Boss 302

[IUP99snake]

I just read about the 2012 "Boss 302"!

It's time.

I read that the coyote motor will have a revised intake and camshafts that will increase power up to 440.

Post up articles, questions, insight, whatever.. This will be interesting!

Homer

 

[cobrakidz]

Just saw it last weekend in Monterey----awesome car.............

 

[65mph_Roll]

The redline is also quite a bit higher. Wonder if most of the power is coming from spinning it faster? If the torque curve doesn't fall off, that will be a popular tuning mod for the regular 5.0's.

 

[TXPD]

from what i understand, the intake is based on the daytona prototype variable runner intake. that and the cams will bring most of the power. i beleive i read the heads are cnc ported as well. there is also ford racing calibration.

i also think that 440 for pr and govt consumption. its higher than that.

 

[BlackBolt9]

Rob from what I understand it is basically the engine out of the Boss 302R ran in the Continental Tire Series. It is a different intake but not vairable runner. I think the only change in the heads is different cams and different valves to handle the increased RPM from the tune. Last I heard they were spinning them to 7500, hard limit may be 7600 though, I can't remember.

 

[TXPD]

Ford execs are saying in interviews that the engine upgrades won't be available to buy nor will a crate motor at Ford racing. That calls into question the availability of replacement motors for these cars if track used.

Do you know the cost of the replacement motors for the B2R's?

 

[BlackBolt9]

I haven't heard an exact number since we aren't running the new cars yet but I was under the impression that once everything was up and running it would be around $8000.

 

[Nathan'sTsi]

Rob from what I understand it is basically the engine out of the Boss 302R ran in the Continental Tire Series. It is a different intake but not vairable runner. I think the only change in the heads is different cams and different valves to handle the increased RPM from the tune. Last I heard they were spinning them to 7500, hard limit may be 7600 though, I can't remember.

Nope, the heads are CNC ported as well, which work in conjunction with the short runner/velocity stack intake mani and more aggressive cams to boost high RPM power. It also has forged piston and stronger (than the regular 302) rods.
It is the same engine as the boss 302r cars, which rev higher than the Boss's 7500rpm redline. While the power increase may seem modest, the Boss cars are probably making peak power at redline, so the delta between the Boss and GT will be much greater at high rpm, especially when the rev limit is bumped up to where the 302r cars have it

 

[BlackBolt9]

Nope, the heads are CNC ported as well, which work in conjunction with the short runner/velocity stack intake mani and more aggressive cams to boost high RPM power. It also has forged piston and stronger (than the regular 302) rods.
It is the same engine as the boss 302r cars, which rev higher than the Boss's 7500rpm redline. While the power increase may seem modest, the Boss cars are probably making peak power at redline, so the delta between the Boss and GT will be much greater at high rpm, especially when the rev limit is bumped up to where the 302r cars have it

Where are you getting this information? I don't believe at least half of that paragraph just based on my own experience with the Boss 302R's that I race against in the Continental Tire Sports Car Series.

 

[Nathan'sTsi]

Where are you getting this information? I don't believe at least half of that paragraph just based on my own experience with the Boss 302R's that I race against in the Continental Tire Sports Car Series.

There are coutless sources, but here it is form the horses mouth.
HIGH-REVVING FORD 5.0-LITER V8 DELIVERS POWER, SPEED, FLEXIBILITY BEFITTING THE BOSS NAME | Ford Motor Company Newsroom

"To take advantage of the racing intake manifold, cylinder head airflow was fully optimized by CNC porting the entire intake and exhaust port and combustion chamber. The painstaking machining process takes 2.5 hours per head to complete.

To accompany the higher peak-power engine speed, the team had to engineer a lightweight, high-speed valvetrain and bulletproof reciprocating assembly that would not only hold together for 150,000-plus miles but also produce power at peak rpm."

There are many sources that state the same info. The intake is described elsewhere as a "runners in the box" manifold as well, which means velocity stacks. The developers have also been quoted as saying the car makes peak power "at or near" it's redline, which to mean means after 7500rpm. The "rumor" is that the Laguna Seca cars (black or silver with red accents only) will also come with a "red key" that will increase performance, most likely by raising the "redline", which is the reasoning for the red accents on the LS cars Jay Leno let something slip about "a special electronic key" on the Laguna cars seen here in this video.

2012 Ford Mustang Boss 302, Laguna Seca Edition - Muscle Cars - Jay Leno's Garage

Nothing I posted is made up There are a couple good threads on the new Boss on this site that contain all the details. Check in the 2011 Mustang section as well as the GT500 section

 

[BlackBolt9]

There are coutless sources, but here it is form the horses mouth.
HIGH-REVVING FORD 5.0-LITER V8 DELIVERS POWER, SPEED, FLEXIBILITY BEFITTING THE BOSS NAME | Ford Motor Company Newsroom

"To take advantage of the racing intake manifold, cylinder head airflow was fully optimized by CNC porting the entire intake and exhaust port and combustion chamber. The painstaking machining process takes 2.5 hours per head to complete.

