First Drive: 2012 Ford Mustang Boss 302

When Ford Canada PR called to say that they had received an American-spec 2012 Boss 302 Mustang and asked if we would like to drive it for a couple of days, naturally we said "Yes!"

If there could be a downside to this request, it would be that the car would not come with a TracKey - the after-purchase, optional software and key that automatically selects full race calibration from the Boss's dual-path powertrain control module - and we could not run the car on the track. Not a problem. A weekend in Ford's new Boss, cruising the streets of Ottawa, would be just fine with us.

More on Autos.ca: • 2012 Photo Gallery • More Ford Mustang articles on Autos.ca • More First Drives

The 2012 Ford Mustang Boss 302 is the first real Boss in more than 40 years. For the 1969 model year, Ford introduced the original Boss 302 and the Boss 429. Both were sold in '69 and '70. A Boss 351 was also sold in 1971.

The 1969 and '70 Boss 302 were designed to perform in SCCA Trans-Am racing. It was intended to be a well-balanced road race-car and, according to Ford's CEO at the time, Semon "Bunkie" Knudson, to be "absolutely the best handling street car available on the American market." The Boss 302 won the SCCA season opener in 1970, driven by Parnelli Jones at Laguna Seca raceway in California. Today the 1969 Boss 302 is one of the most sought after of the classic Mustangs. The last numbers-matching 1969 Boss 302 sold at Barrett-Jackson (in 2009) fetched $106,700.

Fast forward to 2011 when Ford made the decision to once again build a Boss 302 that would be true to the original Boss concept. It was not a decision taken lightly. The new Boss could not be a cosmetic package, not a beefed up model that could easily be replicated with aftermarket performance parts and not a shadow of the 1969 original.

The 2012 Mustang GT, with 412 horsepower, is no slouch. A Boss 302 had to be better - much better. And it is. Although 444 hp might not seem like much of an improvement considering the hefty price-tag for the new Boss, the mechanical changes are significant and extensive.

The decision was taken early on not to build performance through forced induction using a supercharger, for example, but to keep the Boss naturally aspirated as was the case in 1969.

The transformation from GT to Boss begins with a new intake - a runners-in-the-box plenum/velocity stack combination. Helping the intake build power, revised camshafts using a more aggressive grind are actuated with the same twin independent variable camshaft timing (Ti-VCT) mechanism used on the Mustang GT. The result is a boost to 444 horsepower and 380 lb.-ft. of torque, while still offering a smooth idle and comfortable around-town driving.

Some of the other revisions that make the 5.0-litre engine in the Boss 302 unique to the Boss include:

Forged aluminum pistons and upgraded sinter-forged connecting rods for improved strength, needed for the higher combustion pressures and engine speeds new high-strength aluminum-alloy cylinder heads with fully CNC-machined ports and chambers (requiring 2.5 hours of work for each) for exceptional high-r.p.m. airflow without sacrificing low-speed torque.

Lightened valve-train components to provide excellent dynamic performance up to speeds well above the engine redline Sodium-filled exhaust valves for improved heat dissipation Race-specification crankshaft main and rod bearings for higher load capability and improved high-speed durability 5W50 full-synthetic oil with engine oil cooler for improved oil pressure and longer-lasting lubrication during extreme racing conditions revised oil pan baffling for improved oil control under racing conditions and during cornering loads greater than 1.0 g.

Despite being designed to race, the Boss 302 V8 is still a production Ford engine, built alongside the 5.0-litre GT engine at the Essex Engine Plant in Ontario. That means it has to meet or exceed all the standard durability testing every Ford engine is required to complete.

An upgraded clutch with improved friction materials transmits power, while a short-throw, close-ratio six-speed manual transmission handles gear change duties.
Power is delivered to a 3.73 ratio rear axle using carbon fiber plates in the limited-slip differential to improve torque handling and longevity. Our two-day tester was equipped with a U.S.-only optional torque-sensing limited-slip differential that is coupled with Recaro front seats. The Torsen differential, standard on upgraded Laguna Seca models in Canada, provides better control when the right foot hits the gas pedal.

Under hard acceleration (is there any other way with a two day test?), the Boss hooked up well, with excellent grip and little side slip.

Restrictions to air flow in and out of the engine are minimized. Up front, a Boss-specific intake system features a retuned induction sound tube that provides concrete aural evidence of what's occurring under the hood. There is also a unique quad exhaust system. Two outlets exit in the rear similar to a standard Mustang GT. Two outlets exit to either side of the exhaust crossover, sending exhaust through a set of metal discs that act as tuning elements before the pipes terminate just ahead of the rear wheel opening. Visually subtle, the side pipes flow very little exhaust but a lot of exhaust sound, providing a sonic experience unlike any other Mustang.

