![]() Along with rotating valve spring retainers in the place of just the rotating lash caps. A new 'Cleveland Style' rocker arm system was incorporated. The first incarnation of the 5 litre or 5.0 brought some more subtle changes to the now dated 302, namely some subtle cylinder head and valve-train changes. It produced 372 hp at 6,800rpm and 325 lb-ft of torque at 4,200rpm. In a January 2010 issue of Hot Rod magazine, a Boss 302 engine built to the exact specifications, settings, and conditions to the original engine was tested. ![]() The Boss 302 Mustang was offered only for the 19 model years. The key to this engine's power was the large-port, large-valve, quench-chambered, free-flowing heads. A strong bottom end, thicker cylinder walls, steel screw-in freeze plugs, race-prepared crank, special HD connecting rods, and Cleveland-style forged pistons kept the engine together at high speeds. ![]() According to some reports, the canted-valve, deep-breathing, high-revving engine could produce more than 310 hp (231 kW), although as delivered, it was equipped with an electrical revolution limiter that restricted maximum engine speed to 6150 rpm. The Boss 302 was a chief engineer Bill Gay-inspired and Bill Barr-enacted performance variant of the Windsor, putting what would become Cleveland heads (this engine was still under development at this stage) on Ford's 1967 GT-40 racing block to improve rated power to 290 hp (216 kW). The HiPo equipped with a single 4-barrel Autolite 4100 carburetor carried SAE gross ratings of 271 bhp (275 PS 202 kW) at 6,000 rpm and 312 lb⋅ft (423 N⋅m) at 3,400 rpm. Bottom-end improvements included a flaw-free selected standard block, thicker main bearing caps and crankshaft damper/balancer, larger-diameter rod bolts, a crankshaft made from 80% nodular iron as opposed to the regular items at 40%, all were checked for correct 'nodularity' by polishing an area of the rear counterweight and comparing that surface using a magnification arrangement against a picture datum, increased crankshaft counterweighting to compensate for the heavier connecting rod big ends, the increased external counter weighting at the front was split between the crankshaft damper and a supplementary counterweight place adjacent to the front main bearing journal (all designed to reduce the 'bending moment' in the crankshaft at high-rpm), all for high-rpm reliability. The water pump, fuel pump, and alternator/generator pulleys were altered, fewer vanes, extra spring, and larger diameter, respectively to help handle the higher engine speeds. It had solid lifters with hotter cam timing 10.5:1 compression a dual point, centrifugal advance distributor smaller combustion chamber heads with cast spring cups and screw-in studs low-restriction exhaust manifolds and a bigger, manual-choke 595 CFMcarburetor (the standard 289-4V was 480 CFM). The HiPo engine was engineered to increase performance and high-RPM reliability over standard 289 fare. A 4's proved to be trouble free.' Ford Small Block ĩ0° OHV small-block V8, 4.380' bore spacingĬast iron cam, Flat tappet ('62-'84 302, '69-'93 351W) ![]() 'We had to quit using original production Boss blocks in Vintage TransAm out here on the west coast for the same reasons Bill. ![]()
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