]<br>[[Ford 335 engine\|Ford 335 Cleveland V8]]
	}}		}}

2601:196:180:DC0:5129:B014:8FC:56E4: /* Design */ Link to content at Ford small block engine page

2024-05-25T14:31:31Z

Design: Link to content at Ford small block engine page

← Previous revision		Revision as of 14:31, 25 May 2024
Line 29:		Line 29:

	==Design==		==Design==
	The [[Ford_small_block_engine\|Ford small-block V8]]-based 1969–70 302 H.O. "Boss 302" engine was developed in 1968 for the [[Sports Car Club of America\|SCCA]]'s 1969 [[Trans-Am Series\|Trans-Am]] road racing series. Available only in the [[Boss 302 Mustang]], it derived from a line that traced to the [[Ford_small_block_engine#289_HiPo_(K-code)\|Ford 289 HiPo]] engine, not a stock "Windsor" 302. It had its own block, based based on a unique thin-wall, high nickel content nodular iron casting, with performance upgrades that included [[valve lifter\|solid lifters]], much stronger 4-bolt rather than 2-bolt main [[crankshaft]] bearings, threaded rather than compression freeze plugs, and custom-fitted canted valve [[cylinder head\|heads]] that gave it larger valves than on most engines more than a third greater in displacement.<ref name="302w">{{cite web\|url=http://www.302w.com/boss-302/boss-302-engine-history-and-technical-specifcations.aspx\|title=Boss 302 Engine and Boss 302 Mustang History and Specifications\|publisher=302w.com\|access-date=18 November 2010\|archive-url=https://web.archive.org/web/20101121060802/http://www.302w.com/boss-302/boss-302-engine-history-and-technical-specifcations.aspx\|archive-date=21 November 2010\|url-status=dead}}</ref> These "better breathing" heads<ref>{{cite web \|last1=Holdener \|first1=Richard \|title=Ford Boss 302 Engine Build - Build A Better Boss - Tech \|url=https://www.motortrend.com/how-to/mdmp-1011-ford-boss-302-engine-build/ \|website=MotorTrend \|access-date=13 February 2023}}</ref> were being developed for the planned [[Ford 335 engine#351 Cleveland\|351 Cleveland]] (which debuted in late 1969 Mustangs) and shared a common [[cylinder head]] bolt pattern, but required slight modification of their coolant passages and special head gaskets to work on the Boss 302.<ref>{{Cite web\|url=http://www.mustangandfords.com/how-to/engine/mdmp-1011-ford-boss-302-engine-build/\|title=Ford Boss 302 Engine Build – Build A Better Boss – Tech\|last=Erickson\|first=Keith\|date=17 July 2017\|website=Mustang and Fords}}</ref> Adjustable rocker studs, new long slot rockers, and closed 62cc combustion chamber heads were all used.		The [[Ford_small_block_engine\|Ford small-block V8]]-based 1969–70 302 H.O. "[[Ford_small_block_engine#Boss_302\|Boss 302]]" engine was developed in 1968 for the [[Sports Car Club of America\|SCCA]]'s 1969 [[Trans-Am Series\|Trans-Am]] road racing series. Available only in the [[Boss 302 Mustang]], it derived from a line that traced to the [[Ford_small_block_engine#289_HiPo_(K-code)\|Ford 289 HiPo]] engine, not a stock "Windsor" 302. It had its own block, based based on a unique thin-wall, high nickel content nodular iron casting, with performance upgrades that included [[valve lifter\|solid lifters]], much stronger 4-bolt rather than 2-bolt main [[crankshaft]] bearings, threaded rather than compression freeze plugs, and custom-fitted canted valve [[cylinder head\|heads]] that gave it larger valves than on most engines more than a third greater in displacement.<ref name="302w">{{cite web\|url=http://www.302w.com/boss-302/boss-302-engine-history-and-technical-specifcations.aspx\|title=Boss 302 Engine and Boss 302 Mustang History and Specifications\|publisher=302w.com\|access-date=18 November 2010\|archive-url=https://web.archive.org/web/20101121060802/http://www.302w.com/boss-302/boss-302-engine-history-and-technical-specifcations.aspx\|archive-date=21 November 2010\|url-status=dead}}</ref> These "better breathing" heads<ref>{{cite web \|last1=Holdener \|first1=Richard \|title=Ford Boss 302 Engine Build - Build A Better Boss - Tech \|url=https://www.motortrend.com/how-to/mdmp-1011-ford-boss-302-engine-build/ \|website=MotorTrend \|access-date=13 February 2023}}</ref> were being developed for the planned [[Ford 335 engine#351 Cleveland\|351 Cleveland]] (which debuted in late 1969 Mustangs) and shared a common [[cylinder head]] bolt pattern, but required slight modification of their coolant passages and special head gaskets to work on the Boss 302.<ref>{{Cite web\|url=http://www.mustangandfords.com/how-to/engine/mdmp-1011-ford-boss-302-engine-build/\|title=Ford Boss 302 Engine Build – Build A Better Boss – Tech\|last=Erickson\|first=Keith\|date=17 July 2017\|website=Mustang and Fords}}</ref> Adjustable rocker studs, new long slot rockers, and closed 62cc combustion chamber heads were all used.

	The block had a thicker deck and a taller [[intake manifold]] to accommodate the heads. The engine also had a distinct [[harmonic balancer]], crankcase windage tray, bigger diameter alternator pulley (from the 289 HiPo), and bigger diameter power steering pulley, all to accommodate a higher-revving engine than the standard 302. Valve covers gained two bolts (up to eight), and were chromed in 1969 and cast aluminum in 1970. The high-performance [[connecting rod]]s are the same as used in the 289 HiPo, 5.155" vs 5.09" for the stock Windsor 302. They are capable of handling up to ~8k RPM, aided by a spot face for {{convert\|3/8\|in\|mm\|1\|abbr=on}} bolts with a unique football-shaped head (vs 5/16 for standard small blocks), and beefier cap. The crankshaft was a cross-drilled high-strength steel forging with hollow crankshaft throws; the cross-drilling was eliminated in 1970 for better reliability. The cam and lifters are high lift, with the cam featuring 290 degrees duration and {{convert\|.477\|in\|mm\|1\|abbr=on}} of lift.		The block had a thicker deck and a taller [[intake manifold]] to accommodate the heads. The engine also had a distinct [[harmonic balancer]], crankcase windage tray, bigger diameter alternator pulley (from the 289 HiPo), and bigger diameter power steering pulley, all to accommodate a higher-revving engine than the standard 302. Valve covers gained two bolts (up to eight), and were chromed in 1969 and cast aluminum in 1970. The high-performance [[connecting rod]]s are the same as used in the 289 HiPo, 5.155" vs 5.09" for the stock Windsor 302. They are capable of handling up to ~8k RPM, aided by a spot face for {{convert\|3/8\|in\|mm\|1\|abbr=on}} bolts with a unique football-shaped head (vs 5/16 for standard small blocks), and beefier cap. The crankshaft was a cross-drilled high-strength steel forging with hollow crankshaft throws; the cross-drilling was eliminated in 1970 for better reliability. The cam and lifters are high lift, with the cam featuring 290 degrees duration and {{convert\|.477\|in\|mm\|1\|abbr=on}} of lift.

