This is one announcement that was very highly anticipated in Australia. Ford enthusiasts in the states are also watching… and waiting.
There are two variations of the engine, with the one shown below wearing a cold air intake. This is still a port-injected engine – specs are essentially the same as the North American version fo this engine.
But why a supercharged Coyote engine only makes approx. 422 HP (450 with cold air) has not been explained. The engine may be tuned for torque instead…. but even it’s 400 lb-ft isn’t much. Very strange. It’s also been said that these engines are not intercooled, which would explain the low output. Certainly better output will come later…?
Ford if Australia Press Release follows:
FPV ANNOUNCES SUPERCHARGED V8 ENGINE PROGRAM
Thursday, September 2, 2010
Ford Performance Vehicles today announced a new range of supercharged V8 engines for its Australian-made performance car range.
To be launched in early October, the new FPV GS and GT model ranges will both be powered by all-new lightweight 5.0 litre supercharged Ford V8 engines producing 315kW and 335kW of power respectively.
Both engine configurations are more powerful, more fuel efficient and cleaner than any engines previously offered by FPV.
Developed locally by Prodrive in a $40 million program, the new FPV engines are based on the ‘Coyote’ Ford V8 first introduced in the American Ford Mustang at the beginning of this year.
“The new supercharged V8 engine program represents FPV’s biggest-ever investment in the Australian market, and has been the most extensive and exhaustive development program we’ve ever undertaken,” Prodrive Asia-Pacific Managing Director Bryan Mears said today.
“The outcome is phenomenal … these engines are brilliantly responsive, their performance is sensational, and they will take our next generation of FPV models to a level that’s simply unmatched by anyone else.”
FPV’s first-ever supercharged engine, the new V8 is a sophisticated all-aluminium design with double overhead cams and 32 valves configuration, and is fully EuroIV compliant.
Its lightweight and compact size – the supercharged Coyote engine is 47kg lighter than the outgoing 5.4 litre Boss 315kW engine – also offers packaging benefits which enhance the handling performance of FPV’s new GS and GT ranges.
The base of the new FPV V8 engine is imported from America in component form and each one is hand-assembled locally by FPV, utilising extensive Australian-made componentry.
“It’s important to emphasise just how Australian these engines are,” Bryan Mears said.
“Although the basis of the engine is imported, all the components utilised in the supercharged configuration are locally sourced, and the engines are completely hand-made by the team at FPV in Melbourne.”
Heart of the Australian engine specification is a Harrop Engineering-developed supercharger utilising Eaton TVS technology.
FPV began its development of the new GS and GT engines in 2007, initially with a 5.4 litre XR8 ‘mule’ engine fitted with a supercharger and custom manifolds. This was used for cooling system development and initial engine calibration strategy development before the first of three levels of prototypes were built around the 5.0 litre ‘Coyote’ Mustang engine.
Each of these prototypes advanced development of the engine, at first with hand-made componentry to trial various configurations, until a final specification was locked in, utilising pre-production parts and then final production components.
Engine power levels, torque curves and emission outputs were all refined throughout this process.
“One aspect of the program that was very important to us was the aural output of the engine … it is at the heart of the FPV brand that the engine sounds right as well as means business, so we put enormous effort into that,” Bryan Mears confirmed.
“You’re going to love the outcome!”
Finally, verification prototypes then embarked on an exhaustive 170,000 kilometre durability program around Australia, before the engineering program was signed off in July 2010.
FPV will offer customers two engine specifications when the new GS and GT ranges go on sale in October.
The GS-spec engine produces 315kW of power at 5750 rpm and 545Nm of torque, from an incredible 2000 to 5500rpm!
Official fuel consumption and emissions figures* for the 315kW engine are as follows:
GS Manual Sedan – 13.6 l/100km, 324 g/km CO2
GS Auto Sedan – 13.7 l/100km, 325 g/km CO2
GS Manual - 14.0 l/100km, 333 g/km CO2
GS Auto Ute – 14.2l/100km, 335 g/km CO2
The GT-spec engine produces 335kW of power at 5750-6000 rpm and 570Nm of torque between 2200 & 5500rpm. Its official fuel consumption and emissions figures* are as follows:
GT/GTP Manual Sedan -13.6 l/100km, 324 g/km CO2
GT/GTP/GTE Auto Sedan -13.7 l/100km, 325 g/km CO2
* Combined cycle; tested to ADR81/02
TTAC today released an editorial titled “Do Not Buy A 2011 Mustang 5.0“: http://www.thetruthaboutcars.com/editorial-do-not-buy-a-2011-mustang-5-0/ They claim to have discovered that Ford’s new 5 liter V-8 will get direct injection (D.I.) one day soon.
TTAC didn’t discover anything new at all.
