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Old 02-24-2011, 08:49 AM   #1
AVANTI R5
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Default 2012 Ford Mustang Boss 302 and Boss 302 “Laguna Seca”






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Ford’s Jim Farley is well-known among autojournos for off-the-cuff remarks, but as he stands in a Laguna Seca garage, facing approximately twenty members of the Press As A Whole, he manages to deliver a real bunker-buster, one which speaks directly to this humble writer’s heart.


“This car… it isn’t meant to be stored in a garage somewhere. It should be on YouTube… maybe doing something illegal.” Oh, yes. Let’s immediately go out and do that. It isn’t until I’ve reached the top of a Monterey canyon, my ears and eyeballs vibrating from the past few minutes’ violent, screeching, Pikes-Peak-style run, that I come to my senses and delete the footage from my Android camera. We’ll let someone else lose their press-trip privileges following the big man’s advice.


That turns out to be a smart move, because an hour later I’m sitting at the pitlane entrance with a broken, smoking BMW M3, a dashboard full of warning lights, a squawking handheld radio, and a feeling that I will need to use all my accumulated goodwill in this industry, whatever miniscule amount that may be, just to survive the afternoon.



Nearly a year ago, I drove the five-liter Mustang GT at Summit Point Raceway and proclaimed it to be far, far better than the competing big-inch ponycars. A better foil for the high-horsepower GT’s abilities, I suggested, would be the Corvette C5 Z06. That may be true, but the Mustang team at Ford didn’t have much interest in drawing direct comparisons with used cars.


Instead, when the idea for a new “Boss 302” was floated around Ford’s corridors, it was decided to tilt at one famous modern windmill: the V-8-powered BMW M3. I know the M3 pretty well, having found myself a few tenths of a second behind one at Monticello during the CTS-V Challenge. It’s a solid all-around performer, capable of whipping the lower half of Porsche’s lineup around most racetracks. Only the dismal, depressingly low-spec brakes keep it from being perhaps the most well-rounded four-seat performance car… in the world, as they say.
What would it take for a Mustang to beat an M3 around Laguna Seca? The easy way to do it would be to chip-tune the car to within an inch of its life, fit bigger tires, drop the gearing, and add a couple of caveats to the claim like “Specially prepared vehicle used for testing”. Think of those Nurburgring videos where mystery-boost GT-Rs and fully-caged Corvettes go wild in the hands of generic-label race drivers.


That’s what they could have done. What they did was the following: There are two completely revised aero packages, one for the “plain” Boss and one for the “Laguna Seca” model, about which more in a bit. The engine has a — wait for it — completely unique set of heads with extra polishing, bigger exhaust valves, a new exhaust cam, special bearings, a redesigned crank, and new valvetrain components. The nominal improvement is modest — up to 444 horsepower from 412 — but on the road it feels more Daytona Prototype (or, to be accurate, ContiChallenge GS) than street car.
The “Brembo package” is standard in this car, with new pads by Performance Friction and improved brake lines. The suspension now has five-position manual dampers and revised spring settings. The payback: this car has the kind of precision damping you’d expect from “Koni Yellows”. There are side-mount exhausts to make it louder, a bigger swaybar to make it rotate, and special 19-inch wheels with 285mm P-Zeros at the back. Serious hardware.


On the back roads around Laguna Seca, I quickly discover that the 302’s monstrous pace is far too much for the brakes. This is a car which can be regularly catapulted on short straightaways to speeds that are multiples of the ol’ 55 limit. Imagine braking from 110 or 120 to 50 or 60, over and over again, and you will start to understand why I’d want a set of Baer eight-piston stoppers on my Boss. As has been the case for the last few years, the infamous live axle is almost imperceptible to the driver, although if your commute takes you through downtown Boston that won’t be the case. On smooth roads, however, the Boss combines the composure of an old BMW E46 and the wailing buzzsaw thrust of a 289 Cobra.


It’s with a sense of relief that my co-driver (and racing coach) Brian Makse and I arrive at the controlled environment of Laguna Seca. We’d been the first car on the road and one of the last to return, and I’m hearing stories of furious cops who dismissed any hope of catching our orange Boss and instead lay in wait for those behind us. Now it’s time to put on our big-boy hats and drive for real.


