I found a Boss 302

[jah64]

Hello All, Just joined the forum. I am in the early stages of the quest for a Cobra. (non donor car path) and have started to collect bits and pieces for the build.
I have a coworker that has a Cleavor Boss 302 for sale that he built for his 65' mustang. In the end he decided to redo the stock 289 that came with the car instead. I am looking for some insight on the value of the engine and thoughts on how it would work in a Cobra. (Non EFI) I appoligize for the long post but his description of the engine is very thorough and detailed.
Thanks for your thoughts, Andy

This engine was assembled using a Ford Boss 302 short block (original OEM block, crank, main bearing caps, dampner, and piston rods) and 2V open-chamber Cleveland heads machined for this application.

This combination requires a Street Boss intake manifold (supplied) made specifically for this application. It is known as a “Clevor” engine combining both the advantages of a stout 4-bolt main-cap Boss block, forged steel crank, and extra-strength rods with the smaller 2V Cleveland intake/exhaust ports for better low-end torque and streetability. The open chamber heads using stock Boss 302 popup pistons will provide approximately a 9.1:1 compression ratio that is more suitable to the street than the original 11:4:1 to 12.2:1 ratio for the Boss 302. There is some controversy regarding the use of open vs. closed chamber (also known as the Australian head) 2V Cleveland heads for this application (although I do not know if an intake manifold is available) due to the potential of detonation problems with the open chamber style head. It is recommended that premium gasoline be used even with the 9.1:1 compression ratio. I will supply all of the information that I have from the various sources that were used to assemble this engine.

Although, it is offered for sale as a semi-complete engine, stock Boss 302 heads (which I do not have) can be readily fitted to the short block since nothing has been modified except the Cleveland heads. I do have a stock Boss 302 intake manifold available (for sale separately) with a corner of the head flange broken off near the distributor. It may be possible to repair, but I do not have the missing piece.

Please note that this engine has been sitting assembled on an engine stand for about 10 years with the rocker arms loosened and the cylinders lubricated. It can still be turned by hand, but some disassembly is suggested to ensure that the cam and lifters are properly lubricated before completing the motor. The engine does not come with a carburetor, distributor, or accessory brackets. Other parts to be supplied are listed later. This engine was assembled with care and top quality parts. It is expected that there should be no problems with completing this engine; however, I cannot offer any warranty since there are too many unknowns in how the motor is eventually completed. It will be up to the buyer to confirm all of the clearances and assembly. The following information is as complete and honest as I can provide.

Main Components
Block – C8FE-6015B, 8L15 Ford Boss 302 OEM, stock bore, used. This block is supposedly an early Trans-Am racing block that was installed in some ’69 Boss 302’s after Ford encountered production problems with the early ’69 castings. It can supposedly be over-bored 0.040” vs. the standard 0.030”. This may or may not be correct, and it is not meant to indicate that this block is any rarer than other Boss blocks. The previous history of this block is not known as far as use and machining, except it was cylinder honed before receipt, and it was a very clean block with an original bore within stock specs. It has the original 4-bolt main bearing caps. Screw-in freeze plugs and oil galley plugs appear original, but the oil galley plugs may have been replaced. Head and intake manifold deckings were checked and within stock specs. Cam bearings were already installed, but checked and are within specs.

Crank – D0ZE-6303A, Ford Boss 302 OEM, used, machined 0.010” under. This is an original Boss 302 forged steel crank, although probably not for this block based upon the casting numbers.

Rods – C3AE, GL45 BYG, Ford Boss 302 OEM, assumed used. These are original Boss 302 rods. They have been shot peened and polished, and are drilled for piston pin lubrication. They were so clean as received that it is not known if they were used.

Pistons – TRW L2325, aluminum, full floating standard bore , 12.1 cc dome volume, 1.53” compression height, 12.2:1 compression ratio with stock Boss 302 heads. These are replacement pistons due to the skirt cracking problem encountered with early Ford Boss 302 OEM pistons. 7 of these are new. The 8th was obtained used from Total Performance with little dynamometer run time and wear.

Dampner – Ford Boss 302 OEM, used. This damper is required for this motor/crank.

Heads – 1970 2-V Cleveland heads, open chamber. Ford OEM, used. Water passages machined to fit Boss 302. Slight intake, exhaust port matching and internal casting cleanup were done.

Intake Manifold – B&A Ford Performance Street Boss, aluminum 4 barrel. This is required to fit 2V 351C heads to a Boss 302 block.

Cam Shaft – Competition Cams 280 Magnum Cam, 31-226-3, 280 IN/EX duration, 0.529” IN/EX lift for Boss 302. This cam is a street machine, high performance cam which should provide a somewhat nicely choppy engine lope while maintaining strong intake manifold vacuum.

Valves – 1970 2-V Cleveland, Ford OEM, used, 3-angle valve seat reface.

Lifters – Rhodes hydraulic, new.

Valve Springs – Crower Racing, dual spring, new.

Rocker Arms – Dove 351C aluminum roller rocker, new.
Other Components
Head Bolts – B&A Performance, chrome-moly, new.
Push Rods -- B&A Performance, Ford Boss 302 OEM, new
Push Rod Guide Plates – B&A Performance, Ford Boss 302 OEM, new
Timing Chain – Milodon Tru-roller, new.
Cam Retainer/Eccentric – Ford OEM, new.
Valve Locks/Retainers – Lunati 7 deg, new.
Windage Tray – C9ZZ-6687B, Ford OEM, new.
Valve Seals – Sealed Power, teflon seal, new.

[amcagreg]

I had built a Clevor some years ago and installed it into my 1965 Mustang GT-350 replica. It did not have a lot of the high priced boss items you meantioned but cam, carb, head, manifold was about the same. The engine sounded ferocious. With proper tuning probably would have been. My observation is that all the HP for the Boss/Clevor is made at the high end 5,000 to 7,000 RPM. This is not where most street engines "live". Great for the track or for a situation were you are limited to 302 cubic inch displacement like a racing category or Trans Am series.

[BostonBuster]

This motor should work well in a 2500 lb car. One change I would make , the cam , pick a circle track grind a little hotter than the stock Boss 302 cam ,especilly with 12-1 comp, in solid lifter. Lack of low end in these cars don't matter as long as you have rear end gears 3.73-1 or up.Need a cam with around 240 degrees duration @.050 lift on a 106-108 CL to get your dynamic comp ratio down to 9-1 or less or it won't run well on pump gas. Hope whoever built this Motor dynamically balanced it
Expect to wind this motor to 6800 RPM or so , power range 4-7500 RPM.
Had several Boss 302s in the 70s and beat Big Block cars on a regular basis . Had a great sound at 8000 RPM.

[BostonBuster]

On the heads , I suggest you pick up a set of Boss 302 heads and intake. If you can't find the heads you can use 351C 4V heads (closed chamber) with modified water passages , machined for Studs and Guideplates.
With the cam type I suggest and the big valve heads you would be at about 400 HP or so.

[powerhouse]

Another idea,if you can get it cheap enough is to sell the block and other boss parts. People who are restoring those cars will pay a small fortune for the parts.

[Art Totten]

From what I have read here I am sure you will be in the higher RPM ranges so I would lose the Dove aluminum rockers in favor of stainless steel ones that are much stronger. The slite added weight of the stainless rocker is nothing compared to the likely brakage of the Dove aluminum rockers.
I run a Keith Craft 335 cuin. in a A4 block at RPM up to 8000 and learned of the aluminum rocker weakness myself.

[imacobrabuilder]

The 2V heads should do well on the street. would probably benefit from a cam mod. I'm jealous that you have the engine and I don't...