Ford engineers already revealed that the engine and heads made “accommodation” for D.I. during the interviews they gave in the press rollout months ago. Several magazines were savvy enough to report it at the time as well as the fact that the 3.7 will also go to D.I. at a future point in time. And other engineers have publicly – although generally – discussed the overall rollout of D.I. inside Ford over the next several years.
Furthermore, reacting a few misinformed comments on their “editorial”: no, the reason the current 5 liter has port injection has absolutely nothing to do with somehow favoring the aftermarket or “drag racers”. That’s ridiculous. That’s not how business investment decisions are made or how Government mandates are met.
The decision to forego D.I. in this first iteration of the new 5 liter has solely to do with cost, and the new engine’s ability to meet its performance objectives (meaning emissions and fuel economy) without the extra cost of the D.I. hardware required.
When D.I. does get here some day, the engine will have even better drivability, as anybody knows who has owned a car with D.I. And better torque, HP, mileage, emissions, and A/F precision. D.I. is one of those technologies which do nothing but good. The engine will probably also get a compression ratio boost (note Mazda’s new D.I. 4 cylinders – featuring 13 and 14:1 compression!!) at the same time, which will improve torque even further.
As for the aftermarket, remember that the ’80s Mustang created the modern aftermarket, almost single handedly. And Mustang tuners have met and exceeded every single technology challenge handed to them – including Port Injection. When port injection came out in the Mustang (’84 SVO first, and the 4.9 liter V-8 in ’86) the fear mongers told everybody to “get a new Mustang before P.I. comes out”. Ridiculous then, very quickly disproven, and just as ridiculous now. We were there, with both an SVO and an ’86 GT. Our ’86 had fabulous drivability compared to the earlier ‘83-85 GT with its poorly tuned Holley carb, ridiculous A/C idle override, crude cold-weather start, and frequently blown diaphragms. Good riddance to that.
There’s lots more technology from Ford coming in the longer term, including variable valve lift – which is once again an emissions and mileage-driven change but which again will mean even more performance for us all. And when the next-gen Mustang comes out and hopefully drops a couple of hundred pounds (and adds the IRS), our world will get even better yet. And we know that at roughly the same time the Camaro will also move to a lighter platform, and make a switch to an all-new 5.5 liter OHV cam-phased direct-injected V-8. Time marches on.
Jay Leno was at the introduction of the Boss 302 a few weeks back and now has the video of his visit with Tom Barnes, Vehicle Engineering Manager for the Mustang. There is only a little bit of new information here, but more importantly we get to hear how the Boss sounds.
This is a really fun event that everyone should see at least once a decade. And if you are local, of course you’ll be there every year.
Ford Press Release follows:
ALL-NEW MUSTANG BOSS 302 TAKES CENTER STAGE AT ANNUAL WOODWARD DREAM CRUISE
Dearborn, Mich., Aug. 18, 2010 – The Boss 302 is back, and the Ford display at the Woodward Dream Cruise is the perfect place to check out Ford’s latest pony car, the recently unveiled 2012 Mustang Boss 302. The Boss 302, along with the track-ready Boss 302 Laguna Seca, will greet visitors to the Ford display in Ferndale, Mich.
Ford employees are also getting in on the fun, bringing an anticipated 10 original Boss Mustangs for display.
But that’s not the only Mustang eye-candy. Mustang Alley will showcase more than 500 Mustangs – one of the largest gatherings of Mustangs in the country. The Ford display, which extends more than a mile along 9 Mile Road, also includes the 2011 Mustang GT with the all-new 412-horsepower 5.0-liter engine.
“We’re celebrating our entire Mustang lineup with this display,” said Fritz Wilke, Mustang brand manager. “We are letting enthusiasts get up close to learn about and experience our newest Mustangs and see the heritage of Mustangs at the same time.”
For visitors looking to take a piece of Mustang home, Mustang Boss 302 T-shirts will be given to fans. Ford also is selling Mustang Bears for $10, with all proceeds to benefit the Juvenile Diabetes Research Foundation (JDRF). Additional Mustang and Ford merchandise also will be available for sale.
Ford Racing is bringing the garage to the Woodward Dream Cruise with Mustang Garage, which allows customers to customize their own cars on-site to sound louder and go faster – with show-special Ford Racing Performance Parts installed by trained Ford dealer technicians. Show-goers can make a Mustang Garage appointment in advance by calling Ed Schmid Ford (248-544-1091), or they can walk up to the Ford Racing booth and purchase the parts they want installed, then watch the process happen right before their eyes.
Located at the Ford display on 9 Mile Road, Mustang Garage will run from 10 a.m. to 6 p.m. on Saturday. With any Ford Racing Performance Parts installation, the customer will receive a free Ford Racing T-shirt.
The Ford Racing display also includes Ford Racing specialty cars, a 160-foot-wide display of NASCAR, drag racing and road racing cars, and the Ford Racing Performance Parts display trailer.