To accompany the higher peak-power engine speed, the team had to engineer a lightweight, high-speed valvetrain and bulletproof reciprocating assembly that would not only hold together for 150,000-plus miles but also produce power at peak rpm."

There are many sources that state the same info. The intake is described elsewhere as a "runners in the box" manifold as well, which means velocity stacks. The developers have also been quoted as saying the car makes peak power "at or near" it's redline, which to mean means after 7500rpm. The "rumor" is that the Laguna Seca cars (black or silver with red accents only) will also come with a "red key" that will increase performance, most likely by raising the "redline", which is the reasoning for the red accents on the LS cars Jay Leno let something slip about "a special electronic key" on the Laguna cars seen here in this video.

2012 Ford Mustang Boss 302, Laguna Seca Edition - Muscle Cars - Jay Leno's Garage

Nothing I posted is made up There are a couple good threads on the new Boss on this site that contain all the details. Check in the 2011 Mustang section as well as the GT500 section

Thanks for the link and info. I can tell you that the BOSS 302R's are only spinning 7500rpm and when they attempted more than that at Daytona (7800 I believe) they had issues with erratic combustion. I believe it was spark related but don't know that for sure since you can't get that information out of the Ford Racing guys. I guess we'll see if they figured something else out since then but I know they haven't been running the 302R's above 7500 all this year. FWIW:beer:

 

[jsteve5050]