Ford claims that the standard Boss 302 is about a second faster than an M3 around Laguna Seca, with the special-edition car being faster still. To prove the point, they’ve brought a white M3 to the party. With a low option load and the carbon-fiber roof, this particular M3 looks the business. Naturally I’m the first one to drive it. I haven’t been to Laguna Seca since I faced Brian in the Skip Barber Media Challenge, and I’m anxious to come back up to speed.


My “out lap” is uneventful, and I’m conscious of being the only car on-track as I pass the corner stations on my single flying lap. The M3 is a trustworthy friend out here, with a near-perfect driving position, great visibility, and controls that almost operate themselves. The timer fitted to the car records my lap as 1:50.1, which is pretty far away from the 1:45 turned in by Ford’s Rolex GT crew, but hey: I haven’t been here for a year and I don’t want to wreck the car.


As I enter the pitlane, however, the BMW goes insane, flashing the dashboard and abruptly braking me to a shrieking, clattering halt without my intervention. I radio for help and the car ends up needing to be restarted a few times before deciding to let go of the brakes. This is, frankly, terrifying. What if the brakes had “grabbed” while I was negotiating the infamous Turn Nine? Worse yet, the journos are gabbing that I “broke the BMW”. I prefer to think of it as ensuring that my drive impressions were unique, since the BMW promptly goes in paddock garage and never reappears.


Time to try the “Laguna Seca” edition 302. This costs $47,150 against the standard car’s $40,140. You get a shocking aero package with a street-illegal splitter, bigger wheels, Lamborgini-OEM R-comp tires, a Torsen diff, brake scoops, and an underbody transmission cooling scoop that is certain to be shorn off by a racetrack curb somewhere. The back seat is gone, replaced by a contrast-color X-brace. This car is almost obscene-looking in its aggression. I love it.


Love at first sight, maybe, but the Mustang will never “fit” like the BMW. Where the Bimmer inspires confidence in its driver positioning, the Mustang makes me feel like there’s no perfect way to adjust the seat. The dashboard is tall and the cockpit is dark. The controls are bulky and awkward. Oh well. Time to head out. I notice that the stability control system on this car is off by default.


Just four turns later, I’ve decided to buy My First Mustang. This is, beyond the shadow of a doubt, the most neutral-handling street car I’ve ever driven on a track. Understeer is nonexistent and the tail can be rotated at will once you reach the approximate limit of the tires. It would be easy to “stunt drive” this car sideways around Seca — and Brian, in our drive together, does just that — but I’m already on probation


Here, as on the street, the revamped five-liter impresses, pulling in strong and linear fashion all the way across the tach. Only the heavy flywheel destroys the impression that one is driving a racing-prepped Mustang. Not that the last racing Mustang I drove, a ’95 Cobra running in NASA CMC, would be able to touch this car. It’s seriously quick and I have no trouble seeing how it’s a few seconds faster than an M3, perhaps very close to a C6 Z06. The unibody feels like it’s a solid casting and I have no concerns about using a little bit of left-foot braking to tighten my line through Nine.


This Laguna Seca Edition is a revelation, a joy, a wonder, but the standard Boss is garbage. Just kidding. If anything, the “regular” car is more fun to drive, a little looser and nimbler on its smaller rear wheels, different tire compound, and sensible spoilers. I guesstimate Brian at 1:45.5, counting seconds on my imprecise IWC Spitfire UTC, and I turn a less dramatic but probably not much slower lap myself a few minutes later. We’re only two seconds or so away from the pros, and those last few ticks would certainly arrive if we had more than six laps at Laguna Seca to learn the car. It’s just plain fun to drive.


If only it stopped. Brian’s hot lap takes all the brakes out of the car for mine, and I’m momentarily concerned as I crest the long straight before Seca’s “Corkscrew”. I understand why Ford can’t fit a $5000 brake system to a $40,000 car, but I’d recommend that Boss owners in the real world think about addressing it. Yeah, you can “manage” the brakes, as Ford’s tame drivers do in their media-ride hot laps, but I don’t have to manage brakes in my Porsches and I don’t want to do it in this car, either. That sounds too much like work.


You’ll need to do some work of your own to find a Boss 302. Fewer than four thousand will be available. Do the math and it’s easy to see that some dealers won’t get one to sell. The Laguna Seca edition will represent a small percentage of those. Instant factory collectible. Boo hiss! Talk to your dealer now, rather than later.