2601:196:180:DC0:5129:B014:8FC:56E4: /* Design */ General cleanup

2024-05-25T14:22:02Z

Design: General cleanup

← Previous revision		Revision as of 14:22, 25 May 2024
Line 29:		Line 29:

	==Design==		==Design==
	The [[Ford_small_block_engine\|Ford small-block V8]]-~~basded~~ 1969–70 302 H.O. engine was developed in 1968 for the [[Sports Car Club of America\|SCCA]]'s 1969 [[Trans-Am Series\|Trans-Am]] road racing series. ~~Fitted~~ to the ~~contemporary factory-made~~ [[Boss 302 Mustang]]s, ~~the small block V8 was~~ derived from a line that traced to the [[Ford_small_block_engine#289_HiPo_(K-code)\|Ford 289 HiPo]] engine, not a stock "Windsor" 302. It had its own block, based based on a unique thin-wall, high nickel content nodular iron casting, with performance upgrades that included [[valve lifter\|solid lifters]], much stronger 4-bolt rather than 2-bolt main [[crankshaft]] bearings, threaded rather than ~~simple~~ compression freeze plugs, and [[cylinder head\|heads]] ~~using a canted valve design~~ that ~~allowed~~ ~~for~~ larger valves than on most engines more than a third greater in displacement.<ref name="302w">{{cite web\|url=http://www.302w.com/boss-302/boss-302-engine-history-and-technical-specifcations.aspx\|title=Boss 302 Engine and Boss 302 Mustang History and Specifications\|publisher=302w.com\|access-date=18 November 2010\|archive-url=https://web.archive.org/web/20101121060802/http://www.302w.com/boss-302/boss-302-engine-history-and-technical-specifcations.aspx\|archive-date=21 November 2010\|url-status=dead}}</ref> These "better breathing" heads<ref>{{cite web \|last1=Holdener \|first1=Richard \|title=Ford Boss 302 Engine Build - Build A Better Boss - Tech \|url=https://www.motortrend.com/how-to/mdmp-1011-ford-boss-302-engine-build/ \|website=MotorTrend \|access-date=13 February 2023}}</ref> were being developed for the planned [[Ford 335 engine#351 Cleveland\|351 Cleveland]] (which debuted in late 1969 Mustangs) and shared a common [[cylinder head]] bolt pattern, but required slight modification of their coolant passages to work on the Boss 302.<ref>{{Cite web\|url=http://www.mustangandfords.com/how-to/engine/mdmp-1011-ford-boss-302-engine-build/\|title=Ford Boss 302 Engine Build – Build A Better Boss – Tech\|last=Erickson\|first=Keith\|date=17 July 2017\|website=Mustang and Fords}}</ref> Adjustable rocker studs, new long slot rockers, and closed 62cc combustion chamber heads were all used.		The [[Ford_small_block_engine\|Ford small-block V8]]-based 1969–70 302 H.O. "Boss 302" engine was developed in 1968 for the [[Sports Car Club of America\|SCCA]]'s 1969 [[Trans-Am Series\|Trans-Am]] road racing series. Available only in the [[Boss 302 Mustang]], it derived from a line that traced to the [[Ford_small_block_engine#289_HiPo_(K-code)\|Ford 289 HiPo]] engine, not a stock "Windsor" 302. It had its own block, based based on a unique thin-wall, high nickel content nodular iron casting, with performance upgrades that included [[valve lifter\|solid lifters]], much stronger 4-bolt rather than 2-bolt main [[crankshaft]] bearings, threaded rather than compression freeze plugs, and custom-fitted canted valve [[cylinder head\|heads]] that gave it larger valves than on most engines more than a third greater in displacement.<ref name="302w">{{cite web\|url=http://www.302w.com/boss-302/boss-302-engine-history-and-technical-specifcations.aspx\|title=Boss 302 Engine and Boss 302 Mustang History and Specifications\|publisher=302w.com\|access-date=18 November 2010\|archive-url=https://web.archive.org/web/20101121060802/http://www.302w.com/boss-302/boss-302-engine-history-and-technical-specifcations.aspx\|archive-date=21 November 2010\|url-status=dead}}</ref> These "better breathing" heads<ref>{{cite web \|last1=Holdener \|first1=Richard \|title=Ford Boss 302 Engine Build - Build A Better Boss - Tech \|url=https://www.motortrend.com/how-to/mdmp-1011-ford-boss-302-engine-build/ \|website=MotorTrend \|access-date=13 February 2023}}</ref> were being developed for the planned [[Ford 335 engine#351 Cleveland\|351 Cleveland]] (which debuted in late 1969 Mustangs) and shared a common [[cylinder head]] bolt pattern, but required slight modification of their coolant passages and special head gaskets to work on the Boss 302.<ref>{{Cite web\|url=http://www.mustangandfords.com/how-to/engine/mdmp-1011-ford-boss-302-engine-build/\|title=Ford Boss 302 Engine Build – Build A Better Boss – Tech\|last=Erickson\|first=Keith\|date=17 July 2017\|website=Mustang and Fords}}</ref> Adjustable rocker studs, new long slot rockers, and closed 62cc combustion chamber heads were all used.

	The block had a thicker deck and a taller [[intake manifold]] ~~due~~ to the heads. It also had a distinct [[harmonic balancer]], crankcase windage tray, bigger diameter alternator pulley (from the 289 HiPo), and bigger diameter power steering pulley, all to accommodate a higher-revving engine than the standard 302. Valve covers gained two bolts (up to eight), and were chromed in 1969 and cast aluminum in 1970. The high-performance [[connecting rod]]s are the same as used in the 289 HiPo, 5.155" vs 5.09" for the stock Windsor 302. They are capable of handling up to ~8k RPM, aided by a spot face for {{convert\|3/8\|in\|mm\|1\|abbr=on}} bolts with a unique football-shaped head (vs 5/16 for standard small blocks), and beefier cap. The crankshaft was a cross-drilled high-strength steel forging with hollow crankshaft throws; the cross-drilling was eliminated in 1970 for better reliability. The cam and lifters are high lift, with the cam featuring 290 degrees duration and {{convert\|.477\|in\|mm\|1\|abbr=on}} of lift.		The block had a thicker deck and a taller [[intake manifold]] to accommodate the heads. The engine also had a distinct [[harmonic balancer]], crankcase windage tray, bigger diameter alternator pulley (from the 289 HiPo), and bigger diameter power steering pulley, all to accommodate a higher-revving engine than the standard 302. Valve covers gained two bolts (up to eight), and were chromed in 1969 and cast aluminum in 1970. The high-performance [[connecting rod]]s are the same as used in the 289 HiPo, 5.155" vs 5.09" for the stock Windsor 302. They are capable of handling up to ~8k RPM, aided by a spot face for {{convert\|3/8\|in\|mm\|1\|abbr=on}} bolts with a unique football-shaped head (vs 5/16 for standard small blocks), and beefier cap. The crankshaft was a cross-drilled high-strength steel forging with hollow crankshaft throws; the cross-drilling was eliminated in 1970 for better reliability. The cam and lifters are high lift, with the cam featuring 290 degrees duration and {{convert\|.477\|in\|mm\|1\|abbr=on}} of lift.

	The wide and large port heads with staggered valve placement give the 302 H.O. high power capabilities. Because of the pent-roof design of the heads, the Boss also had forged pop-up pistons to achieve the desired 10.5:1 compression ratio. Early units were typically characterized by very large intake {{convert\|2.23\|in\|mm\|1}} and exhaust {{convert\|1.7\|in\|mm\|1}} valves sitting in a small quench style [[combustion chamber]]. [[Exhaust valve]]s were sodium-filled to aid cooling. Valve springs were dual units with an inner and outer spring to minimize harmonic resonance at high RPM. The heads feature steel spring seats, screw-in rocker studs, pushrod guide plates to aid in pushrod stability at high RPMs, and adjustable [[rocker arm]]s. Fuel was provided by a [[Holley Performance Products\|Holley]] {{convert\|780\|cuft/min\|1\|abbr=on}} manual [[Choke valve\|choke]] carburetor. The taller intake required a thinner spacer~~. Ford used a phenolic spacer~~ ~~that~~ incorporated an aluminum tube for the PCV hose and ~~also~~ ~~helped~~ isolate the carburetor from the heat of the intake. Ignition was handled by a dual point [[distributor]] firing unique {{convert\|14\|mm\|in\|1\|abbr=on}} AF 32 [[Autolite]] [[spark plug]]s ~~specified because of their smaller size ({{convert\|5/8\|in\|mm\|1\|adj=on}} wrench vs. {{convert\|13/16\|in\|mm\|1\|adj=on}} wrench) so as~~ to fit within the tight confines of the combustion chamber alongside the very large valves.		The wide and large port heads with staggered valve placement give the 302 H.O. high power capabilities. Because of the pent-roof design of the heads, the Boss also had forged pop-up pistons to achieve the desired 10.5:1 compression ratio. Early units were typically characterized by very large intake {{convert\|2.23\|in\|mm\|1}} and exhaust {{convert\|1.7\|in\|mm\|1}} valves sitting in a small quench style [[combustion chamber]]. [[Exhaust valve]]s were sodium-filled to aid cooling. Valve springs were dual units with an inner and outer spring to minimize harmonic resonance at high RPM. The heads feature steel spring seats, screw-in rocker studs, pushrod guide plates to aid in pushrod stability at high RPMs, and adjustable [[rocker arm]]s. Fuel was provided by a [[Holley Performance Products\|Holley]] {{convert\|780\|cuft/min\|1\|abbr=on}} manual [[Choke valve\|choke]] carburetor. The taller intake required a thinner spacer, which incorporated an aluminum tube for the PCV hose and was made of phenolic resin to help isolate the carburetor from the heat of the intake. Ignition was handled by a dual point [[distributor]] firing unique small-diameter {{convert\|14\|mm\|in\|1\|abbr=on}} AF 32 [[Autolite]] [[spark plug]]s necessary to fit within the tight confines of the combustion chamber alongside the very large valves.