Here is more about the engine


HIGH-REVVING FORD 5.0-LITER V8 DELIVERS POWER, SPEED, FLEXIBILITY BEFITTING THE BOSS NAME

•2012 Ford Mustang Boss 302 engine delivers 440 horsepower and 380 ft.-lbs. of torque without the aid of forced induction
•Purpose-built Boss engine is based on production 2011 Mustang GT 5.0-liter DOHC V8, heavily modified with unique, Boss-specific parts to withstand all-day thrashing
•Revised intake, CNC-machined heads, lightened valvetrain and strengthened reciprocating assembly result in a race-proven engine meeting production durability standards
MONTEREY, Calif., Aug. 13, 2010 – The all-new 5.0-liter dual-overhead camshaft (DOHC) V8 in the 2011 Mustang GT already is the most powerful naturally aspirated production V8 Ford has ever produced. To make it worthy of the Boss name, Ford engineers tweaked more than a few bits of the engine.
They reengineered an entire dynamometer cell to handle the engine’s projected 7,500 rpm redline; put the first engines into Boss 302R race cars and sent them straight onto the track; and they designed a torture test equivalent to running the Daytona 250 race flat-out more than 175 times – in a row.
Only when the 440-hp V8 passed these tests, ensuring maximum power output without sacrificing durability, reliability and drivability, was it worthy of being called a Boss.
Bulletproof and blower-free
Planning began with a small group of engineers within the 5.0-liter V8 team. Starting with open minds and enlisting the help of two members of the original 1969 Boss 302 design team, the group began working its way toward the ultimate evolution of the new 5.0-liter: 440 horsepower and 380 lb.-ft. of torque, along with a broad, flat output curve all the way through its projected 7,500 rpm redline.
The Mustang team knew a supercharger would be the simplest way to extract significant power improvements from the new 5.0-liter V8, but they elected not to pursue forced induction for the 2012 Boss to stay true to the original Boss 302 engine.
“The core group of engineers on the Boss 302 engine understands and respect the heritage of the name and the history behind the original engine,” explains Mike Harrison, Ford V8 engine program manager. “The first Boss 302 was a specially built, free-breathing, high-revving small V8 that gave it certain desirable characteristics on a race course – and we capture that essence in the new engine.”
The team also realized the additional hardware meant more weight, the bane of any racing program and the opposite of what the Boss design team was attempting to achieve. Instead, the same technology that has made the new Mustang GT engine such a formidable force was applied to the Boss 302.
“In keeping with the spirit of the original, the new Boss 302 engine achieves its maximum power output at speeds at or above 7,500 rpm,” says Harrison. “Unlike the original engine, however, low-speed torque and driveability are uncompromised thanks to twin independent variable camshaft timing (Ti-VCT) technology and computer-aided engineering design tools.”
Harrison and his team began exploring Boss 302 concepts starting with the engine’s ability to breathe – essential to the production of horsepower. Because credible track performance requires high power production between 5,000 rpm and 7,000 rpm, the team needed a new approach to intake manifold design.
Borrowing from the Ford Daytona Prototype engines, the resulting short-runners-in-the-box design virtually eliminates lag when the throttle is snapped open while producing peak power output at high rpm.
“The effect of the new intake design is dramatic,” says Harrison. “When I took the prototype car to Mustang Chief Engineer Dave Pericak, he took a short drive, tossed me the keys and said ‘Book it…it’s in the program.’ He knew what we were onto, and that’s really the point where the Boss 302 was born.”
To take advantage of the racing intake manifold, cylinder head airflow was fully optimized by CNC porting the entire intake and exhaust port and combustion chamber. The painstaking machining process takes 2.5 hours per head to complete.
To accompany the higher peak-power engine speed, the team had to engineer a lightweight, high-speed valvetrain and bulletproof reciprocating assembly that would not only hold together for 150,000-plus miles but also produce power at peak rpm.
“What most people don’t realize is that engine stresses increase exponentially as engine speeds rise,” explains Harrison. “So moving up from GT’s 7,000 rpm redline required significant re-engineering of many different parts. Sacrificing reliability and usability over the GT engine was never an option.”
Some of the Boss-specific parts contributing to the Boss 302 V8’s output and durability include:
•Revised composite intake system with shorter runners, inspired by Daytona Prototype racing engines, for high-rpm breathing
•Forged aluminum pistons and upgraded sinter-forged connecting rods for improved strength, needed for the higher combustion pressures and engine speeds
•New high-strength aluminum-alloy cylinder heads with fully CNC-machined ports and chambers for exceptional high-rpm airflow without sacrificing low-speed torque
•Lightened valvetrain components to provide excellent dynamic performance up to speeds well above the engine redline
•Sodium-filled exhaust valves for improved heat dissipation
•Race-specification crankshaft main and rod bearings for higher load capability and improved high-speed durability
•5W50 full-synthetic oil with engine oil cooler for improved oil pressure and longer-lasting lubrication during extreme racing conditions
•Revised oil pan baffling for improved oil control under racing conditions and during cornering loads greater than 1.0 g
Close connection with race teams
Contrary to normal engine development protocol, the first batch of durability test engines weren’t installed in an engine dyno. Instead, thanks to a request from Ford Racing, they went straight to the track.
“Ford Racing had challenged the Boss engine team to give them the first available Boss 302 engines,” explains Harrison. “They came to us in August 2009 and told us they needed engines as soon as possible to build a limited number of Ford Racing Boss 302R cars for the January Daytona race. They got the engines 12 weeks later and the team got five Boss 302R cars prepped for the January race. This gave us a fantastic opportunity to be able to get full-on race experience with the engine so early in the program.”
The Boss engines have run reliably all season without a single mechanical failure. Boss 302R cars have also racked up the most laps led so far this season in Grand-Am racing.
Using race telemetry, the Boss team has been able to gather on-track data to help optimize engine calibrations, oil pan designs and cooling. In order to engage in virtual racing whenever they needed, the team used the telemetry data to re-create a hot lap at Daytona on the dyno back in Dearborn, allowing further fine-tuning.
“Working with Ford Racing has been invaluable,” said Harrison. “They were a wealth of information for setting up torque and power curves for road racing and for identifying areas of concern during track runs that we wouldn’t have considered if we were just building a hot street engine. Every Boss 302 owner will benefit from their contributions to the program.”
Production engine durability testing
Despite its racing heritage – and the rigors of track-day testing – the Boss 302 V8 is still a production Ford engine, built alongside the 5.0-liter GT engine at Essex Engine Plant in Ontario, Canada. That means it has to meet or exceed all the standard durability testing every Ford engine is required to complete.
The high-winding engine presented a challenge: The engine had no trouble staying together at its redline, but the Ford durability dynamometers weren’t designed to operate at the speeds the Boss engine was capable of.
“Ford had no engine test cells built to run at that kind of sustained speed,” said Harrison. “Ford Racing had one, but it wasn’t instrumented to do production durability testing. So we had to re-engineer the dyno cell with new balancers and jackshafts so the dyno wouldn’t fly apart running at redline hour after hour.”
Once an adequate test stand was configured, the Boss engine was run at its full rated output for tens of millions of cycles, eventually outperforming its specifications at every stage of testing. Engineers calculated that the test regimen was equivalent to running the Daytona 250 race flat-out more than 175 times – in a row.
Team members also devised an additional durability test specific to the Boss 302 engine – one that reflects the unique demands of Boss drivers. The engine was subjected to a regimen simulating 1,500 quarter-mile races typical of events at drag strips across the country.
“Even though the production Boss engine is designed to be very close to a full race engine, it had to achieve the same vehicle durability signoff any other production engine requires,” says Harrison. “Then it went on to get the track durability test signoff too. It’s really an engineering accomplishment that a Boss owner can thrash his car on the track and still expect the same outstanding reliability that the owner of a regular Mustang GT will enjoy.”