What’s hot now
Current and future products will line the streets, including a display by Ford’s Special Vehicle Team (SVT), which will showcase the F-150 SVT Raptor and Shelby GT500. Current products will include the all-new Fiesta and Super Duty, as well as the Taurus and Fusion.
Other companies joining in the Ford display include Roush Performance and Shelby Automobiles, all taking to the streets of Ferndale to join in the celebration.
Visitors can check out Ford’s monster truck, Blue Thunder, with an appearance by driver Linsey Weenk. The Ford area has two stages with live classic rock ’n’ roll entertainment, food courts and a play zone for kids.
It’s all about the history
The Woodward Dream Cruise is the world’s largest one-day celebration of classic car culture. The event attracts more than 1.5 million visitors and more than 40,000 muscle cars, street rods, custom collector and special-interest vehicles. The annual cruise started as a small event to raise money for a soccer field in Ferndale in 1995. Nelson House and a group of volunteers hoped to create the days of the 1950s and ’60s, when cars, music and teenagers took over Woodward Avenue, America’s first highway. That year, 250,000 people participated – nearly 10 times the number expected. Today, nearly 100 area charities benefit from the sale of official Dream Cruise merchandise and refreshments each year.
Leading with a front-page picture, USA Today reports from the scene of the big 2012 Mustang Boss 302 announcement: http://content.usatoday.com/communities/driveon/post/2010/08/boss-is-back-ford-mustang-boss-302-unveiled-for-2012/1
This is just one example of the enormous coverage Ford has received for the announcement of the new Boss. Most of the major media outlets heavily covered the announcement, as well as just about every automotive-related website or blog in North America (of any brand). And our own humble little blog here exclusively broke the news when the Speed channel accidentally leaked it. We’re happy we could be of service.
We’re registered as “press” with most of the manufacturers of interest that sell in North America. We’ve been with most of them for many years. And we have a simple observation from the last year or so: Ford is a media rocketship. Just counting the number of press releases issued on a regular basis (well-written, nicely detailed, with lots of images and supporting material), it’s clear that in this regards Ford has out-paced the rest of the industry and that nobody else is even close. There isn’t a day that goes by where we don’t get some news of interest. The entire 2011 Mustang press experience has been the perfect example of how to run a press function, and recent campaigns such as the build up for the new Fiesta have been ground-breaking and unprecedented. We’re looking forward to seeing what they come up with for the upcoming Focus kickoff, and (as we know) dozens of new products are in the pipeline over the next few years.
A far-distant second is Chevrolet, where it would seem that the only thing happening in the company from a product standpoint is the Chevy Volt, followed by a free Corvette handed out to an obscure sports figure (an action which they then had to publicly justify). Does giving a over-pampered and over-paid sports figure a sportscar really drive anybody to shop at their Chevrolet dealer that evening?
Ditto for Chrysler, who is comparatively all but silent. Mitsubishi’s newsroom has issued, by our count, only 8 product press releases the entire year. We understand that Chrysler is seriously ill, and that Mitsubishi is barely holding off death (counting on the arrival of the i-MiEV, perhaps too much?), but surely with dozens of products between them somebody could come up with something interesting to say. Mitsubishi’s flagship, the Lancer Evo, has only had 1 press event this year. A classic battle between the Lancer Evo and the Subary Impreza WRX STi has been fought on racetracks and in the press for the past 15 years – with the Evo almost always winning over it’s terminally-understeering opponent. But this year, in the press and thanks to some creative parts swapping, Subaru has pulled far ahead in the press.
So Ford’s dark years are behind them, sales are sky-rocketing, market share is growing , their press group is leading the way, and profits are enormous. That’s a great thing about Ford: we love the company when it’s being run the right way, but when numbskulls get in the way (like when Little Billy Ford thought he could run the company) we get mad and then we get vocal. This is called mindshare, and Ford has it.
Image: Volume of Ford press releases over past several days.
One thing Ford never told us in the big announcement last week was the production date or price. Enthusiasts were hoping for this fall, and it seemed likely because the car was being announced now in the summer of 2010. Instead, the Boss will apparently be back a half of a year from now.
So if you were hoping for a production date this fall, you are out of luck.
And if you were hoping for the rumored $3ok, you are right out of luck.
According to an article in USA Today on Monday, production will begin in the spring of 2012 and the cost will come in between the GT at $29,645 and the Shelby at $48,648. Given the extensive changes Ford made to the car over and above the GT, we’ll predict a $40k base price. The Torsen and Recaro option is apparently linked together, and we’ll predict an additional $5k for those. Undoubtedly there will be a limited set of options, including the radios but likely not the clear roof, stripes, leather seats, or other appearance options.
There is also the open question of the gauges/timer pod option for the center dash. It’s been shown but not discussed to date.