	[[File:Boss302Engine.jpg\|alt=Ford Boss 302 Engine With Shaker scoop. Factory Finned Aluminum valve covers unique to canted valve Boss 302 engine. \|thumb\|285x285px\|Ford Boss 302 Engine With Shaker scoop. Factory Finned Aluminum valve covers unique to canted valve Boss 302 engine.]]		[[File:Boss302Engine.jpg\|alt=Ford Boss 302 Engine With Shaker scoop. Factory Finned Aluminum valve covers unique to canted valve Boss 302 engine. \|thumb\|285x285px\|Ford Boss 302 Engine With Shaker scoop. Factory Finned Aluminum valve covers were unique to the canted valve Boss 302 engine.]]

	At idle, a properly tuned engine's solid lifters produce a significant amount of 'chatter', giving the engine a unique sound.		At idle, a properly tuned engine's solid lifters produce a significant amount of 'chatter', giving the engine a unique sound.

	~~The~~ power output ~~was~~ {{convert\|290\|hp\|kW\|0\|abbr=on}} at 5,200 RPM with maximum [[torque]] of {{convert\|290\|lbft\|Nm\|0\|abbr=on}} at 4300 RPM~~. It had a 6,150 RPM limit~~. The Boss 302 engine competes well with other high performance 'small blocks', such as the [[Chevrolet small-block engine (first- and second-generation)#302\|Chevy 302]], the [[Chrysler LA engine#340 V8\|Chrysler 340]], and the [[AMC V8 engine\|AMC 360]].<ref name="302w"/>		Redline was 6,150 rpms, and power output conservatively rated at {{convert\|290\|hp\|kW\|0\|abbr=on}} gross at 5,200 RPM with maximum [[torque]] of {{convert\|290\|lbft\|Nm\|0\|abbr=on}} at 4300 RPM. The Boss 302 engine competes well with other high performance 'small blocks', such as the [[Chevrolet small-block engine (first- and second-generation)#302\|Chevy 302]], the [[Chrysler LA engine#340 V8\|Chrysler 340]], and the [[AMC V8 engine\|AMC 360]].<ref name="302w"/>

	The name "Boss", popular 1960s slang for "excellent" or "very cool",<ref>[https://www.thesaurus.com/browse/boss "Boss" at Thesaurus.com]</ref> got attached to the Boss 302 Mustang by stylist [[Larry Shinoda]] in recognition of the enthusiasm of his boss, new Ford president [[Bunkie Knudsen\|Semon "Bunkie" Knudson]] (who had brought Shinoda over from GM's Chevrolet Division)<ref>{{cite journal\|last=Hart\|first=Roger\|title=High-End Muscle\|journal=AutoWeek\|date=4 April 2011\|volume=61\|issue=7\|page=18 }}</ref> for the car. Knudson told his designers, "I want to design a car that's the coolest Mustang out there. I don't want somebody else's name on it, like a Shelby."{{citation needed\|date=November 2016}} The model's widespread popularity resulted in the term "Boss 302" displacing "302 H.O.", the engine's formal name, in popular use.		The name "Boss", popular 1960s slang for "excellent" or "very cool",<ref>[https://www.thesaurus.com/browse/boss "Boss" at Thesaurus.com]</ref> got attached to the Boss 302 Mustang by stylist [[Larry Shinoda]] in recognition of the enthusiasm of his boss, new Ford president [[Bunkie Knudsen\|Semon "Bunkie" Knudson]] (who had brought Shinoda over from GM's Chevrolet Division)<ref>{{cite journal\|last=Hart\|first=Roger\|title=High-End Muscle\|journal=AutoWeek\|date=4 April 2011\|volume=61\|issue=7\|page=18 }}</ref> for the car. Knudson told his designers, "I want to design a car that's the coolest Mustang out there. I don't want somebody else's name on it, like a Shelby."{{citation needed\|date=November 2016}} The model's widespread popularity resulted in the term "Boss 302" displacing "302 H.O.", the engine's formal name, in popular use.

2601:196:180:DC0:5129:B014:8FC:56E4: /* Design */ Clarity, link

2024-05-25T14:10:19Z

Design: Clarity, link

← Previous revision		Revision as of 14:10, 25 May 2024
Line 29:		Line 29:

	==Design==		==Design==
	The 1969–70 302 H.O. engine was developed in 1968 for the [[Sports Car Club of America\|SCCA]]'s 1969 [[Trans-Am Series\|Trans-Am]] road racing series. Fitted to the contemporary factory-made [[Boss 302 Mustang]]s, the small block V8 was derived from a line that traced to the [[Ford_small_block_engine#289_HiPo_(K-code)\|Ford 289 HiPo]] engine, not a stock "Windsor" 302. It had its own block, based based on a unique thin-wall, high nickel content nodular iron casting, with performance upgrades that included [[valve lifter\|solid lifters]], much stronger 4-bolt rather than 2-bolt main [[crankshaft]] bearings, threaded rather than simple compression freeze plugs, and [[cylinder head\|heads]] using a canted valve design that allowed for larger valves than on most engines more than a third greater in displacement.<ref name="302w">{{cite web\|url=http://www.302w.com/boss-302/boss-302-engine-history-and-technical-specifcations.aspx\|title=Boss 302 Engine and Boss 302 Mustang History and Specifications\|publisher=302w.com\|access-date=18 November 2010\|archive-url=https://web.archive.org/web/20101121060802/http://www.302w.com/boss-302/boss-302-engine-history-and-technical-specifcations.aspx\|archive-date=21 November 2010\|url-status=dead}}</ref> These "better breathing" heads<ref>{{cite web \|last1=Holdener \|first1=Richard \|title=Ford Boss 302 Engine Build - Build A Better Boss - Tech \|url=https://www.motortrend.com/how-to/mdmp-1011-ford-boss-302-engine-build/ \|website=MotorTrend \|access-date=13 February 2023}}</ref> were being developed for the planned [[Ford 335 engine#351 Cleveland\|351 Cleveland]] (which debuted in late 1969 Mustangs) and shared a common [[cylinder head]] bolt pattern, but required slight modification of their coolant passages to work on the Boss 302.<ref>{{Cite web\|url=http://www.mustangandfords.com/how-to/engine/mdmp-1011-ford-boss-302-engine-build/\|title=Ford Boss 302 Engine Build – Build A Better Boss – Tech\|last=Erickson\|first=Keith\|date=17 July 2017\|website=Mustang and Fords}}</ref> Adjustable rocker studs, new long slot rockers, and closed 62cc combustion chamber heads were all used.		The [[Ford_small_block_engine\|Ford small-block V8]]-basded 1969–70 302 H.O. engine was developed in 1968 for the [[Sports Car Club of America\|SCCA]]'s 1969 [[Trans-Am Series\|Trans-Am]] road racing series. Fitted to the contemporary factory-made [[Boss 302 Mustang]]s, the small block V8 was derived from a line that traced to the [[Ford_small_block_engine#289_HiPo_(K-code)\|Ford 289 HiPo]] engine, not a stock "Windsor" 302. It had its own block, based based on a unique thin-wall, high nickel content nodular iron casting, with performance upgrades that included [[valve lifter\|solid lifters]], much stronger 4-bolt rather than 2-bolt main [[crankshaft]] bearings, threaded rather than simple compression freeze plugs, and [[cylinder head\|heads]] using a canted valve design that allowed for larger valves than on most engines more than a third greater in displacement.<ref name="302w">{{cite web\|url=http://www.302w.com/boss-302/boss-302-engine-history-and-technical-specifcations.aspx\|title=Boss 302 Engine and Boss 302 Mustang History and Specifications\|publisher=302w.com\|access-date=18 November 2010\|archive-url=https://web.archive.org/web/20101121060802/http://www.302w.com/boss-302/boss-302-engine-history-and-technical-specifcations.aspx\|archive-date=21 November 2010\|url-status=dead}}</ref> These "better breathing" heads<ref>{{cite web \|last1=Holdener \|first1=Richard \|title=Ford Boss 302 Engine Build - Build A Better Boss - Tech \|url=https://www.motortrend.com/how-to/mdmp-1011-ford-boss-302-engine-build/ \|website=MotorTrend \|access-date=13 February 2023}}</ref> were being developed for the planned [[Ford 335 engine#351 Cleveland\|351 Cleveland]] (which debuted in late 1969 Mustangs) and shared a common [[cylinder head]] bolt pattern, but required slight modification of their coolant passages to work on the Boss 302.<ref>{{Cite web\|url=http://www.mustangandfords.com/how-to/engine/mdmp-1011-ford-boss-302-engine-build/\|title=Ford Boss 302 Engine Build – Build A Better Boss – Tech\|last=Erickson\|first=Keith\|date=17 July 2017\|website=Mustang and Fords}}</ref> Adjustable rocker studs, new long slot rockers, and closed 62cc combustion chamber heads were all used.