At dinner later that evening, a fellow journalist whom I deeply respect expresses his complete lack of enthusiasm for the car. “It’s fast on the track, but it’s a 3600-pound Mustang that costs a lot of money.” I understand his concern. There’s nothing socially relevant about this car. There’s nothing particularly shocking about the idea of another fast ponycar. It doesn’t do anything for the economy, the industry, or the climate. That doesn’t mean I don’t want one, and if you have the chance to drive the Boss, you are likely to want one, too — even if your current car is an M3.

http://www.thetruthaboutcars.com/201...2-laguna-seca/

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Old 02-24-2011, 09:13 AM   #2
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Default ‘Boss Immersion’ track experience offered to Ford Mustang Boss 302 owners




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Team Mustang and Ford Racing have created the ‘Boss Immersion’ track experience, which gives enthusiasts the opportunity to take the new Mustang Boss 302 out on a full track day experience. If you’re interested, you will have to cover your hotel expenses as well as your travel to Miller Motorsports Park in Tooele, Utah, where the events will take place. Ford will pay for the track time and will bring its own cars. A day before the track event, there will be an evening reception so that all the guests can get acquainted and learn more about the V8 performance model.

Jamie Allison, the director of Ford Racing, said, “There’s nothing like the experience of being behind the wheel of a high-performance car on a dedicated track.” Allison promises an “unforgettable event” for owners who seek to experience what these cars are capable of.
Road racing fans have plenty to get excited about with the upgraded Mustang. The list includes an upgraded clutch, short-throw shifter, adjustable suspension, improved brakes and a more powerful version of the 5.0-liter V8 that delivers 440hp and 380 lb-ft torque due to a new intake and more aggressive camshafts.
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Old 02-24-2011, 09:15 AM   #3
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wow im impressed! i knew it woud beat the m3 but it getting close to c6 z06 times is very impressive!
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Old 02-24-2011, 09:43 AM   #4
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It isn't that close. It is 5 seconds off the pace for a c5z06, from what they reported. If it is 1 seconds quicker, which I didn't see them post times in the article, then it is still slower than the old c5. Unfortunately, I didn't see a new c6 listed. If you count the Carbon, it is still 4 seconds behind, but I haven't seen the official times for the LS or Boss listed anywhere.

http://www.fastestlaps.com/tracks/laguna_seca.html

Quote:
Originally Posted by Fast times.com

Pos Make / Model Time Speed (km/h) Year Power (hp) / Weight (kg) Driven by
1. Dodge Viper SRT-10 ACR 1:33.92 138 '08 600 / 1536 Chris Winkler
2. Devon GTX 1:35.08 136 0 659 / 0 DMW
3. Chevrolet Corvette ZR1 1:35.80 135 '08 647 / 1530 Motortrend
4. Chevrolet Corvette Z06 Carbon 1:37.40 133 '11 512 / 1394 motortrend
5. Porsche 997 Turbo facelift 1:37.80 133 '09 500 / 1570 C&D
6. Porsche 997 GT3 1:39.52 130 '06 415 / 1395 Motortrend
7. Porsche 997 Turbo 1:39.89 130 '06 480 / 1585 Timed by Edmunds.com
8. Porsche 997 Turbo S 1:40.11 130 '10 530 / 1585 road&track
9. Audi R8 V10 5.2 FSI 1:40.20 129 '09 525 / 1620 road&track
10. Nissan GT-R 1:40.45 129 '08 479 / 1740 Motor Trend
11. Mercedes SLS AMG 1:40.74 129 '10 571 / 1620 Bern Schneider
12. Audi R8 4.2 FSI quattro 1:40.75 129 '06 420 / 1560 Motor Trend
13. Chevrolet Corvette Z06 1:40.90 129 '05 513 / 1437 Motor Trend
Proposed Boss 302 time 1:41.xx 127 '11 555 / Magazine Racing
14. BMW M3 (E92) 1:42.96 126 '07 420 / 1619 Motor Trend
15. Porsche Cayman S(facelift) PDK 1:43.00 126 '08 320 / 1375 Motor Trend
16. Porsche Cayman S 1:43.00 126 '05 295 / 1406 Randy Pobst
17. Aston Martin V12 Vantage 1:43.04 126 '09 517 / 1680 road&track
18. Cadillac CTS-V 1:43.90 125 '09 564 / 1955 Motortrend
19. Shelby GT500 1:44.30 124 '10 547 / 1767 Motortrend
20. Shelby GT500 1:44.72 124 '06 507 / 1807 Motor Trend
21. Shelby Mustang Cobra GT500KR 1:44.72 124 '08 540 / 1773 Motortrend
22. Porsche 997 Carrera (2008 facelift) 1:45.00 123 '08 345 / 1415 Car and Driver
23. Jaguar XFR 1:45.37 123 '09 510 / 1960 Motortrend
24. Chevrolet Camaro SS 2010 1:45.70 123 '10 432 / 1750 Motor Trend
25. Lotus Exige 240R 1:45.82 123 '05 247 / 941 Motortrend
26. Toyota Supra RZ 1:45.87 122 '94 284 / 1640 Kurosawa Motoharu
27. BMW 135i Coupe (E82) 1:46.00 122 '07 306 / 1485 Motortrend
28. Nissan Nismo 370Z 1:46.50 122 '09 355 / 1500 Motortrend
29. Porsche Cayman S 1:47.58 121 '05 295 / 1406 Motortrend
30. Mitsubishi Lancer Evo X MR 1:47.71 120 '08 295 / 1585 MotorTrend
- brian