And if you’re buying the Laguna Seca model, there are probably zero options. And we’ll predict $48k for this one.
All 83 press pictures that Ford Made available today are in our high-res gallery here: http://www.drivingenthusiast.net/sec-blog/?page_id=7691
Click the thumbnail for a high-res image.
We’ve all been watching the Boss 302R race cars in the Continental Challenge and knew that a street version could easily be build using the knowledge and experience gained there. The unplanned slip of the Boss 302 street car details by the announcer on the Speed channel coverage of the Continental Challenge race gave it all away. And it was purely by accident that we caught that slip because this was the one event we hadn’t planned to watch and only caught the last half-hour.
But there were plenty of clues before that. When we saw the first picture of the Boss 302R intake manifold, and realized that it was obviously designed for production, we knew a new street Boss was imminent. Another clue was the puzzling Ford of Australia discussion of multiple versions of the “5.0″ engine that would be considered for the Falcon – only 1 of which was the supercharged version they will design and build. Something was clearly up if you kept your ears open.
And now Ford has made the announcement.
Ford Press Release below:
NEW 2012 MUSTANG BOSS 302 TRACK-TESTED THANKS TO FORD RACING BOSS 302R
- All-new 2012 Mustang Boss 302 benefitted from extensive racing telemetry and real-world experience gained from the Ford Racing Boss 302R
- Racing experience helped Boss team engineer vehicle aerodynamics, oil control, brakes, engine cooling and suspension for durability and peak performance on the street and track
- To ensure repeatable results between race car and street car, many Boss components are identical between competition and production versions
MONTEREY, Calif., Aug. 13, 2010 – It’s no secret that, near the end of 2009, Ford Racing announced the Mustang Boss 302R, a full-race, off-road-only vehicle complete with roll cage, race seats, safety harness, data acquisition, race dampers/springs and Brembo brakes. Since its first start at Daytona, the 302R has been proving itself to Ford engineers and the competition alike, with two pole positions in seven races so far this year.
What racing fans haven’t known is that the Boss 302R has also been serving as a very public test bed for the all-new road-going Mustang Boss 302, a car that, until recently, has been secret even to many people at the company.
“The old adage that ‘racing improves the breed’ held true as we were building the production Boss 302,” explains David Pericak, Mustang chief engineer. “Since the Boss 302R race cars used many of our planned production parts, we had the advantage of six months’ worth of racing telemetry to add to our standard battery of environmental tests pulled from the 2011 Mustang program. The track experience was helpful in identifying improvements we could make on the production Boss – particularly the Laguna Seca model – to provide a competitive race car right off the showroom floor.”
Identical parts, repeatable results
Collaborating with Ford Racing, the Mustang team decided if they were going to use the 302R for full-scale testing, then the race car would need to use planned production components to get valid data. As a result, engineers installed the first Boss 5.0-liter engine that came off the line directly into the 2011 302R development mule for track testing.
“The 302R engines come straight off our production line with the same short block,” explains Mike Harrison, Ford V8 engine program manager. “The forged pistons, stronger connecting rods and all the other refinements were already designed for racing, so it was straightforward to take what we learned on the track and apply it to the production car.”
The results using the initial engine design were encouraging, though the data pointed out potential concerns with both engine cooling and oil control. Specifically, the car needed more of both, so aerodynamic elements in the front of the car were revised to improve airflow efficiency.
Also, under the hood the Boss radiator was redesigned and plumbing changes were implemented to more effectively use the additional airflow the new fascia aero treatment was able to supply – all changes that have been implemented on standard production Boss models and the race-ready Laguna Seca cars.
Using software that plotted oil pressure at specific g loads and at particular parts of the track, engineers isolated the motions causing oil starvation. Based on the track telemetry, baffles were added in specific locations, eliminating the issue without adding any more weight than necessary.
To aid the brakes, an aggressive engine braking algorithm was employed in the powertrain control module (PCM) – the engine braking allows the driver to brake later in turns, reducing wear on the friction brakes. Brake cooling ducts from Ford Racing were found to dramatically improve fade resistance – the ducts became standard on the 302R and the Boss Laguna Seca, and are available over the counter for standard Boss models.
“Racing can serve as a technical proving ground for production cars,” said Jamie Allison, director, Ford Racing. “The 5.0-liter block and architecture in the Mustang Boss 302R is the same as the 2011 Mustang GT, and many of the 302R components and much of the engineering knowledge shared between our teams will soon be available to customers in the 2012 Mustang Boss 302. The tradition and the spirit of Boss, a car born for the track, remain today and you can bet more than a few Ford Racing employees will have a Boss 302 in the garage soon.”
The Boss 302 package is a complete package – almost every contingency was accounted for. The entire engine was also gone thru and numerous changes were made. With 440 HP at 7000 RPM, the rev limited was raised to 7500 RPM
Ford Press Release follows:
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.”