The year is 1969 and the muscle car era is in full swing. Boss Motorsports emerges as a small garage out on the farm in Blue Anchor, NJ. Instead of turning wrenches on John Deere Tractors, Kyle, the founding father of Boss Motorsports, is tuning his 1969 Mercury Cougar XR-7. Inspired by the work of Ford Motor Company and the Boss moniker used on the Mustang, he uses his legal education to strike a business deal with Ford. Using that deal, he produces his first car that pays homage to the Ford Torino Talladega and Mercury Cyclone Spoiler. Being early in development, with few resources, many Ford parts were utilized in the original 1969 Boss Vehicles.
The original car was a basic model meant to put V8 power into the hands of the working man. It was powered by a Ford 390 CI V8 with a 4 barrel carburetor.
The motor produced a respectable 300+ HP from a base engine, but there was more to be had. The next version was a step up, offering more horsepower from more motor. This model was powered by another FE V8, the 427, also with a 4 barrel that gave the HP rating a boost to 325.
Finally, Kyle wanted a drag strip monster to terrorize the big block muscle cars of the day. He couldn’t get his hands on a Boss 429 due to the restricted production run, but he managed to shoehorn another FE family engine into 10 of the original Boss I vehicles: the 428 Super Cobra Jet V8 which laid down almost 500 HP with some Boss Motorsports tuning. It put that power to work through a 5 speed manual transmission and wide sports tires.
These small batch cars sold in small numbers from the small town satellite tuning branch of Ford Motor Company. There would probably never be a standalone Boss Motorsports vehicle, but there was work being done in the engine department for 1970.
As the pony car wars raged on into 1970 Boss Motorsports was busy tinkering with some new technology. It introduced the Boss Big Block which was an impressive 432 CI SOHC V8. With a single 4 barrel carburetor mounted on top, the engine was capable of over 400 HP. However, with some Boss tuning and a little extra push from a second 4 barrel, the Boss Motorsports group squeezed 500 HP out of the motor which had a rev limiter placed at 5900 RPMs. Inspired by the Ford 427 SOHC motor that never made it to NASCAR racing, Kyle decided he wanted to try his hand at developing SOHC technology. He was disappointed with the seemingly low RPM threshold of the pushrod motors and he wanted to see if the SOHC motors had potential. He was not disappointed with his findings and was quite pleased with the results. Sure there were Super Cobra Jets, but now the 1970 Boss I could be ordered with a Boss Big Block for a fully tuned piece of machine from Blue Anchor.
This monster could give the SCJ Boss a run for its money, at a much lower cost. The only draw back was the reduced reliability with the divergence from the tried and true pushrod technology and the reluctance to use expensive parts in the first Boss Motorsports creation. Kyle decided that these versions would just need time to test the SOHC technology. Not to mention, these special Boss I’s wouldn’t spend too much time at the rev limiter before being dropped into the next gear with another 5 speed manual transmission mounted to the Big Block. Low cost and high performance would certainly attract some customers who could hopefully shed some light on the furthered development of the Boss Motorsports 432.
In order to incentivize some Boss Motorsports 432 engines to see more street driving than simply being seen only on track days, Boss Motorsports offered the first Boss I with an automatic transmission. It was only available when mated with a Boss Motorsports 432.
(The winged badge was added to the rear of the car so that the competition could get a good look at what just left them in the dust.)
It was still early in 1970, and there was some work being done back at the farm to see what else could be delivered to the market along with the continued 1970 versions of the Ford Powered Boss I’s.
Boss Motorsports is proud to introduce the Boss 550 TT. This motor is another original Boss Big Block V8 like the original Boss 432. These turbocharged motors are specifically designed for high torque demands such as drag racing or heavy duty trucks. The 550 TT comes in 3 variations: the entry level bargain, the maximum performance variant (for the drag strip), and the maximum economy variant (for heavy duty truck use). No matter which variant you choose, you’re receiving over 100 ft-lbs of torque per liter of displacement as well as having emissions under 40 on all 3 variants.
As 1970 continued. Boss Motorsports decided that it would produce a more practical car with some performance goodies both from Ford and in house. So mid-way through the 1970 model year, Boss introduced the Hogg. (Yes, this car is called the Boss Hogg en.wikipedia.org/wiki/Boss_Hogg#Boss_Hogg.27s_vehicle)
The Hogg was to be a family car that could be fitted with a tame, yet powerful Ford Windsor 302 CI V8 that produced over 250 HP as seen here:
This model was the lightest and simplest vehicle coming with manual mirrors, windows, locks, and seats.
