What do you think it will take to hit 500whp NA with a Boss
Bullitt Member
Joined: December 24, 2009
Posts: 457
Likes: 1
YES you will need larger N/A aftermarket cams to reach 500rwhp. you will never get close to that.
441rwhp is the highest stock cammed ported head and boss intake coyote.
you guys will get 435-450rwhp MAXIMUM with long tubes, CAI, tuning, all bolt ons. note that every dyno is different and some are happy some read low.
everyone who is thinking the BOSS has more than the 444hp is going to be disapointed. it will pick up similar bolt on number from an offroad x and cai/tune that a coyote does. 23rwhp or so more than a GT. you also need to note that a boss exhaust is better than a GT and theres not much to gain from catback, if any at all.
the boss is about high rpm sustainable power, not a peak 'whoop-***' number. your intake is better from 6200-8200, but actual peak hp numbers are only a few different.
IE the GT manifold on one of your cars will net about 7-10hp less peak HP at a much lower rpm.
stock 2011GT = 360-370rwhp
stock boss?= 385-395 rwhp?
full bolt on GT's=425-435rwhp
full bolt on BOSS= 435-450rwhp.
IMO.
Last edited by assasinator; Apr 13, 2011 at 02:18 PM.
Bullitt Member
Joined: December 24, 2009
Posts: 457
Likes: 1
on a side note i noticed the cams for the 302r fit the boss heads, i wonder what that will do for power. they are cheap too, it would be like $700 for the pair of exhaust cams.
i'd liek to see the spec son teh cams that NA post up towards the top used so we can compare them to the boss cam.
i'd liek to see the spec son teh cams that NA post up towards the top used so we can compare them to the boss cam.
Tasca Super Boss 429 Member
Joined: December 18, 2010
Posts: 3,708
Likes: 0
From: NorCal
The Boss engines are the same with the exception of exhaust, emissions, and tune for use with 97 octane Sunoco race gas. Not only is it a spec class the Boss 302R's are running restrictor plates to limit HP.
GT Member
Joined: November 2, 2010
Posts: 110
Likes: 0
From: Alaska
I believe that the restrictor plates are required to keep the HP from hitting the 500 mark. I think that they also had to use the restrictors on the FR500C model.
It would be nice to hear from someone that has real experance with the 302R.
It would be nice to hear from someone that has real experance with the 302R.
Member
Joined: June 25, 2023
Posts: 1
Likes: 0
Bored, stroked, high(er) compression pistons, a thorough extrude hone or porting, custom tune and you can probably get there or **** close, but you're basically rebuilding the engine and should just start with a 5.0 GT.
Edelbrock has a 500 crank HP crate engine based off of the old 5.0 
...and race gas!
Edelbrock has a 500 crank HP crate engine based off of the old 5.0 ...and race gas!
I know it's an older thread but if I found it people are still reading it, okay here's your truth 500 horsepower boss at the flywheel easily done. At the rear tires? you're going to have a tough time, but in 2023 455 horsepower 455 torque that's a Camaro ZL1, 485 horsepower that's a challenger charger 392 Hemi and they weigh 4400 lb so you don't need to achieve 485 HP, here's your recipe 13 mm lift intake cam and take exh-int 290-293 duration -Cobra jet cams from frpp retain your cam phasers, exhaust valve springs are fine make sure the intakes are the proper springs for that 13 mm lift they may or may not be if they're not make sure you change those as well on the intake side I know the exhaust is fine, next 1-7/8 long tube headers ,X-pipe keep the cats get rid of them doesn't matter, here's the part that hurts on a boss because our intakes have the nice little plaque that says what car we are VIN number all that, pull the boss intake,put it aside, get you a Cobra jet intake gen