Boss 302 Motors

...NO! They came with a 302 'Windsor'! It has a Shorter Block to fit into the Mangusta...

I thought they did ?? hmmm .. the Boss 302 block is a windsor block.

Ron

Mangustas were being built before there was such a thing as a Boss 302. Mangusta production was winding down when the '69 Boss 302's were in the showroom.

You have experience with the 302's don't you Ron? They are no longer than a standard 302 Windsor, but the big square Cleveland head makes them wider.

cowboy from hell

quote:

It has a Shorter Block to fit into the Mangusta

Marlin, shorter than what?

260-289-302-351-400 are all the same length. And I think so is the 221, the earliest rare SBF

Small block Ford is a small block Ford, ain't it?

Larry

Shorter then a Cleveland. The block plus the waterpump are the difference.
The 8.2 Windsor blocks are about the most compact v-8s you will find.
A Boss 302 in a Mangusta isn't the way to go. Build a 347 or better yet a 355 Probe and kick some very serious butt.
Keep the outters all stock, port the hell out of the heads, run a 2x4 trans-am intake with two 600 holleys, 450hp and 450ft-lbs at 4000rpm.
Who needs a big ugly C?

quote:

Any one have any parts ..like distributors carbs or exhaust manifolds ?

And back to my original question ...I'm in need of parts for the Boss 302 ... LOL

Would that be a topic for the Parts Wanted Forum?


You know who'll have them....Perogie Enterprises...$$$...in Jersey

Ha ha ha ha ha P$e$r$o$g$i$e you aint kindin ... I did pick up a restored carb and original distributor that needs resto .. but still need the exhaust manifolds ... if the Mangusta never came with a B2 ..no sence pokin around.

Thanks George.

Physically the 351 4v manifolds are the same as the Boss 302's. If you want the original casting numbers then $$$$ are correct.

http://cgi.ebay.com/ebaymotors/69-70-Mustang-Boss-302-C...dZ1QQsspagenameZWDVW

Are the exactly the same except for casting #'s ?

Ron

I have not had them side by side. They do look the same to me.
If it was me, for the $50 for a cleveland set, I would try them first.
You can always go out and get a real Boss 302 set for $1000 whenever you want.

LOL ...exactly ..I dont know I guess I'm going to wait on spending 1000.00 on a hunk of cast iron not worth 20.00 in wieght. Just cant see it I may look them up the 351c's thanks for the tip.

Ron

When swapping engines in a 'Goose, its not engine length that causes trouble, its the fact that the 289/302 smallblock in the 'Goose came with machined bosses on the top of the right side intake manifold to provide a place for the jackshaft to bolt down. Sure, Boss heads on a 302 will fit great, but then you're faced with building up those mounting bosses- or finding another way of powering the A/C and alternator that normally run off the jackshaft. The 302 intake will not fit the radically different Boss heads and since Boss 302s were never supplied for 'Gooses, there is no commercial intake for this combination. The adaption to Boss heads in a 'Goose has been done (Steve Liebenow's blue '69 has one) but frankly, its not worth the trouble. FWIW, the neatest, most elegant swap I've yet seen in a 'Goose is a late 5.0 EFI-equipped Mustang engine with the 'Goose-specific block fittings swapped over. Of the several running around So-Cal, reportedly the only problem comes from adapting the jackshaft (again!) to the EFI intake and a minor interference at the edge of the access door- corrected with a small grinder.

I would hope that other intakes are not to difficult to adapt. The iron 68 302 4v intake is not a good one at all.

I couldn't help but notice that there are no air injector ports on the heads.

That engine must have been adapeted from the 68 4v intended for the automatic transmission.
All domestic manual transimission 68 302's had air injector ports.

Dennis, what is the date of production? Is it a 67 with a 289 in it?

I need to know. I just got asked this on the test.

BOSS WRENCH .. so talking about this JACK SHAFT ... has anyone ever used this method or similiar to add a Paxton to a Pantera ?? thats would be trick maybe with a similiar set up like a jack shaft.

Ron

Blower jackshafts run under the headers to the back, and on a Mangusta, most have the cast aluminum bellhousing accessory supports for A/C and alternator on opposite sides of the bellhousing. I've seen one 'Goose bellhousing with only one cast support on the right, so if you had that type, I guess it would be a little easier to design something that fits. I'm not real sure you could rig a low-mounted jackshaft to miss motormounts and fuel pump on the left side while taking advantage of the single-pedestal-on-rt-side bellhousing. Personally, I would TIG on some lumps of aluminum on an intake of my choice, and machine them down, then drill & tap to duplicate the factory setup- less the center support which IMHO causes alignment trouble and probably isn't necessary. FWIW, Steve's setup on his Boss 302 is built this way and whoever did it used a heavy looking 1" thick jackshaft with 2 supports compared to the thinner stock unit with 3 supports.

Chip at this web site has some boss 302 parts.

http://www.topcatautosports.com/for_sale.htm

Mark

Boy Howdy! I can sure tell when I haven't been paying attention to this board for a while!!!!

I'm not sure if I should fix this post, or just delete it, as there IS SOOOOOOOO much "missinformation" in here I can't stand it!!!!

First: No, Boss 302's were NEVER a consideration for the Goose. Horrible fit. Too many issues to list.....but with a welder, anything is possible.

2cnd: Boss 302 is based upon a regular 302 Windsor, so is NOT shorter. You can put Boss 302 heads on any 260-289-302 block. Will bolt right up. A more correct statement would be "taller than a regular 302" due to the height of the intake manifold. Perhaps that is what Marlin meant in the first place..... When I hear shorter, I think "no firewall interference!"

3rd: George: Mangusta production continued well into 1971, AFTER Boss 302 Mustangs were gone from the floors of the dealerships! You got it backwards! Goose "production" started in 68. Some chassis's were produced earlier, but Serial #008 has windows all dated early 1968, so it was not shipped in 67...only started...Anyway, a car produced in late 67 would be a 68 vehicle by US norms..... Boss 302 engineering work was being done in 68 with the rare tunnelport project. Now that is an engine that WOULD fit in a Goose!

4th: Two 600's on a SBF? How about 2-450's?

5th: 351C Ex. manifolds are not physically the same as Boss 302's. Port size is about the only thing that is the same. The Cleveland manifolds will fit, but won't fit a stock Boss 302 configuration in a normal chassis.... Close, but no cigars.... As long as you're not worried about Thoroughbred judging, you could probably get away with running 70 4V exhausts. 71+ versions changed again.... But you'd be doing custom exhaust header pipe.

6th: What's wrong with a stock 302 4V intake? With the proper carb spacer, they work fine up to the end of your camshaft! Intakes were never a limitation in a Goose. It was valve springs....probably piston material too....

7th: Air injection ports-heads: Some have 'em, some don't depending on where the engine came from. 70 manual trans motors did not get air injection! Nor did industrial motors. I've only ever seen two or three smog equipped cars so far.

8th: Goose motors were NOT automatic versions. Engine tags I have found show them to be regular production 302-4V STD transmission versions. These came with a stock Ford stick flywheel....carb numbers and distributor numbers confirm this on numbers matching cars I've seen. (Not many still around!)

9th: Time for chow!!!! Quit spreading so many half truths! You're killin' me!

Ciao!
I'll try and visit more often! Email me if you need help...I'll try my best.

accobra, (Steve correct me if I'm wrong), Dual points distributors are fine if you are going for concours restoration in a Mustang, in the case of the Goose, get a Pertronic ignition of Ford duraspark set-up, better fire, no points, easy to install and affordable.