	The block had a thicker deck and a taller [[intake manifold]] due to the heads. It also had a distinct [[harmonic balancer]], crankcase windage tray, bigger diameter alternator pulley (from the 289 HiPo), and bigger diameter power steering pulley, all to accommodate a higher-revving engine than the standard 302. Valve covers gained two bolts (up to eight), and were chromed in 1969 and cast aluminum in 1970. The high-performance [[connecting rod]]s are the same as used in the 289 HiPo, 5.155" vs 5.09" for the stock Windsor 302. They are capable of handling up to ~8k RPM, aided by a spot face for {{convert\|3/8\|in\|mm\|1\|abbr=on}} bolts with a unique football-shaped head (vs 5/16 for standard small blocks), and beefier cap. The crankshaft was a cross-drilled high-strength steel forging with hollow crankshaft throws; the cross-drilling was eliminated in 1970 for better reliability. The cam and lifters are high lift, with the cam featuring 290 degrees duration and {{convert\|.477\|in\|mm\|1\|abbr=on}} of lift.		The block had a thicker deck and a taller [[intake manifold]] due to the heads. It also had a distinct [[harmonic balancer]], crankcase windage tray, bigger diameter alternator pulley (from the 289 HiPo), and bigger diameter power steering pulley, all to accommodate a higher-revving engine than the standard 302. Valve covers gained two bolts (up to eight), and were chromed in 1969 and cast aluminum in 1970. The high-performance [[connecting rod]]s are the same as used in the 289 HiPo, 5.155" vs 5.09" for the stock Windsor 302. They are capable of handling up to ~8k RPM, aided by a spot face for {{convert\|3/8\|in\|mm\|1\|abbr=on}} bolts with a unique football-shaped head (vs 5/16 for standard small blocks), and beefier cap. The crankshaft was a cross-drilled high-strength steel forging with hollow crankshaft throws; the cross-drilling was eliminated in 1970 for better reliability. The cam and lifters are high lift, with the cam featuring 290 degrees duration and {{convert\|.477\|in\|mm\|1\|abbr=on}} of lift.

2601:196:180:DC0:5129:B014:8FC:56E4: Integrate any relevant information not already in description of 302 HiPo engine above; Australian 302 dealt with elsewhere.

2024-05-25T14:08:44Z

Integrate any relevant information not already in description of 302 HiPo engine above; Australian 302 dealt with elsewhere.

← Previous revision		Revision as of 14:08, 25 May 2024
Line 29:		Line 29:

	==Design==		==Design==
	The 1969–70 302 H.O. engine was developed in 1968 for the [[Sports Car Club of America\|SCCA]]'s 1969 [[Trans-Am Series\|Trans-Am]] road racing series. Fitted to the contemporary factory-made [[Boss 302 Mustang]]s, the small block V8 ~~differed~~ ~~substantially~~ from ~~stock~~ Ford ~~302s~~, ~~being~~ based on a unique thin-wall, high nickel content casting, with performance upgrades that included [[valve lifter\|solid lifters]], much stronger 4-bolt rather than 2-bolt main [[crankshaft]] bearings, threaded rather than simple compression freeze plugs, and [[cylinder head\|heads]] using a canted valve design that allowed for larger valves than on most engines more than a third greater in displacement.<ref name="302w">{{cite web\|url=http://www.302w.com/boss-302/boss-302-engine-history-and-technical-specifcations.aspx\|title=Boss 302 Engine and Boss 302 Mustang History and Specifications\|publisher=302w.com\|access-date=18 November 2010\|archive-url=https://web.archive.org/web/20101121060802/http://www.302w.com/boss-302/boss-302-engine-history-and-technical-specifcations.aspx\|archive-date=21 November 2010\|url-status=dead}}</ref> These "better breathing" heads were being developed for the planned [[Ford 335 engine#351 Cleveland\|351 Cleveland]] (which debuted in late 1969 Mustangs) and shared a common [[cylinder head]] bolt pattern, but required slight modification of their coolant passages to work on the Boss 302.<ref>{{Cite web\|url=http://www.mustangandfords.com/how-to/engine/mdmp-1011-ford-boss-302-engine-build/\|title=Ford Boss 302 Engine Build – Build A Better Boss – Tech\|last=Erickson\|first=Keith\|date=17 July 2017\|website=Mustang and Fords}}</ref>		The 1969–70 302 H.O. engine was developed in 1968 for the [[Sports Car Club of America\|SCCA]]'s 1969 [[Trans-Am Series\|Trans-Am]] road racing series. Fitted to the contemporary factory-made [[Boss 302 Mustang]]s, the small block V8 was derived from a line that traced to the [[Ford_small_block_engine#289_HiPo_(K-code)\|Ford 289 HiPo]] engine, not a stock "Windsor" 302. It had its own block, based based on a unique thin-wall, high nickel content nodular iron casting, with performance upgrades that included [[valve lifter\|solid lifters]], much stronger 4-bolt rather than 2-bolt main [[crankshaft]] bearings, threaded rather than simple compression freeze plugs, and [[cylinder head\|heads]] using a canted valve design that allowed for larger valves than on most engines more than a third greater in displacement.<ref name="302w">{{cite web\|url=http://www.302w.com/boss-302/boss-302-engine-history-and-technical-specifcations.aspx\|title=Boss 302 Engine and Boss 302 Mustang History and Specifications\|publisher=302w.com\|access-date=18 November 2010\|archive-url=https://web.archive.org/web/20101121060802/http://www.302w.com/boss-302/boss-302-engine-history-and-technical-specifcations.aspx\|archive-date=21 November 2010\|url-status=dead}}</ref> These "better breathing" heads<ref>{{cite web \|last1=Holdener \|first1=Richard \|title=Ford Boss 302 Engine Build - Build A Better Boss - Tech \|url=https://www.motortrend.com/how-to/mdmp-1011-ford-boss-302-engine-build/ \|website=MotorTrend \|access-date=13 February 2023}}</ref> were being developed for the planned [[Ford 335 engine#351 Cleveland\|351 Cleveland]] (which debuted in late 1969 Mustangs) and shared a common [[cylinder head]] bolt pattern, but required slight modification of their coolant passages to work on the Boss 302.<ref>{{Cite web\|url=http://www.mustangandfords.com/how-to/engine/mdmp-1011-ford-boss-302-engine-build/\|title=Ford Boss 302 Engine Build – Build A Better Boss – Tech\|last=Erickson\|first=Keith\|date=17 July 2017\|website=Mustang and Fords}}</ref> Adjustable rocker studs, new long slot rockers, and closed 62cc combustion chamber heads were all used.

