Hey Mean Maverick I was joking.....I have a street boss in my new car now using Aussi heads. This has been a fun thread and I'm not in it My personal opinion is the after market windsor heads are better than most cleveland style heads out there. They pose less problems (manifolds, machining and such) so the only real reason to do a swap is for nostalgia reasons or just to challange yourself (my reason)
Well, it sorta is if you are going to mislead folks. I am starting to get the thought that you are trolling here... Some of your info is SO far off that it seems likely. Yes! You are getting it now. It was a FLOP and that is why they resorted to using the Cleveland head rather than start again from scratch. The Boss was not designed for street use either! The rules required that Ford put at least 500 of them in street cars (per year of racing) to allow the engine in the race circuit. The term is homologation. If the tunnel port heads hadn't been a flop, Ford already had plans to put them in the Mustang, and it would have been called the "Boss 302". So the tunnel port heads were the original Boss 302 heads. They just never made it far enough down the chain to ever get the name applied to them. Now to the next problem with this statement... The TP302 was NOT a Can Am head. That was the Gurney-Westlake, later Gurney-Eagle, which is a whole nother head variation. They could be mounted on the block with the carbs on the outside and exhaust headers mounted over the lifter valley. OR they could be mounted conventionally depending on the chassis into which it was installed. The Can Am, LeMans, and F1 series that used this engine did not require homologation, that is why this head variation never made it into production cars. At one time though, Ford thought it might homologate this engine for TransAm, so there are actually factory 4v intakes and cast exhaust manifolds out there to be had. They are fairly rare, but have even been repopped over the years for those of you that might want to put a Gurney 302 in your street Ford. This is the other engine that might have become the Boss 302, if history was only slightly different. Dave
Some interesting pics... First is a complete 1968 production ready tunnel port 302. Intended to become the Boss 302, but never did. It is production ready for sure, smog pump and all! Please note that the TP302 used stock type 302 valve covers and exhaust manifolds. Everything is based on 302 with some FE tricks internally to accomodate the tunnel ports. Very different than the final production Boss 302. It can interchange valve covers and exhaust with a 351c 4v. Next is a disassembled Gurney 302. The aluminum block in the foreground is something else, the rest is Gurney 302. Note beefy block and the heads are to the right on the bench. Next is a Gurney 302 gathering dust. It is set up conventional, rather than reversed with the headers out the top.
ummm are you sure about the boss 302, the valve cover looks wrong (windsor). The machine shop that did my Aussi heads has a set of gurney heads pretty impressive.
Not correct. There was a company that marketed a special manifold just for this swap-Boss 302 heads onto a 302 block. I don't remember ever hearing that the 2V 351C Manifold would work. Why would you want a 2V manifold on a car with B2 heads anyway? Seth
That pic is of a tunnel port 302. I just called it the 68 Boss 302 because there was no Boss yet in 68, but there was a tunnel port, and it was destined to become the Boss 302 if everything worked out like Ford planned. Just pointing out what might have been. Also pointing out Ford's obvious plans to make the tunnel port a production engine as shown by the Motorcraft 4v carbs, cast manifolds, and smog pump. The pic was their delusion of grandure for the TP302. One thing I notice about the TP302 is the heavy reliance on outdated technology. It was an obvious attempt to go 'retro' on the new engine, rather than look to the future. If you think about it, they stole all their ideas from the FE engines. Shaft rockers Tunnel ports Dual 4v A feeble attempt at iron headers The rest is pure SBF. The fact that they ended up flopping and doing a 'hail Mary' by stealing the 'cutting edge' Cleveland stuff is the final testiment to this theory. The final product, considered much better, was a single 4v with modern heads. Heads that were, in truth, warmed over BBC heads. Just some irony there. I'll say it again, those TP302 engineers would have been up the creek if Ford hadn't happened to have the Cleveland in the works at the time. Dave
B&A Performance out of Arkansas had 5 intakes of interest during the 80s: * 302 "Street Boss" For use with 2v Cleveland heads on a 302 block. Dual plane. The ports matched 2v, however, the manifold had a large flange to cover 4v ports if you so chose to use 4v heads. * 351 "Street Boss" Same as above, but wider for the W block. * 302 "Track Boss" An aggressive single plane intake. Had 2v ports, however, there was enough aluminum (meat) to open them up to full 4v size. So it could function as a 4v port intake, rather than just cover the 4v port like the Street Boss. * 351 "Track Boss" Same, but wider for the W block. * B&A Spyder I have only seen 2 of these, but it was awesome at the time. The wildest intake out there for an SBF was the T289 or Offy POS. This intake was much like the Parker Funnelweb. It was discontinued with the introduction of the Edelbrock Vic Jr. To put it into context, I saw this intake back when everything neat looking was SBC, and SBF speed parts were still pretty slim pickins... This thing was great! Super tall, integrated valley pan, individual runners... You just didn't see this sort of thing for a Ford back then. The last one I saw was at a swap meet. It was marked 80 bux. I told the vendor I wanted it, but he informed me the guy handing him cash just bought it. Another neat intake for the 302 with 4v heads was made by Rousch. Looked something like a Vic Jr, but with sewer pipe sized ports. Out of production... Right now B&A's 'bogus boss' intakes go for really big money on eBay, when they come up. However, B&A has sold the production rights recently and someone is supposed to be gearing up a repop run. May have been either Kuntz Racing or Craft Racing... Not sure. Both of those companies were formed by the break up of Kuntz & Craft Racing of Arkansas. Dave
I didn't realize they used the same valve cover ooops........lots of good information here amongst the bull. I thought the big block tunnel port worked and the small block sucked?
Okibono, I bet you will think twice before asking a simple question like this again! Who would have thought....................?
Are you for real? Hello, is anybody home? The first picture is a Tunnel Port 302. Ratio put the 'Boss 302' in quotes, to indicate that it was the intended "Boss" motor, not the actual one.
Please note that I edited the post in question and arranged the wording so that a child could understand. Same meaning as before, just plenty of surplus wording.
Here is a link to every valve cover that Summit Racing lists for a "Boss 302". Click on any one of them and look at what engines they fit. The 351c will be listed right along with the Boss 302. (Assuming you know to click on the part number, click 'Applications', then remove Boss and 302 from that application page. Otherwise, the application for that part number will only be for the engine in the original search. I used Boss 302.) http://store.summitracing.com/egnsearch.asp?SearchType=Engine&N=700+4294908331+4294840126+4294889032+4294925081+115+4294919746 Same thing for exhaust gaskets. I couldn't use headers because the deck height difference would confuse the issue. Point here is that Boss 302s use the 4v Cleveland flange. http://store.summitracing.com/egnsearch.asp?SearchType=Engine&N=700+4294908331+4294840126+4294889032+4294925081+115+4294886211 Edit: Here is a link to make it super easy... Part number: FMS-M-6582-Z351 Applications: 69-70 Boss 302 and 70-74 351c They left out the 70-82 351m-400s, but who cares? http://store.summitracing.com/partdetail.asp?autofilter=1&part=FMS%2DM%2D6582%2DZ351&view=32&N=700+4294908331+4294925081+4294919746#Application