one if you can find it Gen 2 is what's available now lots of money,all accompanying parts throttlebody etc, go with a Lund racing tune 46.9 horsepower bump, that's being modest last I checked they were able to squeeze a little better out of it, basically there's your 500 horsepower to the rear wheels and that makes you comparable actually better than anything brand new 12 years newer. At the track or whether you decided to turn into a drag race car basically you change the real coil springs and a little bit of your setup and you can do both it's a great car your torsen axles bit of a hindrance at the drag strip just because you're probably going to burn it up, if you want 500 rear WHEEL horsepower you're going to have to FORCE INDUCT your rods will be fine I don't care what anybody says even ford engineering says you'll lift the heads before you'll blow the rods according to Ford engineering thats the strongest rods ever put into a Ford engine who do you want to believe or not that's what they say but the Mahle Pistons, way more than adequate for the job at hand BUT for boost the ring Gap is 4.5 thousandths per inch of bore size 3.6 something 4.thousands is generally the standard, for boost you need a lot larger Gap at the rings so to do it right, now people do it all the time and somehow get away with it, but to do it right you would have to re-ring it and gap appropriately then simply throw you a supercharger/turbo, what have you on there I myself would be modest with the internals until I got inside there and did it myself, even though the Piston pins and everything else basically GT500 size, (I can prove that) but that engine will take a lot of abuse, and you can put down a lot more than 500 to the rear wheels with that and it can take it,if you do what I said, you'll be fine I'm sure everybody will chime in if this was correct or incorrect opinions vary, I've get my knowledge of the internals from owning one and from Reading published engineering documents and when they were designing the engine it was done at the tail end of the coyote testing building and finishing, a lot of the same engineers that designed the 5 l we're on the boss program they were only tasked at putting 30 additional horsepower down at the time it was quite a deal it was a brand new engine, I have the articles of the internals it's really quite an impressive engine truly, but that is the recipe... Oh before you do anything ditch the factory clutch before the pressure plate explodes in your bell housing put you a nice double disc, upgrade your hydraulics get a decent shifter mt82 is not bad if you don't abuse it, it's not a transmission for drag racing it's just not but if you get the right clutch and shifter take care of the maintenance it should be fine, my fingers crossed.though it's asked to do a lot with a lot of power they just don't have anything today the trimmic is what everybody goes to the gear ratios are all wrong and it shifts like a John Deere tractor very tractorish.
Last edited by Boss12car; Aug 12, 2023 at 06:34 PM.
SUPERCHARGED RED ROCKET ------------------Master-Moderator
Joined: May 11, 2006
Posts: 10,648
Likes: 2,519
From: Carnegie, PA
Bored, stroked, high(er) compression pistons, a thorough extrude hone or porting, custom tune and you can probably get there or **** close, but you're basically rebuilding the engine and should just start with a 5.0 GT. Edelbrock has a 500 crank HP crate engine based off of the old 5.0
...and race gas!
Edelbrock has a 500 crank HP crate engine based off of the old 5.0 ...and race gas!
Seriously? , Go back to a pushrod engine I love them too but that would be such a mistake, and shouldn't even be mentioned sure it's cheaper but this modern engine is so far and way better in every aspect!