	The block had a thicker deck and a taller [[intake manifold]] due to the heads. It also had a distinct [[harmonic balancer]], crankcase windage tray, bigger diameter alternator pulley (from the 289 ~~HIPO~~), and bigger diameter power steering pulley, all to accommodate a higher-revving engine than the standard 302. Valve covers gained two bolts (up to eight), and were chromed in 1969 and cast aluminum in 1970. The [[connecting rod]]s are the same as used in the 289 ~~HIPO~~ ~~and~~ ~~have~~ an ~~engineering~~ ~~number~~ of ~~C3AE-D~~ ~~on them~~. They are capable of handling up to ~8k RPM, aided by a spot face for {{convert\|3/8\|in\|mm\|1\|abbr=on}} bolts with a unique football-shaped head (vs 5/16 for standard small blocks), and beefier cap. The crankshaft was a cross-drilled high-strength steel forging with hollow crankshaft throws; the cross-drilling was eliminated in 1970 for better reliability. The cam and lifters are high lift, with the cam featuring 290 degrees duration and {{convert\|.477\|in\|mm\|1\|abbr=on}} of lift.		The block had a thicker deck and a taller [[intake manifold]] due to the heads. It also had a distinct [[harmonic balancer]], crankcase windage tray, bigger diameter alternator pulley (from the 289 HiPo), and bigger diameter power steering pulley, all to accommodate a higher-revving engine than the standard 302. Valve covers gained two bolts (up to eight), and were chromed in 1969 and cast aluminum in 1970. The high-performance [[connecting rod]]s are the same as used in the 289 HiPo, 5.155" vs 5.09" for the stock Windsor 302. They are capable of handling up to ~8k RPM, aided by a spot face for {{convert\|3/8\|in\|mm\|1\|abbr=on}} bolts with a unique football-shaped head (vs 5/16 for standard small blocks), and beefier cap. The crankshaft was a cross-drilled high-strength steel forging with hollow crankshaft throws; the cross-drilling was eliminated in 1970 for better reliability. The cam and lifters are high lift, with the cam featuring 290 degrees duration and {{convert\|.477\|in\|mm\|1\|abbr=on}} of lift.

	The wide and large port heads with staggered valve placement give the 302 H.O. high power capabilities. Because of the pent-roof design of the heads, the Boss also had forged pop-up pistons to achieve the desired 10.5:1 compression ratio. Early units were typically characterized by very large intake {{convert\|2.23\|in\|mm\|1}} and exhaust {{convert\|1.7\|in\|mm\|1}} valves sitting in a small quench style [[combustion chamber]]. [[Exhaust valve]]s were sodium-filled to aid cooling. Valve springs were dual units with an inner and outer spring to minimize harmonic resonance at high RPM. The heads feature steel spring seats, screw-in rocker studs, pushrod guide plates to aid in pushrod stability at high RPMs, and adjustable [[rocker arm]]s. Fuel was provided by a [[Holley Performance Products\|Holley]] {{convert\|780\|cuft/min\|1\|abbr=on}} manual [[Choke valve\|choke]] carburetor. The taller intake required a thinner spacer. Ford used a phenolic spacer that incorporated an aluminum tube for the PCV hose and also helped isolate the carburetor from the heat of the intake. Ignition was handled by a dual point [[distributor]] firing unique {{convert\|14\|mm\|in\|1\|abbr=on}} AF 32 [[Autolite]] [[spark plug]]s specified because of their smaller size ({{convert\|5/8\|in\|mm\|1\|adj=on}} wrench vs. {{convert\|13/16\|in\|mm\|1\|adj=on}} wrench) so as to fit within the tight confines of the combustion chamber alongside the very large valves.		The wide and large port heads with staggered valve placement give the 302 H.O. high power capabilities. Because of the pent-roof design of the heads, the Boss also had forged pop-up pistons to achieve the desired 10.5:1 compression ratio. Early units were typically characterized by very large intake {{convert\|2.23\|in\|mm\|1}} and exhaust {{convert\|1.7\|in\|mm\|1}} valves sitting in a small quench style [[combustion chamber]]. [[Exhaust valve]]s were sodium-filled to aid cooling. Valve springs were dual units with an inner and outer spring to minimize harmonic resonance at high RPM. The heads feature steel spring seats, screw-in rocker studs, pushrod guide plates to aid in pushrod stability at high RPMs, and adjustable [[rocker arm]]s. Fuel was provided by a [[Holley Performance Products\|Holley]] {{convert\|780\|cuft/min\|1\|abbr=on}} manual [[Choke valve\|choke]] carburetor. The taller intake required a thinner spacer. Ford used a phenolic spacer that incorporated an aluminum tube for the PCV hose and also helped isolate the carburetor from the heat of the intake. Ignition was handled by a dual point [[distributor]] firing unique {{convert\|14\|mm\|in\|1\|abbr=on}} AF 32 [[Autolite]] [[spark plug]]s specified because of their smaller size ({{convert\|5/8\|in\|mm\|1\|adj=on}} wrench vs. {{convert\|13/16\|in\|mm\|1\|adj=on}} wrench) so as to fit within the tight confines of the combustion chamber alongside the very large valves.
Line 52:		Line 52:

	The double overhead cam, variable valve timing {{convert\|444\|hp\|kW\|0\|abbr=on}} [[Ford Modular engine#5.0.C2.A0L Coyote\|Ford Modular "Coyote-Boss" engine]] is also marketed as a crate engine by Ford Racing.		The double overhead cam, variable valve timing {{convert\|444\|hp\|kW\|0\|abbr=on}} [[Ford Modular engine#5.0.C2.A0L Coyote\|Ford Modular "Coyote-Boss" engine]] is also marketed as a crate engine by Ford Racing.

	==Small Block and Cleveland, Boss difference ==
	The [[Ford small block engine]] is the series of engines the Boss 302 was derived from. The original line of 302 engines was manufactured from 1969 to 1970. From 1968 to 1970, the engines were manufactured in Windsor, Ontario, and would be the base architecture of the Boss 302. In 1969, the manufacturing location of the Boss 302 changed to Cleveland, Ohio. After the location change, adjustments were made to the design of the Boss 302. The 1969 - 1970 Boss 302 engines shared the same heads as the Boss 351, (351C-4V canted valve). These heads were modified for the solid mechanical cams the Boss 302 and Boss 351 engine would come with. Adjustable rocker studs, new long slot rockers and closed 62cc combustion chamber heads were used.

	The Boss engine, because it's a variant of the small-block Windsor 302. The difference between the canted valve Cleveland head 302 and the inline valve Windsor 302 is that the Cleveland used the base Windsor 302s short-block, and adds the unique Boss 302 heads to it. The Boss 302 block, designed for racing is 4-bolt main on the center three caps, made from high nodular iron, the same type as the 289 Hi-Po engine. The cylinder bores are notched slightly on the top to clear the big 2.19 Intake valves. This required a new head gasket for the Boss engines. The Rods are beefed-up versions of the 302. They are longer and share the same length as the 289 at 5.155 vs 5.09 for the 302W. The Boss engine used a steel crankshaft as well. And all Boss 302 and 351's came with a windage tray to skim oil away from the rotating parts for more horsepower. The canted Valve Boss engines use a piston specifically notched for the canted valve heads. Pistons are not interchangeable between a Windsor 302 and a Boss (Cleveland head) engine. The 351s heads allowed the Boss 302 to have a significant increase in airflow because of its canted or angled valves. In the canted valve heads the intake and exhaust valves are rotated so the intake valves are closer to the valley, providing a slightly better path of air in and out of the bores.<ref>{{cite web \|last1=Holdener \|first1=Richard \|title=Ford Boss 302 Engine Build - Build A Better Boss - Tech \|url=https://www.motortrend.com/how-to/mdmp-1011-ford-boss-302-engine-build/ \|website=MotorTrend \|access-date=13 February 2023}}</ref>

	==See also==		==See also==

2601:196:180:DC0:5129:B014:8FC:56E4: Eliminate garble. The Ford "Cleveland" is not the Ford "small-block engine" (which is the "Windsor"); the Australian engine is dealt with appropriately here: Ford_335_engine#302_and_351_Cleveland_(Australia); The Boss 302 engine was never confused with any 6-cylinder 300 cu in Ford truck engine.

2024-05-25T13:34:31Z

Eliminate garble. The Ford "Cleveland" is *not* the Ford "small-block engine" (which is the "Windsor"); the Australian engine is dealt with appropriately here: Ford_335_engine#302_and_351_Cleveland_(Australia); The Boss 302 engine was never confused with any 6-cylinder 300 cu in Ford truck engine.

← Previous revision		Revision as of 13:34, 25 May 2024
Line 52:		Line 52:

	The double overhead cam, variable valve timing {{convert\|444\|hp\|kW\|0\|abbr=on}} [[Ford Modular engine#5.0.C2.A0L Coyote\|Ford Modular "Coyote-Boss" engine]] is also marketed as a crate engine by Ford Racing.		The double overhead cam, variable valve timing {{convert\|444\|hp\|kW\|0\|abbr=on}} [[Ford Modular engine#5.0.C2.A0L Coyote\|Ford Modular "Coyote-Boss" engine]] is also marketed as a crate engine by Ford Racing.

