Ford Boss 302 engine

From Wikipedia, the free encyclopedia
Jump to navigation Jump to search
Ford Boss 302 V8 (1969-70 Version)
Ford Boss 302 engine.jpg
ManufacturerFord Motor Company
Displacement302 cu in (5 L)
Cylinder bore4 in (101.6 mm)
Piston stroke3 in (76.2 mm)
Fuel systemNormally aspirated
Power output290 hp (216 kW) @ 5200 rpm
Torque output290 lb⋅ft (393 N⋅m) @ 4300 rpm
SuccessorFord Boss 351 V8

The Ford Boss 302 is a high-performance "small block" 302 cu in (4.9 L) V8 engine manufactured by Ford Motor Company. The original version of this engine was used in the 1969 and 1970 Boss 302 Mustangs and was constructed by attaching heads designed for the planned 351 Cleveland (which debuted the following year) to a Windsor engine block.[1] The construction was aided by the two engines sharing a cylinder head bolt pattern, though the Boss heads had to have their coolant passages slightly modified.[1]

An entirely new Boss 302 engine was introduced for the 2012 Ford Mustang using a variant of the Ford Modular engine.


The 1969-70 302 H.O. engine was created in 1968 for the SCCA's 1969 Trans-Am road racing series. Fitted to the factory-made Boss 302 Mustangs of 1969-70, it is a unique Ford small-block featuring a thin-wall high nickel content casting. It differed substantially from regular 302s, featuring 4-bolt mains, screw-in freeze plugs, higher nickel content, and cylinder heads using a canted valve design developed for the 351C, which made its debut in late 1969 Mustangs).

The high nickel content 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 289HIPO), and bigger diameter power steering pulley all to accommodate the higher RPM capabilities of the engine vs a standard 302. The engine also came with an engine RPM limiter (to protect the owner's warranty options but was often one of the first things removed). The Boss 302 has eight valve cover bolts; in 1969 they were chrome and in 1970 they were cast aluminum, while the standard 302 has six valve cover bolts. The connecting rods are the same as used in the 289 HIPO, and have an engineering number of C3AE-D on them. They are capable of higher RPMs than standard 302 rods (up to ~8k RPM), aided by a spot face for 3/8 inch bolts with a unique football-shaped head (vs 5/16 for standard small blocks), and beefier cap. The crankshaft is cross drilled (this was changed in 1970 for better reliability) high strength steel forging. The cam and lifters are high lift, solid mechanical units. The cam featured 290 degrees duration and .477 inches 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 (2.23 inches) and exhaust (1.70 inches) valves sitting in a small quench style combustion chamber. Exhaust valves 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 arms. Fuel was provided by a Holly 780cfm manual 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 then unique 14mm AF 32 Autolite sparkplugs specified because of their smaller size (5/8 inch wrench vs. 13/16 inch wrench) so as to fit within the tight confines of the combustion chamber alongside the very large valves.

The motor produces a unique sound as a result of its solid lifter configuration. At idle, properly tuned, the engine has a great deal of 'chatter.'

The power output on this engine was a conservative 290 hp at 5,200 RPM with matching torque of 290 foot pounds at 4300 RPM. The Boss 302 engine competes well with other high performance 'small blocks', such as the Chevy 302, the Chrysler 340, and AMC 360.[2] Although the factory specified maximum power at 5,200 RPM, the engine was allowed to rev well beyond that to a 6,250 RPM rev limited maximum.

The "Boss" in the Boss 302's name came from original designer Larry Shinoda's reference to Bunkie Knudsen, the CEO at Ford and an outspoken proponent of the car's development, who 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] And something not many realize, Boss 302 is the name of theh car. The engine is a 302 H.O. But it became popular to call this specific engine, a Boss 302.

This engine was also optional in the Mercury Cougar Eliminator, with 169 produced in 1969 and 469 produced in 1970.

New Boss 302 (2007-)[edit]

The new Boss 302 engine was unveiled in the 2006 SEMA show.[3]

In 2007, Ford Racing began marketing new crate engines using the "Boss 302" moniker with displacements between 302.1 cu in (4.95 L) to 360.0 cu in (5.9 L) rated at 340 hp (254 kW) to 360 hp (268 kW).

The double overhead cam, variable valve timing 444 hp (331 kW) Ford Modular "Coyote-Boss" engine is also available as a crate engine from Ford Racing.

See also[edit]


  1. ^ a b Holdener, Richard (2010-10-10). "Ford Boss 302 Engine Build - Build A Better Boss". Retrieved 2015-08-10.
  2. ^ "Boss 302 Engine and Boss 302 Mustang History and Specifications". Retrieved 2014-04-19.
  3. ^ "Ford Racing brings the boss back with new line of BOSS 302 Crate Engines". Retrieved 2010-07-15.

External links[edit]