In true Boss Motorsports tradition, you could also drop a more powerful Ford FE V8 under the hood to make picking up the kids a bit more entertaining. It was offered with both an automatic with one four barrel carburetor and manual transmission with two 4 barrel carburetors so that the owner could choose comfort or sportiness.
No matter which trim was chosen, buyers could truly enjoy a practical performance vehicle. Going for groceries had never been so exciting as far as Boss was concerned. In addition, for a slight price premium, Boss offered tuning packages as simple as a more aggressive carburetor tune to more aggressive cams and advanced timing straight from the shop, or at any time thereafter. Not to mention, there were still some Boss Big Blocks in stock.
Those Boss Big Blocks were the genesis behind the Boss Hogg Station Wagon. Kyle’s dad happened to be a big fan of station wagons, as was his father before him. That’s the primary reason Boss Motorsports built a station wagon before they built a sedan. There was one trim of the Boss Hogg that was to be given to Kyle’s father as a gift. This trim would utilize the 500 HP Boss 432. Like the Boss 432 Coupe from earlier in the year, the Boss Hogg 432 came with an automatic transmission, but unlike the coupe, the Boss 432 could not be mated to a manual transmission. Why? Kyle’s dad preferred automatic transmissions. Also, this meant that the Boss 432 could develop along with a performance automatic transmission meaning more people would have access to 500 HP of tire shredding power and Boss Motorsports would have access to more feedback regarding the SOHC Boss 432.
Just a little bit of advice, don’t redline your engines on the horsepower limit, make it go like 500 RPM later, there’s no way to access that power at the top of the rev range without bouncing off the limiter otherwise. Nice cars otherwise!
I’m aware of the impacts of setting the rev limiter at the peak HP. The 3 Motors you see in this thread that do that are not a good representation of how I tune for Horsepower. These engines were all designed for a challenge (read the fine print at the bottom of that post) and I liked how they turned out so I’m making them available. Since the challenge was based on ft-lbs per liter with reliability restrictions, I was not concerned with where I cut off the power band. At a customer’s request, I can alter the rev limiter to maximize the performance index at a cost of reliability.
Boss Motorsports has been tweaking the blue collar, hard working, American’s car since 1969. Known for increasing horsepower production in stock vehicles, Boss is the place to tune your engine for more tire-shredding performance. However, it’s about time that Boss Motorsports begins to compete in the racing world. Looking to showcase their special tuning prowess with stock engines, Boss Motorsports built a prototype car to enter into the MRCSR Time Trial series. This car was so secretive, it was actually built in Boss Motorsports’ original workshop back on the farm in Blue Anchor, New Jersey.
Boss Motorsports is hoping for a productive outing that will draw attention to the small tuning shop currently based out of Richmond, Virginia by showcasing the car at the various tracks throughout the world. In order to do so, the 2016 Boss 499 is powered by a 2015 Ford Coyote 5.0 (302.0 CI) V8. Boss Motorsports planted that motor into a prototype coupe with a FR drive-train and then upped the ante by squeezing over 500 HP out of the originally 435 HP 5.0 before dialing into the competition-allowed 499 HP without breaking the bank or by using turbos.
Boss Motorsports is also advancing their overall car development and tuning skills and is pleased to see the Boss 499 have almost identical sportiness and drivability ratings while not sacrificing safety, utility, or reliability. Boss Motorsports looks to develop the Boss 499 into its flagship model and ambassador to gearheads everywhere.
Now you can order one of the very limited production Boss 499 for $99,000.00! [size=30](See what I did there?)[/size]
The production car comes in with more power, more creature comforts, more speed, more braking, more rear downforce to put the power down, and more tire tread to manage it all with. The Boss 499 was originally limited by the competition rules it was designed to compete in, but we decided to make one change for the production version: maximum power. The Boss 499 received its name from the original HP limits, but we decided to up the ante even more. Under the hood you will still find a 2015 Ford Coyote 5.0 which has been tuned by Boss Motorsports. However, this is our new monstrous 5L725 tune as opposed to our original 5L499 tune. From a base motor that originally produced 435 HP and 400 ft-lbs of torque, we managed to produce 725 HP and 464 ft-lbs of torque from the naturally aspirated Coyote 5.0 while still making sure the engine will have a long service life. What that means for the consumer is a good-ol-fashioned piece of American muscle that can put down supercar HP numbers from a relatively small V8, allowing the Boss 499 to remain as balanced as the prototype racer.