Last edited by dowroa; 02-24-2011 at 09:49 AM.
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Old 02-24-2011, 11:42 AM   #5
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Impressive for $40k regardless if it's slower than a vette, props to Ford, the only American manufacturer I'd consider owning.
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Old 02-24-2011, 12:03 PM   #6
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good luck getting Boss for $40k.
Personally I'd like to see weight drop to 3200lb..
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Old 02-24-2011, 12:14 PM   #7
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Quote:
Originally Posted by amdmaxx View Post
Personally I'd like to see weight drop to 3200lb..
Good lord, talk about a dead horse.
Every N&R thread can be summed up with "the car is too heavy."
We get it. And it's not going to happen.
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Old 02-24-2011, 01:25 PM   #8
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Originally Posted by DansSpace View Post
Good lord, talk about a dead horse.
Every N&R thread can be summed up with "the car is too heavy."
We get it. And it's not going to happen.
No kidding. They make such a car, it's called the C6 Z06. And you can have one of your very own for only ~$70k.

Quote:
It isn't that close. It is 5 seconds off the pace for a c5z06, from what they reported. If it is 1 seconds quicker, which I didn't see them post times in the article, then it is still slower than the old c5. Unfortunately, I didn't see a new c6 listed. If you count the Carbon, it is still 4 seconds behind, but I haven't seen the official times for the LS or Boss listed anywhere.
Magazine racing, or rather internet racing as it were, is rather pointless. Those cars are close enough on paper that the only way you're really going to be able to tell which is faster is running the same drivers through the same cars on the same day, on the same track.
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Old 02-24-2011, 01:48 PM   #9
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I just love that they built this car. Nothing but good can come from each automotive company trying to one up each other!!!
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Old 02-24-2011, 01:54 PM   #10
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The coolest thing is that the vast majority of those parts on the Boss will be available direct from Ford Racing on the aftermarket.
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Old 02-24-2011, 02:02 PM   #11
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You just know douche bag dealers are going to add $5k-$10k on this.
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Old 02-24-2011, 03:50 PM   #12
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Quote:
Originally Posted by FaastLegacy View Post
No kidding. They make such a car, it's called the C6 Z06. And you can have one of your very own for only ~$70k.



Magazine racing, or rather internet racing as it were, is rather pointless. Those cars are close enough on paper that the only way you're really going to be able to tell which is faster is running the same drivers through the same cars on the same day, on the same track.
Agreed.

If it was just on sound, options, and build quality, I would think about a GT500/Boss.

If it is on performance, I have yet to see Ford's cars (save the GT) approach that level.

Great news, however. Just not z06 fast, it appears (or brakes that work it appears as well).

- brian
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Old 02-24-2011, 04:02 PM   #13
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So a car equipped with a non street legal splitter, R- compound tyres, stripped interior etc..... is faster than a production ready car fitted with leather seats, Navi etc...... even though they don't list a lap time for the LS Boss? Wow, colour me shocked.
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Old 02-24-2011, 04:36 PM   #14
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I love it. If only I had an extra ~40k to blow on a car...
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Old 02-24-2011, 04:41 PM   #15
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Originally Posted by Hondaslayer View Post
So a car equipped with a non street legal splitter, R- compound tyres, stripped interior etc..... is faster than a production ready car fitted with leather seats, Navi etc...... even though they don't list a lap time for the LS Boss? Wow, colour me shocked.
The regular Boss 302 is faster than the M3. I think it's a sweet car but I don't know that I could drop $40k on it.
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Old 02-24-2011, 04:44 PM   #16
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Originally Posted by amdmaxx View Post
good luck getting Boss for $40k.
Personally I'd like to see weight drop to 3200lb..
Well you can make it close to that by stripping it out yourself.
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Old 02-24-2011, 05:55 PM   #17
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C7 will be around 3000lb.. and next gen Mustang will be lighter - Ford already came out and said it..