I know it's an older thread but if I found it people are still reading it, okay here's your truth 500 horsepower boss at the flywheel easily done. At the rear tires? you're going to have a tough time, but in 2023 455 horsepower 455 torque that's a Camaro ZL1, 485 horsepower that's a challenger charger 392 Hemi and they weigh 4400 lb so you don't need to achieve 485 HP, here's your recipe 13 mm lift intake cam and take exh-int 290-293 duration -Cobra jet cams from frpp retain your cam phasers, exhaust valve springs are fine make sure the intakes are the proper springs for that 13 mm lift they may or may not be if they're not make sure you change those as well on the intake side I know the exhaust is fine, next 1-7/8 long tube headers ,X-pipe keep the cats get rid of them doesn't matter, here's the part that hurts on a boss because our intakes have the nice little plaque that says what car we are VIN number all that, pull the boss intake,put it aside, get you a Cobra jet intake gen one if you can find it Gen 2 is what's available now lots of money,all accompanying parts throttlebody etc, go with a Lund racing tune 46.9 horsepower bump, that's being modest last I checked they were able to squeeze a little better out of it, basically there's your 500 horsepower to the rear wheels and that makes you comparable actually better than anything brand new 12 years newer. At the track or whether you decided to turn into a drag race car basically you change the real coil springs and a little bit of your setup and you can do both it's a great car your torsen axles bit of a hindrance at the drag strip just because you're probably going to burn it up, if you want 500 rear WHEEL horsepower you're going to have to FORCE INDUCT your rods will be fine I don't care what anybody says even ford engineering says you'll lift the heads before you'll blow the rods according to Ford engineering thats the strongest rods ever put into a Ford engine who do you want to believe or not that's what they say but the Mahle Pistons, way more than adequate for the job at hand BUT for boost the ring Gap is 4.5 thousandths per inch of bore size 3.6 something 4.thousands is generally the standard, for boost you need a lot larger Gap at the rings so to do it right, now people do it all the time and somehow get away with it, but to do it right you would have to re-ring it and gap appropriately then simply throw you a supercharger/turbo, what have you on there I myself would be modest with the internals until I got inside there and did it myself, even though the Piston pins and everything else basically GT500 size, (I can prove that) but that engine will take a lot of abuse, and you can put down a lot more than 500 to the rear wheels with that and it can take it,if you do what I said, you'll be fine I'm sure everybody will chime in if this was correct or incorrect opinions vary, I've get my knowledge of the internals from owning one and from Reading published engineering documents and when they were designing the engine it was done at the tail end of the coyote testing building and finishing, a lot of the same engineers that designed the 5 l we're on the boss program they were only tasked at putting 30 additional horsepower down at the time it was quite a deal it was a brand new engine, I have the articles of the internals it's really quite an impressive engine truly, but that is the recipe... Oh before you do anything ditch the factory clutch before the pressure plate explodes in your bell housing put you a nice double disc, upgrade your hydraulics get a decent shifter mt82 is not bad if you don't abuse it, it's not a transmission for drag racing it's just not but if you get the right clutch and shifter take care of the maintenance it should be fine, my fingers crossed.though it's asked to do a lot with a lot of power they just don't have anything today the trimmic is what everybody goes to the gear ratios are all wrong and it shifts like a John Deere tractor very tractorish.
I know it's an older thread but if I found it people are still reading it, okay here's your truth 500 horsepower boss at the flywheel easily done. At the rear tires? you're going to have a tough time, but in 2023 455 horsepower 455 torque that's a Camaro ZL1, 485 horsepower that's a challenger charger 392 Hemi and they weigh 4400 lb so you don't need to achieve 485 HP, here's your recipe 13 mm lift intake cam and take exh-int 290-293 duration -Cobra jet cams from frpp retain your cam phasers, exhaust valve springs are fine make sure the intakes are the proper springs for that 13 mm lift they may or may not be if they're not make sure you change those as well on the intake side I know the exhaust is fine, next 1-7/8 long tube headers ,X-pipe keep the cats get rid of them doesn't matter, here's the part that hurts on a boss because our intakes have the nice little plaque that says what car we are VIN number all that, pull the boss intake,put it aside, get you a Cobra jet intake gen one if you can find it Gen 2 is what's available now lots of money,all accompanying parts throttlebody etc, go with a Lund racing tune 46.9 horsepower bump, that's being modest last