You think that this V8 in your supercar is small? Now look at my Haiyan’s engine. 2299cc twin turbo V8 generating 443 PS, which is above half of your powerplant
I said relatively small and my sports engine isn’t using forced induction. I could easily add power if I built a turbocharged supercar. This is a N/A sports coupe.
Congratulations? I see that you have a company thread in your signature, so I’m sure that you can gloat and advertize your “pretty impressive” engine there. There’s also the engine sharing thread where you can post your engine and get your feedback and attention you seem to be looking for on my company thread.
Sorry. I just love to tell people that I pumped out almost 500 HP from 2.2 litre engine. Sorry for offtop. I enjoy your work, especially those Mustang-like cars
Thank you, I appreciate that. I’m sure that your engine is quite the engineering feat. I have a 110 CI twin-turbo motor that you might appreciate. I dropped it into my entry for the Super Go Karts competition. Maybe I’ll upload that.
If it generates at least 300 hp without competition limitations, I’m in pleasure to see that. [/quote]
By request we present, for display only, the race tuned Boss Kart Motor. As a one-off prototype that requires refinement, Boss Motorsports is not offering the Boss 110T for sale. We are currently researching producing similar performance numbers with a similarly sized Turbocharged Inline-4. The Boss 110T was an experiment on how small we can make our V8 Performance tech. At a high monetary cost and with major turbo lag, we produced an engine which makes over 700 HP out of less than 2 liters. While pleased with the end game, this design does not achieve pure tire burning power out off the vehicles it was designed to fit in. We at Boss Motorsports believe that every cubic inch should be utilized for power. After extensive peer review and a less than ideal competition result, we will be retiring the space-wasting sub-2-liter V8 design for a roughly 2L I4 design that produces more power sooner at a lower cost than the Boss 110T design.
So while the design has been retired, enjoy a unique piece of Boss Motorsports experimental history.
[quote=“KLinardo”]Boss Motorsports is proud to introduce the Boss 550 TT. This motor is another original Boss Big Block V8 like the original Boss 432. These turbocharged motors are specifically designed for high torque demands such as drag racing or heavy duty trucks. The 550 TT comes in 3 variations: the entry level bargain, the maximum performance variant (for the drag strip), and the maximum economy variant (for heavy duty truck use). No matter which variant you choose, you’re receiving over 100 ft-lbs of torque per liter of displacement as well as having emissions under 40 on all 3 variants.
The Bargain:
[attachment=0]550 CI V8 Challenge.jpg[/attachment]
The Power:
[attachment=2]550 CI V8 Challenge - 300 Man Hours.jpg[/attachment]
The Economy:
[attachment=1]550 CI V8 Challenge - Max Economy.jpg[/attachment]
These motors are all available directly from the Boss Motorsports tuning shop. Simply send an order to KLinardo via PM and select your variant.
He just makes engines with lots of displacement, in true American fashion and runs turbos with reasonably high boost. Because of this, I imagine it’s possible to run the fuel mixture lean without hurting the power too much.
[quote=“Microwave”]He just makes engines with lots of displacement, in true American fashion and runs turbos with reasonably high boost. Because of this, I imagine it’s possible to run the fuel mixture lean without hurting the power too much.
Edit: Also limits his power by his redline.[/quote]
These motors were all designed for a competition where the emphasis was on 100 Ft-Lbs per Liter of displacement. Since the required displacement was 9.016 - 9.021 L the required torque was 901.6 to 902.1 ft-lbs or greater. There was also a Production Unit cap of 300 PU and an octane cap of 90.0 RON. In addition, there was a minimum reliability requirement of 80.0
I don’t always tune my engines this way, but I liked how these turned out, so I decided to publish them. A quick adjustment of the rev limiter allows for the full power band to be utilized. Again, these motors were designed to produce impressive torque curves. A very lean fuel mixture, modest cam profile, timing adjustments, and tinkering with the amount of boost and turbo design resulted in the 3 variants of the Boss 550TT that you see here.
You’ll see I also produce smaller N/A engines that are tuned for power, completely ignoring economy: my preferred method of tuning.
I usually design my engines with maximum power in mind, then once I’ve finished drawing as much power as possible, I’ll go back and assess whether the economy is good or not (15% is perfectly fine )
)