	==Additional Information==
	The Boss 302 engine may be confused with the 302 Cleveland [[Ford small block engine]], which was produced by Ford Australia. The 302 Cleveland is a (4.9L) engine that was exclusively made in Australia from 1971 to 1982 (see [[Ford 335 engine]]).

	The Boss 302 and 302 Cleveland may also be commonly referred to as the 5.0 Liter or 302 5.0. This may have been to distinguish the engines from the 300 cu [[Ford straight-six engine]], otherwise known as the 4.9L. Another possible reason for the 5.0 Liter title may be to separate the two similar engines from the 4.6 Liter series which came as a 302 as well as 289 and 351.
	<ref>{{cite web \|last1=Shafer \|first1=Jason \|title=Engine History: The Ford 4.6 liter V8 \|url=https://www.curbsideclassic.com/blog/engine-history-the-ford-4-6-liter-v8/ \|website=Curbside Classis \|access-date=13 February 2023}}</ref>

	==Small Block and Cleveland, Boss difference ==		==Small Block and Cleveland, Boss difference ==

2601:196:180:DC0:5129:B014:8FC:56E4: /* Small Block and Cleveland, Boss difference */ Restored prior text removed in misguided good faith edit by unregistered user.

2024-05-25T13:24:38Z

Small Block and Cleveland, Boss difference: Restored prior text removed in misguided good faith edit by unregistered user.

← Previous revision		Revision as of 13:24, 25 May 2024
Line 62:		Line 62:
	The [[Ford small block engine]] is the series of engines the Boss 302 was derived from. The original line of 302 engines was manufactured from 1969 to 1970. From 1968 to 1970, the engines were manufactured in Windsor, Ontario, and would be the base architecture of the Boss 302. In 1969, the manufacturing location of the Boss 302 changed to Cleveland, Ohio. After the location change, adjustments were made to the design of the Boss 302. The 1969 - 1970 Boss 302 engines shared the same heads as the Boss 351, (351C-4V canted valve). These heads were modified for the solid mechanical cams the Boss 302 and Boss 351 engine would come with. Adjustable rocker studs, new long slot rockers and closed 62cc combustion chamber heads were used.		The [[Ford small block engine]] is the series of engines the Boss 302 was derived from. The original line of 302 engines was manufactured from 1969 to 1970. From 1968 to 1970, the engines were manufactured in Windsor, Ontario, and would be the base architecture of the Boss 302. In 1969, the manufacturing location of the Boss 302 changed to Cleveland, Ohio. After the location change, adjustments were made to the design of the Boss 302. The 1969 - 1970 Boss 302 engines shared the same heads as the Boss 351, (351C-4V canted valve). These heads were modified for the solid mechanical cams the Boss 302 and Boss 351 engine would come with. Adjustable rocker studs, new long slot rockers and closed 62cc combustion chamber heads were used.

	The Boss engine, because it's a variant of the ~~302~~ small ~~block~~. The difference between the canted valve Cleveland head 302 and the inline valve ~~small block~~ 302 is that the Cleveland used the base ~~small block~~ 302s short-block, and adds the unique Boss 302 heads to it. The Boss 302 block, designed for racing is 4-bolt main on the center three caps, made from high nodular iron, the same type as the 289 Hi-Po engine. The cylinder bores are notched slightly on the top to clear the big 2.19 Intake valves. This required a new head gasket for the Boss engines. The Rods are beefed-up versions of the 302. They are longer and share the same length as the 289 at 5.155 vs 5.09 for the 302W. The Boss engine used a steel crankshaft as well. And all Boss 302 and 351's came with a windage tray to skim oil away from the rotating parts for more horsepower. The canted Valve Boss engines use a piston specifically notched for the canted valve heads. Pistons are not interchangeable between a 302 ~~small block~~ and a Boss (Cleveland head) engine. The 351s heads allowed the Boss 302 to have a significant increase in airflow because of its canted or angled valves. In the canted valve heads the intake and exhaust valves are rotated so the intake valves are closer to the valley, providing a slightly better path of air in and out of the bores.<ref>{{cite web \|last1=Holdener \|first1=Richard \|title=Ford Boss 302 Engine Build - Build A Better Boss - Tech \|url=https://www.motortrend.com/how-to/mdmp-1011-ford-boss-302-engine-build/ \|website=MotorTrend \|access-date=13 February 2023}}</ref>		The Boss engine, because it's a variant of the small-block Windsor 302. The difference between the canted valve Cleveland head 302 and the inline valve Windsor 302 is that the Cleveland used the base Windsor 302s short-block, and adds the unique Boss 302 heads to it. The Boss 302 block, designed for racing is 4-bolt main on the center three caps, made from high nodular iron, the same type as the 289 Hi-Po engine. The cylinder bores are notched slightly on the top to clear the big 2.19 Intake valves. This required a new head gasket for the Boss engines. The Rods are beefed-up versions of the 302. They are longer and share the same length as the 289 at 5.155 vs 5.09 for the 302W. The Boss engine used a steel crankshaft as well. And all Boss 302 and 351's came with a windage tray to skim oil away from the rotating parts for more horsepower. The canted Valve Boss engines use a piston specifically notched for the canted valve heads. Pistons are not interchangeable between a Windsor 302 and a Boss (Cleveland head) engine. The 351s heads allowed the Boss 302 to have a significant increase in airflow because of its canted or angled valves. In the canted valve heads the intake and exhaust valves are rotated so the intake valves are closer to the valley, providing a slightly better path of air in and out of the bores.<ref>{{cite web \|last1=Holdener \|first1=Richard \|title=Ford Boss 302 Engine Build - Build A Better Boss - Tech \|url=https://www.motortrend.com/how-to/mdmp-1011-ford-boss-302-engine-build/ \|website=MotorTrend \|access-date=13 February 2023}}</ref>

	==See also==		==See also==

2601:196:180:DC0:B47B:7D65:EA80:E913: /* Design */ Fix link

2024-05-11T12:39:38Z

Design: Fix link

← Previous revision		Revision as of 12:39, 11 May 2024
Line 39:		Line 39:
	At idle, a properly tuned engine's solid lifters produce a significant amount of 'chatter', giving the engine a unique sound.		At idle, a properly tuned engine's solid lifters produce a significant amount of 'chatter', giving the engine a unique sound.

	The power output was {{convert\|290\|hp\|kW\|0\|abbr=on}} at 5,200 RPM with maximum [[torque]] of {{convert\|290\|lbft\|Nm\|0\|abbr=on}} at 4300 RPM. It had a 6,150 RPM limit. The Boss 302 engine competes well with other high performance 'small blocks', such as the [[Chevrolet small-block engine#302\|Chevy 302]], the [[Chrysler LA engine#340 V8\|Chrysler 340]], and the [[AMC V8 engine\|AMC 360]].<ref name="302w"/>		The power output was {{convert\|290\|hp\|kW\|0\|abbr=on}} at 5,200 RPM with maximum [[torque]] of {{convert\|290\|lbft\|Nm\|0\|abbr=on}} at 4300 RPM. It had a 6,150 RPM limit. The Boss 302 engine competes well with other high performance 'small blocks', such as the [[Chevrolet small-block engine (first- and second-generation)#302\|Chevy 302]], the [[Chrysler LA engine#340 V8\|Chrysler 340]], and the [[AMC V8 engine\|AMC 360]].<ref name="302w"/>

	The name "Boss", popular 1960s slang for "excellent" or "very cool",<ref>[https://www.thesaurus.com/browse/boss "Boss" at Thesaurus.com]</ref> got attached to the Boss 302 Mustang by stylist [[Larry Shinoda]] in recognition of the enthusiasm of his boss, new Ford president [[Bunkie Knudsen\|Semon "Bunkie" Knudson]] (who had brought Shinoda over from GM's Chevrolet Division)<ref>{{cite journal\|last=Hart\|first=Roger\|title=High-End Muscle\|journal=AutoWeek\|date=4 April 2011\|volume=61\|issue=7\|page=18 }}</ref> for the car. Knudson told his designers, "I want to design a car that's the coolest Mustang out there. I don't want somebody else's name on it, like a Shelby."{{citation needed\|date=November 2016}} The model's widespread popularity resulted in the term "Boss 302" displacing "302 H.O.", the engine's formal name, in popular use.		The name "Boss", popular 1960s slang for "excellent" or "very cool",<ref>[https://www.thesaurus.com/browse/boss "Boss" at Thesaurus.com]</ref> got attached to the Boss 302 Mustang by stylist [[Larry Shinoda]] in recognition of the enthusiasm of his boss, new Ford president [[Bunkie Knudsen\|Semon "Bunkie" Knudson]] (who had brought Shinoda over from GM's Chevrolet Division)<ref>{{cite journal\|last=Hart\|first=Roger\|title=High-End Muscle\|journal=AutoWeek\|date=4 April 2011\|volume=61\|issue=7\|page=18 }}</ref> for the car. Knudson told his designers, "I want to design a car that's the coolest Mustang out there. I don't want somebody else's name on it, like a Shelby."{{citation needed\|date=November 2016}} The model's widespread popularity resulted in the term "Boss 302" displacing "302 H.O.", the engine's formal name, in popular use.

