At 01:11 PM 10/29/2001 -0800, you wrote:
>Has anyone had the experience of installing a Boss 302
>engine in a Tiger? Can this be done without fender or
>firewall modifications? Just curious?
>Thanks
>Gene
>
>=====
>Gene Sokolowski
>4845 Crestview Dr.
>Sioux City, Iowa 51104
>(712) 239-4718
>B9472068
>Make a great connection at Yahoo! Personals.
>http://personals.yahoo.com
>
I put a Boss 302 in my Tiger II in 1973.
Did a write up that was published in Swap Talk,Popular Hot Rod
Feb 74 pages 20,22. Later, the article appeared in
STOA Technical Tips 1977. How STOA was able to "Copywrite"
my article still boggles my mind I was never contacted
about the article.
For all of the "experts" who have never had a BOSS 302
in their Tiger, There is way more than enough tourk in a Tiger II
with 2.88 rear to burn the tires off all the way through 3rd or
conversley start in high gear and go to 140 MPH with no shift.
The BOSS 302 doesn't mind a Tiger that is 1000 lbs less than
its previous home in a Ford. In my case the BOSS 302 was also
ported to enlarge the intakes even more.
Some of the changes I did to run the BOSS 302:
Swap to a regular Windsor water pump to keep water outlet on same
side as 260 or 289.
Relocate crank damper timing mark for visability with the waterpump.
Removed front pully from the BOSS 302 double pully to miss steering.
Original motor mounts lined up perfectly.
Lakewood scatter shield required that the firewall be streached with a hammer
to miss the starter hump.
1" spacers on the slave cylinder Tiger II bracket to fit the Lakewood shield.
Lengethen the slave cylinder push rod by 1/2".
Cut firewall directly below the cross wise triangle brace and push back to the
inner firewall and reweld to the inner firewall.
Cut access holes in firewall to reach the rear valve cover bolts.
Real bitch to adjust the solid lifter valves every so often.
Fabricate headers, Using "4 wide" collector for ground clearance.
Headers are very very tight with no fenderwell mods. I used 1 3/4"
tubes, which were smaller than the exhaust ports, but couldn't fit larger.
Moved steering column left about 1/2" at first U-Joint. Simply to do by
bending the sheet metal bracket holding the steering column.
Spark plugs are extreamly hard to reach. Taking the steering column out
and the master cylinder out eases the problem of changing plugs.
Modified the forging for the Tiger II alternator bracket to mate with
the Cleveland head bolt pattern.
Tiger II radiator is not adequate for a BOSS 302 with a stock
780 Double pumper Holly, getting 9 miles to a gallon. Stay out of traffic
and keep speed up. 11.5 to 1 compression doesn't work well with 93 octane
gas.
Now my 351C 4 barrel motor (same heads as has BOSS 302) but taller
and wider block has all the room in the world. 1 5/8" Header pipes.
Could have gone to 1 7/8" with no problem. Flat top pistons for
9.5 to 1 compression. Eats 93 octane OK.
Only slight problem changing #5 plug due to the steering column in the
way. Major changes to put the 351C in. New frames 4" wider, fender
wells moved out, 4" wider radiator, Firewall moved back. Fabricated motor
mounts for the wider frames. Fabricated Alternate bracket. Radiator
modified for lower left outlet and upper right inlet. Can lift the
big aluminum valve covers up with no problems. Full 360 degree radiator
schroud. 6 bladed steel fan. (same one I used on the 289 and BOSS 302)
Does not overheat in traffic. 13 MPH around town. 13.2 sec and 129 MPH
in the quarter with a stock C4 automatic and 2.8 open rear. Some day
I may gear it correctly and get the ET down.
Use a 650 double pumper Holly. It could use a bigger carb,
but I commute every day and need to have some mpg.
James Barrett Tiger II 351C and others
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