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Good lord, talk about a dead horse.
Every N&R thread can be summed up with "the car is too heavy."
We get it. And it's not going to happen.
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Old 02-25-2011, 05:00 AM   #18
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Originally Posted by Hondaslayer View Post
So a car equipped with a non street legal splitter, R- compound tyres, stripped interior etc..... is faster than a production ready car fitted with leather seats, Navi etc...... even though they don't list a lap time for the LS Boss? Wow, colour me shocked.

Actually the article said it was a street legal splitter.

curt
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Old 02-25-2011, 06:19 AM   #19
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It's a bad ass car. the 5.0 is already a fantastic engine and the boss gets a forged reciprocating assembly, so just strap a blower on there and easily make monster #s and it already handles really well.
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Old 02-25-2011, 10:03 AM   #20
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Pretty awesome car. Coming just in time for $5/gal gas.

I seriously think this mustang might have some real collector's value, unlike some of the other countless special editions that have been released.
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Old 02-25-2011, 10:56 AM   #21
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http://www.automobilemag.com/reviews...302/index.html

Check out the video on the 1st page.

My favorite quote:

Quote:
OK, so it still has an old-tech live-axle rear suspension. But that characteristic -- and the resulting skittishness over mid-corner bumps -- is, at least, a part of the Mustang's charming character. And, as we've said in the past, Ford's engineers have done a remarkable job of taming that beast.

On the track, where the suspension doesn't need to cope with mid-corner bumps, the Boss 302 is the very picture of perfect chassis balance.
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Old 02-25-2011, 12:33 PM   #22
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Pretty awesome car. Coming just in time for $5/gal gas.
better mpg and 150 hp more than the STI which still moves from the dealers' lots... so this car will be sold even before most ppl see it i predict
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Old 02-25-2011, 01:10 PM   #23
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5 dollar a gallon gas will only happen if the government taxes it to that point.
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Old 02-25-2011, 01:13 PM   #24
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Default C/D 2012 Ford Mustang Boss 302 - First Drive Review

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Jim Farley, Ford’s group VP of global marketing, didn’t have to fly to California for the debut of the Mustang Boss 302. No one told him to. “It’s just that I’ve been driving my own Mustang right through the last two Michigan winters thinking about this project,” he said. “From a business standpoint, the Boss 302 shouldn’t have happened. But it happened. My dream for the car was that it would make a lot of money for a guy street racing. It should be a car that winds up on YouTube doing something illegal. I’ve been waiting 20-plus years to launch a car like this.”

The decision to resurrect the Boss 302 was made in the darkest days of the recession. Is Ford brave or what? Especially since it’s so rare that offspring are able to match the feats of legendary forebears, as Charlie Sheen can attest.






To eke out of the Mustang GT’s 5.0-liter V-8 a bonus 32 horses, Ford created a new intake manifold with runners resembling velocity stacks. Different cylinder heads were deployed—stronger alloy and altered ports—with each head undergoing 2.5 hours of CNC massaging. The bearings are race-spec and the baffled pan holds 8.5 quarts of synthetic oil.

The result is 444 hp at 7500 rpm, a happy medium between the Mustang GT’s 412 hp and the Shelby GT500’s 550 hp. The Boss’s V-8—unlike the brutish Shelby’s—doesn’t so often overwhelm its chassis. In fact, what you first notice—and this is very BMW-ish—is that the Boss’s engine, driveline, and suspension draw virtually no attention to each others’ eccentricities. It lends the package a gratifying sense of unity that inspires confidence.
This V-8 is so vigorous and charismatic that it ought to be carved on Mount Rushmore. The engine revs nearly as quickly as you can flex your right foot, feeling as if it displaces maybe three liters. What’s more, despite all that cam, it idles as smooth as a Camry.

