E175 First Officer reported overshooting the final approach course after encountering wake turbulence during descent into BOS.

Narrative

Upon receiving vectors to the final approach course with ATC on the ILS27 into BOS we experienced a sudden uncommanded left bank of about 30-35 degrees due to wake turbulence of an aircraft in front of us. VMC Night conditions. Visibility and ceilings unlimited. Wind 200 degrees at 05 knots. Initially we were on the JFUND arrival for 27 and were flying parallel to the track of the inbound course to the ILS 27. ATC gave us a vector 90 degrees to the approach course; and given a descent to 2000 feet. After a late intercept call from ATC we turned to the heading around 30 degrees from the final approach course and armed LNAV. LNAV captured although since we received a late call we overshot the approach course; to the left side (south). The autopilot corrected this and came back to the approach course. Just about when we were back on the course there was a small up and down oscillation (likely cause by oncoming wake turbulence). I looked ahead at the MFD (Multi-function Flight Display) and saw an aircraft about 1100 feet below us with about 5 miles of separation. I believe the aircraft was either an A320 or B737 on the ILS 27. After this the airplane entered a slow left bank which confused me and then a half a second later that small bank turned into about a 30-35 degree bank. I turned the autopilot off and corrected back to straight and level. We flew the rest of the approach a little higher than the GS to ensure we would not experience the wake turbulence again.There was no caution of wake turbulence notice from the Approach Controller. One of the reasons I am creating this report is because this is not the first time I have experienced wake turbulence in BOS. Many times on departure for Runway 9 likely caused by aircraft trying to reach CLAWW at or above 4000 feet. As well as on the ILS 4R following a B737. In order to correct the situation there are a couple things that I think are most important. More cautions of wake turbulence especially when near GS intercept altitude in which most aircraft are going to be at prior to intercepting the GS. Giving cautions of wake turbulence due to late intercepts as I believe the upwind wake of the other aircraft reached our flight path. As well as from the flight crew. We could have been more aware of the traffic ahead of us and instead of using a descent rate to get to 2000' quickly; we could have shallowed out the descent since as we were not high.