We celebrate the Ford 302, particularly the Cross Boss 302
In an attempt to gain an advantage with the
SCCA's single four-barrel rule for 1970, Ford
developed the Autolite In-Line carburetor and
Cross Boss aluminum intake manifold, a two-
piece casting utilizing a manifold base with
runners in a plenum chamber and a cover that
center mounted the inline carb. With other
teams opposing the setup, the SCCA refused to
approve it.
By the late 1960s, the Trans Am race wars in the SCCA series was heating up. The big three were fully involved with GM, Ford and Chrysler fielding entries. The Mustang had won the inaugural 1966 Trans Am Championship and Chevrolet developed the Z/28 expressly for the SCCA in 1967. It was to no avail as the 289 Hi-Po Mustang beat the new 302ci Z28, causing the Mustang to win its second consecutive championship. By 1968, it was well on the way to becoming a dominant player, until Ford took engine building away from the race teams and forced them to run factory built 302 Tunnel Ports, but that's a story for a different time. In 1969, the Ford Boss 302 won the first couple races and then disaster struck in Canada when all four specially build race cars were destroyed in a massive pileup.
For 1970 the SCCA modified several Trans-Am rules to accommodate racers and manufacturers. In an August 1969 meeting, the SCCA decided that the Automobile Competition Committee for the United States would verify production for homologation purposes. Instead of 1,000-car minimum, each manufacturer was required to build a total of homologated models to equal one-250th of the company's total 1969 production, with a minimum of 2,500. The actual figures were 8,200 for Camaro, 7,000 for Mustang, 2,800 for Challenger, and 2,500 for Barracuda and Javelin.
Maximum engine size remained 305 cubic inches, but the 1970 rules allowed larger engines such as Chevrolet's 350, to be destroked to the 305 limit.
The Meyer-Drake Offenhauser engine, particularly from the late '60s, is an iconic piece of Indy car history. Known for its powerful performance, this turbocharged 159 CID engine requires a meticulous starting procedure that showcases the complexity and care needed for such a thoroughbred.
Starting involves plugging in oil and water heaters well in advance, as the process is far from straightforward. Mechanics must rely on specialized tools like a starter cart (since the engine has no built-in starter) and a pressure pre-oiler for fresh rebuilds. Safety is paramount, with fire extinguishers at the ready, given the methanol fuel’s invisible flames.
The warm-up procedure itself is lengthy, including checks on oil and coolant, inspecting fuel injectors, and ensuring all components are clean and ready. Once started, the engine’s distinct roar fills the air, often punctuated by impressive backfires that thrill spectators. The Offenhauser’s reputation for requiring intense focus and precision continues to captivate racing enthusiasts.
What a testament to automotive engineering and racing heritage!
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