InternetArchiveBot: Rescuing 1 sources and tagging 0 as dead.) #IABot (v2.0.9.5

2024-04-21T13:53:16Z

Rescuing 1 sources and tagging 0 as dead.) #IABot (v2.0.9.5

← Previous revision		Revision as of 13:53, 21 April 2024
Line 47:		Line 47:
	==New Boss 302 (2007-)==		==New Boss 302 (2007-)==
	{{main\|Ford Modular engine#Boss 302}}		{{main\|Ford Modular engine#Boss 302}}
	The new Boss 302 engine was unveiled in the 2006 SEMA show.<ref>{{cite web\|url= http://www.tuningnews.net/article/061031c/ford-racing-mustang-boss-302/ \|title=Ford Racing brings the boss back with new line of BOSS 302 Crate Engines \|website=Tuningnews.net \|date= \|accessdate=2010-07-15}}</ref>		The new Boss 302 engine was unveiled in the 2006 SEMA show.<ref>{{cite web \|url=http://www.tuningnews.net/article/061031c/ford-racing-mustang-boss-302/ \|title=Ford Racing brings the boss back with new line of BOSS 302 Crate Engines \|website=Tuningnews.net \|date= \|accessdate=2010-07-15 \|archive-date=2010-06-21 \|archive-url=https://web.archive.org/web/20100621043539/http://www.tuningnews.net/article/061031c/ford-racing-mustang-boss-302/ \|url-status=dead }}</ref>

	In 2007, [[Ford Racing]] began marketing new crate engines using the "Boss 302" moniker with displacements between {{convert\|4.95 to 5.9\|L\|cuin\|0\|abbr=on\|disp=flip}} that are rated from {{convert\|340 to 360\|hp\|kW\|0\|abbr=on}}.		In 2007, [[Ford Racing]] began marketing new crate engines using the "Boss 302" moniker with displacements between {{convert\|4.95 to 5.9\|L\|cuin\|0\|abbr=on\|disp=flip}} that are rated from {{convert\|340 to 360\|hp\|kW\|0\|abbr=on}}.

← Previous revision		Revision as of 14:22, 25 May 2024
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	==Design==		==Design==
	The [[Ford_small_block_engine\|Ford small-block V8]]-~~basded~~ 1969–70 302 H.O. engine was developed in 1968 for the [[Sports Car Club of America\|SCCA]]'s 1969 [[Trans-Am Series\|Trans-Am]] road racing series. ~~Fitted~~ to the ~~contemporary factory-made~~ [[Boss 302 Mustang]]s, ~~the small block V8 was~~ derived from a line that traced to the [[Ford_small_block_engine#289_HiPo_(K-code)\|Ford 289 HiPo]] engine, not a stock "Windsor" 302. It had its own block, based based on a unique thin-wall, high nickel content nodular iron casting, with performance upgrades that included [[valve lifter\|solid lifters]], much stronger 4-bolt rather than 2-bolt main [[crankshaft]] bearings, threaded rather than ~~simple~~ compression freeze plugs, and [[cylinder head\|heads]] ~~using a canted valve design~~ that ~~allowed~~ ~~for~~ larger valves than on most engines more than a third greater in displacement.<ref name="302w">{{cite web\|url=http://www.302w.com/boss-302/boss-302-engine-history-and-technical-specifcations.aspx\|title=Boss 302 Engine and Boss 302 Mustang History and Specifications\|publisher=302w.com\|access-date=18 November 2010\|archive-url=https://web.archive.org/web/20101121060802/http://www.302w.com/boss-302/boss-302-engine-history-and-technical-specifcations.aspx\|archive-date=21 November 2010\|url-status=dead}}</ref> These "better breathing" heads<ref>{{cite web \|last1=Holdener \|first1=Richard \|title=Ford Boss 302 Engine Build - Build A Better Boss - Tech \|url=https://www.motortrend.com/how-to/mdmp-1011-ford-boss-302-engine-build/ \|website=MotorTrend \|access-date=13 February 2023}}</ref> were being developed for the planned [[Ford 335 engine#351 Cleveland\|351 Cleveland]] (which debuted in late 1969 Mustangs) and shared a common [[cylinder head]] bolt pattern, but required slight modification of their coolant passages to work on the Boss 302.<ref>{{Cite web\|url=http://www.mustangandfords.com/how-to/engine/mdmp-1011-ford-boss-302-engine-build/\|title=Ford Boss 302 Engine Build – Build A Better Boss – Tech\|last=Erickson\|first=Keith\|date=17 July 2017\|website=Mustang and Fords}}</ref> Adjustable rocker studs, new long slot rockers, and closed 62cc combustion chamber heads were all used.		The [[Ford_small_block_engine\|Ford small-block V8]]-based 1969–70 302 H.O. "Boss 302" engine was developed in 1968 for the [[Sports Car Club of America\|SCCA]]'s 1969 [[Trans-Am Series\|Trans-Am]] road racing series. Available only in the [[Boss 302 Mustang]], it derived from a line that traced to the [[Ford_small_block_engine#289_HiPo_(K-code)\|Ford 289 HiPo]] engine, not a stock "Windsor" 302. It had its own block, based based on a unique thin-wall, high nickel content nodular iron casting, with performance upgrades that included [[valve lifter\|solid lifters]], much stronger 4-bolt rather than 2-bolt main [[crankshaft]] bearings, threaded rather than compression freeze plugs, and custom-fitted canted valve [[cylinder head\|heads]] that gave it larger valves than on most engines more than a third greater in displacement.<ref name="302w">{{cite web\|url=http://www.302w.com/boss-302/boss-302-engine-history-and-technical-specifcations.aspx\|title=Boss 302 Engine and Boss 302 Mustang History and Specifications\|publisher=302w.com\|access-date=18 November 2010\|archive-url=https://web.archive.org/web/20101121060802/http://www.302w.com/boss-302/boss-302-engine-history-and-technical-specifcations.aspx\|archive-date=21 November 2010\|url-status=dead}}</ref> These "better breathing" heads<ref>{{cite web \|last1=Holdener \|first1=Richard \|title=Ford Boss 302 Engine Build - Build A Better Boss - Tech \|url=https://www.motortrend.com/how-to/mdmp-1011-ford-boss-302-engine-build/ \|website=MotorTrend \|access-date=13 February 2023}}</ref> were being developed for the planned [[Ford 335 engine#351 Cleveland\|351 Cleveland]] (which debuted in late 1969 Mustangs) and shared a common [[cylinder head]] bolt pattern, but required slight modification of their coolant passages and special head gaskets to work on the Boss 302.<ref>{{Cite web\|url=http://www.mustangandfords.com/how-to/engine/mdmp-1011-ford-boss-302-engine-build/\|title=Ford Boss 302 Engine Build – Build A Better Boss – Tech\|last=Erickson\|first=Keith\|date=17 July 2017\|website=Mustang and Fords}}</ref> Adjustable rocker studs, new long slot rockers, and closed 62cc combustion chamber heads were all used.