Sans traction control, launching the Boss takes some practice, although never has practice been so fun. Side-step the clutch with too many revs and you’ll trigger axle tramp followed by a cumulous cloud of Pirelli particulates that will only swell in size all the way through second gear. The trick is to slip the clutch from around 3500 rpm, then mat the throttle when the axle says, “Yeah, I’m feelin’ settled and relaxed back here.” The result is 60 mph in what we estimate to be the low fours, which would put the Boss right on the heels of the jackhammer GT500. And once that live axle is placated . . . well, the Boss doesn’t feel as if it loses an inch to its Shelby sibling. The accelerative kick flings sunglasses and coins and pens in the center bin backward against a plastic wall, sounding as if they’ve just hit the bottom of a ventilator shaft.

This is accompanied by a mellifluous resonance-free exhaust note that is an unlikely aural congruence of, say, Lexus IS F and Roush/Yates Sprint Cup engine. It’s a four-way exhaust—two sewer pipes astern and one per side, exiting just in front of the rear wheels. A restrictor plate in each side pipe lends the Boss federal pass-by legality, but the baffles can be unbolted in less time than it takes to read this review. It’s lucky that the rumble is so rich, because the engine is seriously loud at idle.






The Boss’s suspension has likewise benefited from a lavish labor of love. Compared with the GT, it boasts higher-rate springs, a fatter rear bar, new bushings, and 19-inch Pirelli P Zeros that, at the rear, are mounted on 9.5-inch-wide wheels. What’s more, each shock offers five settings that are adjustable via screwdriver, creating the possibility of very strange chassis behavior at the hands of very strange owners. Again, is Ford brave or what? And experimenting with dampers is educational, fun, and will make you feel like Parnelli Jones’s crew chief.

The steering rack is electrically power-assisted and can be toggled to Comfort, Standard, and Sport modes. We preferred Standard, even at the track. The other settings felt as if they did nothing more than alter effort. No matter. The steering was ever accurate, progressive, and informative, with peerless interstate tracking.

At the front, four-pot Brembos clamp onto 14-inch vented rotors. The pads are near-race-spec compounds, although they don’t squeal, and the brake lines have been hardened to prevent expansion. On the road, pedal feel proved sublime—fairly hard but bang-on linear—and it was a cinch to modulate braking right on the threshold of ABS. Fade? None that we encountered during nine-tenths lapping around Mazda Raceway Laguna Seca.

As a dance partner in the hills, the Boss eagerly goes all bossa nova, laying down its prodigious power with surprising smoothness. The chassis felt remarkably balanced, usually neutral, leaning toward power oversteer only in the tightest turns. Despite its super-quick transient responses, it never felt nervous. This Mustang is so agile, so responsive to delicate inputs, that it makes the GT500 feel like a FedEx truck. The Boss’s grip almost always exceeds the driver’s courage. What’s more, the ultra-short-throw shifter was an ally, although its gates are so close that a clumsy upshift from second will sometimes collect fifth.






Ford has forever treated its Mustangs as blue-collar contrivances of unprepossessing heritage. The cockpit thus remains dour and rudimentary, despite the Alcantara-wrapped steering wheel and the faux machine-turned aluminum trim. The acres of coarse pebbled-plastic surfaces, in particular, would be (and have been) rejected in far less expensive machines, notably in Ford’s own Focus. The gaping void between the top of the rear tires and the rolled fender lips is an eyesore. The steering column doesn’t telescope. And the brake and accelerator pedals should be closer.

The base Boss fetches $40,995; major options include a Torsen differential and Recaro seats (together costing $1995), plus the so-called “TracKey" software. If you’re headed for the track—and why wouldn’t you be?—then all are mandatory. In total, 4000 examples will be assembled, which isn’t even half of the original Boss 302’s two-year production. That sum includes 3250 base Bosses and 750 Laguna editions.

We expected the Boss 302 to be little more than a marketing exercise in nostalgia, a somewhat more brutal, slightly faster GT, with alluring graphics but primitive predilections. It isn’t. Nose to tail, this feels like a whole new equine, thoroughly sorted, conscientiously massaged, the object of considerable forethought and ambition. As automotive resurrections go, this is a knockout that venerates the original Boss while embarrassing it objectively and subjectively in every meaningful measure. What this is, is the best Mustang ever.





http://www.caranddriver.com/reviews/...t_drive_review
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Old 02-25-2011, 01:21 PM   #25
Rootus
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It's been a long time since I've wanted a car as much as I want a Boss 302. The only thing that bothers me is Ford artificially constraining supply. I wish they'd tune supply so I can buy one at MSRP and not a dollar more.
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