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New Models
DRIVEN: Mustang Boss Rules
With retro style and up-to-date performance, the new Boss 302 upholds the heritage with more than just muscle.
The 2012 version of Mustang Boss 302 brings back one of the fabled performance Fords of the past. (Photo: Bob Golfen)
It was totally cool of Ford to recreate the Mustang Boss 302, not just as a graphics and aero package but as an all-out performance car and a unique take on the iconic original.
With its look lifted from the 1969 Boss, the 2012 version is a welcomed addition to the Mustang stable, which now ranges from the enjoyable V6 base model to the ground-pounding Shelby GT500 that next year will churn out a massive 650 horsepower.
The new Boss 302 is basically created from the Mustang GT, treated to major upgrades that make it a viable track-day car while ditching some of the comfort and convenience features that would distract from its performance mission. The Boss is tight and focused, more of a fine-edged sports coupe than a muscle car.
The engine is a slightly retuned 5-liter V8 from the GT with improved breathing and controls that lift horsepower to 444 compared with 412 for the standard GT. With its 3.73 rear, the Boss will hit a top speed of 155 mph, Ford says. The engine is hooked up to a six-speed manual with a short-throw shifter, heavy-duty clutch and limited-slip differential.
The exhaust note is pleasingly aggressive, tuned by Ford to match up with the intake sound to create a heavenly blend of high-performance music with a muted race-car blast. The engine feels very flexible, making decent power at low revs and soaring up to a 7,500 rpm redline.
But the real treat is the tweaked suspension that gives the Boss its handling edge, notwithstanding its sold rear axle (although some of us old-school drivers happen to like such things). There are firmer coil spring all around, softer bushings and a thicker rear sway bar.
The shock absorbers are definitely old school, using units that can be manually adjusted at the shock towers with five stiffness settings instead of a modern electronic damper system. You can drive to the track with the shocks on a softer setting, then easily firm them up for hot laps. That kind of driver engagement is something most-often lacking in today’s sports cars.
The electronic traction- and stability-control systems are recalibrated to allow the driver plenty of leeway before intervening. The Brembo disc brakes are extremely effective, enhanced with a high-performance compound for the pads and reconfigured ABS interface. The 19-inch alloy rims are shod with Pirelli P Zero tires.
Put that all together and the Boss becomes a back-road hauler of the first order. Oh yeah, I loved driving thus car, possibly one of my favorites ever, and I drove it to some of my favorite places to sample both its power and its finesse.
Just north of Phoenix, there’s a section of interstate that winds up the side of a high plateau for about five miles of steep climbs and sweeping turns. The Boss 302 aced it, easily reaching highly illegal speeds (don’t tell on me) while showing off its supreme stability and control. It was so cool that I came back around and did it again.
Then there was this narrow stretch of desert blacktop that twists its way between the bluffs. The Mustang’s response and agility were impressive, making me feel like an ace rally driver, which I’m most certainly not. The car is just that easy to throw into the tight corners at speed, all the while with that thrumming race-car roar beating from the exhaust.
With its look lifted from the 1969 Boss, the 2012 version is a welcomed addition to the Mustang stable, which now ranges from the enjoyable V6 base model to the ground-pounding Shelby GT500 that next year will churn out a massive 650 horsepower.
The new Boss 302 is basically created from the Mustang GT, treated to major upgrades that make it a viable track-day car while ditching some of the comfort and convenience features that would distract from its performance mission. The Boss is tight and focused, more of a fine-edged sports coupe than a muscle car.
The engine is a slightly retuned 5-liter V8 from the GT with improved breathing and controls that lift horsepower to 444 compared with 412 for the standard GT. With its 3.73 rear, the Boss will hit a top speed of 155 mph, Ford says. The engine is hooked up to a six-speed manual with a short-throw shifter, heavy-duty clutch and limited-slip differential.
The exhaust note is pleasingly aggressive, tuned by Ford to match up with the intake sound to create a heavenly blend of high-performance music with a muted race-car blast. The engine feels very flexible, making decent power at low revs and soaring up to a 7,500 rpm redline.
But the real treat is the tweaked suspension that gives the Boss its handling edge, notwithstanding its sold rear axle (although some of us old-school drivers happen to like such things). There are firmer coil spring all around, softer bushings and a thicker rear sway bar.
The shock absorbers are definitely old school, using units that can be manually adjusted at the shock towers with five stiffness settings instead of a modern electronic damper system. You can drive to the track with the shocks on a softer setting, then easily firm them up for hot laps. That kind of driver engagement is something most-often lacking in today’s sports cars.
The electronic traction- and stability-control systems are recalibrated to allow the driver plenty of leeway before intervening. The Brembo disc brakes are extremely effective, enhanced with a high-performance compound for the pads and reconfigured ABS interface. The 19-inch alloy rims are shod with Pirelli P Zero tires.
Put that all together and the Boss becomes a back-road hauler of the first order. Oh yeah, I loved driving thus car, possibly one of my favorites ever, and I drove it to some of my favorite places to sample both its power and its finesse.
Just north of Phoenix, there’s a section of interstate that winds up the side of a high plateau for about five miles of steep climbs and sweeping turns. The Boss 302 aced it, easily reaching highly illegal speeds (don’t tell on me) while showing off its supreme stability and control. It was so cool that I came back around and did it again.
Then there was this narrow stretch of desert blacktop that twists its way between the bluffs. The Mustang’s response and agility were impressive, making me feel like an ace rally driver, which I’m most certainly not. The car is just that easy to throw into the tight corners at speed, all the while with that thrumming race-car roar beating from the exhaust.
2014 Cadillac CTS
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