	The block had a thicker deck and a taller [[intake manifold]] ~~due~~ to the heads. It also had a distinct [[harmonic balancer]], crankcase windage tray, bigger diameter alternator pulley (from the 289 HiPo), and bigger diameter power steering pulley, all to accommodate a higher-revving engine than the standard 302. Valve covers gained two bolts (up to eight), and were chromed in 1969 and cast aluminum in 1970. The high-performance [[connecting rod]]s are the same as used in the 289 HiPo, 5.155" vs 5.09" for the stock Windsor 302. They are capable of handling up to ~8k RPM, aided by a spot face for {{convert\|3/8\|in\|mm\|1\|abbr=on}} bolts with a unique football-shaped head (vs 5/16 for standard small blocks), and beefier cap. The crankshaft was a cross-drilled high-strength steel forging with hollow crankshaft throws; the cross-drilling was eliminated in 1970 for better reliability. The cam and lifters are high lift, with the cam featuring 290 degrees duration and {{convert\|.477\|in\|mm\|1\|abbr=on}} of lift.		The block had a thicker deck and a taller [[intake manifold]] to accommodate the heads. The engine also had a distinct [[harmonic balancer]], crankcase windage tray, bigger diameter alternator pulley (from the 289 HiPo), and bigger diameter power steering pulley, all to accommodate a higher-revving engine than the standard 302. Valve covers gained two bolts (up to eight), and were chromed in 1969 and cast aluminum in 1970. The high-performance [[connecting rod]]s are the same as used in the 289 HiPo, 5.155" vs 5.09" for the stock Windsor 302. They are capable of handling up to ~8k RPM, aided by a spot face for {{convert\|3/8\|in\|mm\|1\|abbr=on}} bolts with a unique football-shaped head (vs 5/16 for standard small blocks), and beefier cap. The crankshaft was a cross-drilled high-strength steel forging with hollow crankshaft throws; the cross-drilling was eliminated in 1970 for better reliability. The cam and lifters are high lift, with the cam featuring 290 degrees duration and {{convert\|.477\|in\|mm\|1\|abbr=on}} of lift.

	The wide and large port heads with staggered valve placement give the 302 H.O. high power capabilities. Because of the pent-roof design of the heads, the Boss also had forged pop-up pistons to achieve the desired 10.5:1 compression ratio. Early units were typically characterized by very large intake {{convert\|2.23\|in\|mm\|1}} and exhaust {{convert\|1.7\|in\|mm\|1}} valves sitting in a small quench style [[combustion chamber]]. [[Exhaust valve]]s were sodium-filled to aid cooling. Valve springs were dual units with an inner and outer spring to minimize harmonic resonance at high RPM. The heads feature steel spring seats, screw-in rocker studs, pushrod guide plates to aid in pushrod stability at high RPMs, and adjustable [[rocker arm]]s. Fuel was provided by a [[Holley Performance Products\|Holley]] {{convert\|780\|cuft/min\|1\|abbr=on}} manual [[Choke valve\|choke]] carburetor. The taller intake required a thinner spacer~~. Ford used a phenolic spacer~~ ~~that~~ incorporated an aluminum tube for the PCV hose and ~~also~~ ~~helped~~ isolate the carburetor from the heat of the intake. Ignition was handled by a dual point [[distributor]] firing unique {{convert\|14\|mm\|in\|1\|abbr=on}} AF 32 [[Autolite]] [[spark plug]]s ~~specified because of their smaller size ({{convert\|5/8\|in\|mm\|1\|adj=on}} wrench vs. {{convert\|13/16\|in\|mm\|1\|adj=on}} wrench) so as~~ to fit within the tight confines of the combustion chamber alongside the very large valves.		The wide and large port heads with staggered valve placement give the 302 H.O. high power capabilities. Because of the pent-roof design of the heads, the Boss also had forged pop-up pistons to achieve the desired 10.5:1 compression ratio. Early units were typically characterized by very large intake {{convert\|2.23\|in\|mm\|1}} and exhaust {{convert\|1.7\|in\|mm\|1}} valves sitting in a small quench style [[combustion chamber]]. [[Exhaust valve]]s were sodium-filled to aid cooling. Valve springs were dual units with an inner and outer spring to minimize harmonic resonance at high RPM. The heads feature steel spring seats, screw-in rocker studs, pushrod guide plates to aid in pushrod stability at high RPMs, and adjustable [[rocker arm]]s. Fuel was provided by a [[Holley Performance Products\|Holley]] {{convert\|780\|cuft/min\|1\|abbr=on}} manual [[Choke valve\|choke]] carburetor. The taller intake required a thinner spacer, which incorporated an aluminum tube for the PCV hose and was made of phenolic resin to help isolate the carburetor from the heat of the intake. Ignition was handled by a dual point [[distributor]] firing unique small-diameter {{convert\|14\|mm\|in\|1\|abbr=on}} AF 32 [[Autolite]] [[spark plug]]s necessary to fit within the tight confines of the combustion chamber alongside the very large valves.

	[[File:Boss302Engine.jpg\|alt=Ford Boss 302 Engine With Shaker scoop. Factory Finned Aluminum valve covers unique to canted valve Boss 302 engine. \|thumb\|285x285px\|Ford Boss 302 Engine With Shaker scoop. Factory Finned Aluminum valve covers unique to canted valve Boss 302 engine.]]		[[File:Boss302Engine.jpg\|alt=Ford Boss 302 Engine With Shaker scoop. Factory Finned Aluminum valve covers unique to canted valve Boss 302 engine. \|thumb\|285x285px\|Ford Boss 302 Engine With Shaker scoop. Factory Finned Aluminum valve covers were unique to the canted valve Boss 302 engine.]]

	At idle, a properly tuned engine's solid lifters produce a significant amount of 'chatter', giving the engine a unique sound.		At idle, a properly tuned engine's solid lifters produce a significant amount of 'chatter', giving the engine a unique sound.

	~~The~~ power output ~~was~~ {{convert\|290\|hp\|kW\|0\|abbr=on}} at 5,200 RPM with maximum [[torque]] of {{convert\|290\|lbft\|Nm\|0\|abbr=on}} at 4300 RPM~~. It had a 6,150 RPM limit~~. The Boss 302 engine competes well with other high performance 'small blocks', such as the [[Chevrolet small-block engine (first- and second-generation)#302\|Chevy 302]], the [[Chrysler LA engine#340 V8\|Chrysler 340]], and the [[AMC V8 engine\|AMC 360]].<ref name="302w"/>		Redline was 6,150 rpms, and power output conservatively rated at {{convert\|290\|hp\|kW\|0\|abbr=on}} gross at 5,200 RPM with maximum [[torque]] of {{convert\|290\|lbft\|Nm\|0\|abbr=on}} at 4300 RPM. The Boss 302 engine competes well with other high performance 'small blocks', such as the [[Chevrolet small-block engine (first- and second-generation)#302\|Chevy 302]], the [[Chrysler LA engine#340 V8\|Chrysler 340]], and the [[AMC V8 engine\|AMC 360]].<ref name="302w"/>

	The name "Boss", popular 1960s slang for "excellent" or "very cool",<ref>[https://www.thesaurus.com/browse/boss "Boss" at Thesaurus.com]</ref> got attached to the Boss 302 Mustang by stylist [[Larry Shinoda]] in recognition of the enthusiasm of his boss, new Ford president [[Bunkie Knudsen\|Semon "Bunkie" Knudson]] (who had brought Shinoda over from GM's Chevrolet Division)<ref>{{cite journal\|last=Hart\|first=Roger\|title=High-End Muscle\|journal=AutoWeek\|date=4 April 2011\|volume=61\|issue=7\|page=18 }}</ref> for the car. Knudson told his designers, "I want to design a car that's the coolest Mustang out there. I don't want somebody else's name on it, like a Shelby."{{citation needed\|date=November 2016}} The model's widespread popularity resulted in the term "Boss 302" displacing "302 H.O.", the engine's formal name, in popular use.		The name "Boss", popular 1960s slang for "excellent" or "very cool",<ref>[https://www.thesaurus.com/browse/boss "Boss" at Thesaurus.com]</ref> got attached to the Boss 302 Mustang by stylist [[Larry Shinoda]] in recognition of the enthusiasm of his boss, new Ford president [[Bunkie Knudsen\|Semon "Bunkie" Knudson]] (who had brought Shinoda over from GM's Chevrolet Division)<ref>{{cite journal\|last=Hart\|first=Roger\|title=High-End Muscle\|journal=AutoWeek\|date=4 April 2011\|volume=61\|issue=7\|page=18 }}</ref> for the car. Knudson told his designers, "I want to design a car that's the coolest Mustang out there. I don't want somebody else's name on it, like a Shelby."{{citation needed\|date=November 2016}} The model's widespread popularity resulted in the term "Boss 302" displacing "302 H.O.", the engine's formal name, in popular use.