I checked they were able to squeeze a little better out of it, basically there's your 500 horsepower to the rear wheels and that makes you comparable actually better than anything brand new 12 years newer. At the track or whether you decided to turn into a drag race car basically you change the real coil springs and a little bit of your setup and you can do both it's a great car your torsen axles bit of a hindrance at the drag strip just because you're probably going to burn it up, if you want 500 rear WHEEL horsepower you're going to have to FORCE INDUCT your rods will be fine I don't care what anybody says even ford engineering says you'll lift the heads before you'll blow the rods according to Ford engineering thats the strongest rods ever put into a Ford engine who do you want to believe or not that's what they say but the Mahle Pistons, way more than adequate for the job at hand BUT for boost the ring Gap is 4.5 thousandths per inch of bore size 3.6 something 4.thousands is generally the standard, for boost you need a lot larger Gap at the rings so to do it right, now people do it all the time and somehow get away with it, but to do it right you would have to re-ring it and gap appropriately then simply throw you a supercharger/turbo, what have you on there I myself would be modest with the internals until I got inside there and did it myself, even though the Piston pins and everything else basically GT500 size, (I can prove that) but that engine will take a lot of abuse, and you can put down a lot more than 500 to the rear wheels with that and it can take it,if you do what I said, you'll be fine I'm sure everybody will chime in if this was correct or incorrect opinions vary, I've get my knowledge of the internals from owning one and from Reading published engineering documents and when they were designing the engine it was done at the tail end of the coyote testing building and finishing, a lot of the same engineers that designed the 5 l we're on the boss program they were only tasked at putting 30 additional horsepower down at the time it was quite a deal it was a brand new engine, I have the articles of the internals it's really quite an impressive engine truly, but that is the recipe... Oh before you do anything ditch the factory clutch before the pressure plate explodes in your bell housing put you a nice double disc, upgrade your hydraulics get a decent shifter mt82 is not bad if you don't abuse it, it's not a transmission for drag racing it's just not but if you get the right clutch and shifter take care of the maintenance it should be fine, my fingers crossed.though it's asked to do a lot with a lot of power they just don't have anything today the trimmic is what everybody goes to the gear ratios are all wrong and it shifts like a John Deere tractor very tractorish.
Administrator clevparts@aol.com
Joined: November 27, 2004
Posts: 12,593
Likes: 4,345
From: Visalia Ca.
Boss 12
Welcome Aboard,
Love to See That Boss 12!
I Would Invite You To Introduce Yourself & Post Some Pics in Introductions!
https://themustangsource.com/forums/f650/
Mgb,
Kc
Welcome Aboard,
Love to See That Boss 12!
I Would Invite You To Introduce Yourself & Post Some Pics in Introductions!
https://themustangsource.com/forums/f650/
Mgb,
Kc
Administrator clevparts@aol.com
Joined: November 27, 2004
Posts: 12,593
Likes: 4,345
From: Visalia Ca.
Boss 12
Welcome Aboard,
Love to See That Boss 12!
I Would Invite You To Introduce Yourself & Post Some Pics in Introductions!
https://themustangsource.com/forums/f650/
Mgb,
Kc
Welcome Aboard,
Love to See That Boss 12!
I Would Invite You To Introduce Yourself & Post Some Pics in Introductions!
https://themustangsource.com/forums/f650/
Mgb,
Kc
KC
2014 SGM Roush Stage 2 --------- Moderator------
Joined: July 7, 2013
Posts: 3,181
Likes: 1,342
From: Idaho
Welcome @boss12 Love to see your ride. I assume you have a 2012 Boss? Looks like you have been around the site for a while, love to have you share your ride and story!
Legacy TMS Member
Joined: April 16, 2008
Posts: 708
Likes: 20
From: Pleasanton, Ca.
I have been dying for a thread update on the dude getting his Boss worked on right now. It seems it will be a while before we hear anything so i got to wondering. I might be happy with 500whp, i think the boss already has very close to the same whp my blown 10 has. What do you guys think it will take to hit 500whp on a boss without a blower? Is that even going to be possible? Thoughts anyone?
Gen 3 short block, CNC heads, (Boss or gen 2) L&M Intake only cams - stock exhaust cams, stock pistons, rods and valve springs, proper oil control (good pump/pan and crank scraper), Long tubes, 3" exhaust, Ported CJ intake and CJ CAI.
We road race these, so they get punished. One went to Chile and made just over 500 wheel there and mine I race here in NorCal and I made 507 wheel.
Different cars, different Dynos and in different countries.
The motors are built by Shaun @ AED Tuning. Total budget deal and very effective.
Dyno Video:
https://www.facebook.com/sal.molinare/videos/336370621937217
Last edited by fabman; Oct 12, 2023 at 01:25 PM.
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