Handling receives many upgrades as well with higher-rate coil springs on all four corners, stiffer suspension bushings and a larger-diameter rear stabilizer bar. Boss models are lowered by 11 millimeters at the front and one millimeter at the rear versus the Mustang GT.

The real key to handling, though, is in the adjustable shocks and struts, standard on all Boss Mustang models. Using a small screw driver, each shock can be adjusted through five settings - five for the track, one for the comfortable cruise home. I was pleasantly surprised at just how comfortable a track car like the Boss could be on our local frost heaved highway that passes for a freeway. It is firm without being jarring, even when the shocks were adjusted to their firmest setting.

To complement the suspension, you can also fine-tune the speed-sensitive electronic steering by selecting one of three settings through the instrument cluster menu; comfort, normal and sport modes help offer track-tuned steering when desired without sacrificing low-speed maneuverability in parking situations and everyday commuting.

Similarly, the Boss receives a unique traction control system and electronic stability control settings. Both systems can be completely disabled in controlled track situations or fully engaged for maximum safety during normal driving or in less-than-ideal traction conditions.

The Boss 302 receives unique, lightweight 19-inch black alloy racing wheels in staggered widths - nine inches up front and 9.5 inches in the rear. The front tires are Pirelli P Zero 255/40ZR-19 summer tires, while the rear are 285/35ZR-19.

The combined suspension and tire package allows the Boss 302 to achieve a top speed of 250 km/h (155 mph) and become the first non-SVT Mustang ever to achieve more than 1.0 g of lateral acceleration.

Ford hasn't published any acceleration numbers and without a track visit we couldn't really measure acceleration, but 100 km comes up awful fast. Even more thrilling is the 80 to 120 km which can easily turn into an 80 to 160 if you're not paying attention.
Naturally, good brakes are required to slow the Boss down. In this case, Ford has used Brembo four-piston front calipers acting on 14-inch vented rotors, while in the back, standard Mustang GT brakes are upgraded with a Boss-specific high-performance pad compound. Vented brake shields and unique Anti-Lock Brake System (ABS) tuning complete the Boss braking setup.

Our test car was a Kona Blue Metallic Boss 302 with white stripes and white roof. Other colour choices include Competition Orange, Competition White, Yellow Blaze Metallic Tri-coat and Race Red.

Priced at $48,199 it costs $9,500 more than a base GT, but is not as well-equipped with respect to comfort features. The front buckets are manual cloth sport seats, not the GT's powered leather seats. There is no Ford Sync and the audio system is the V6's Premium AM/FM stereo with single CD, clock and input jack, not the shaker 500 audio system found on the GT. Personally, I didn't mind. I never turned the radio on such was the pleasure of listening to the high performance 5.0 and its incredible exhaust system.

The steering wheel is covered in Alcantara suede, another unique Boss feature. The standard seats are trimmed in cloth with suede like centre inserts. Our tester, a U.S. model, was equipped with optional Recaro seats. They were a fine fit for me and would certainly keep you from sliding around when pushing the car to the limits. Power adjustment would have been appreciated though.

You won't find fog lights on the Boss either. The Boss's unique fascia and grille are highlighted by blocked-off fog lamp openings.

A dark metallic instrument panel finish, gauge cluster and door panel trim also differentiate Boss from the standard Mustang, while a black pool-cue shifter ball and "Powered by Ford" door sill plates further remind customers they're in a special car.

In Canada, the Recaro option is only available with the Laguna Seca package, an even more race-prepared version than the standard Boss 302. Selecting this package adds another $8,500 to the bill, but transforms the Boss from a street car ready for the track into a track car ready for the street.

The Boss Laguna Seca builds on the bumper-to-bumper improvements found on the standard Boss while further stiffening the chassis and installing an aerodynamics package carried over almost in its entirety from the Ford Racing Boss 302R.

Rear seats are deleted in favour of a cross-car X-brace that connects the structure between the rear wheels. A 3.73 Torsen limited-slip differential is standard, as are higher spring rates and a larger rear stabilizer bar. The adjustable shocks have Laguna Seca-specific valving. Nine-inch (front) and 10-inch (rear) wheels have 255/40R-19 front and 285/35R-19 rear R-compound ultra-high performance tires.

Other Laguna Seca enhancements include brake cooling ducts, an aggressive front air splitter, a larger rear spoiler, transmission air cooling scoop and special gauge package. Laguna Seca models are available only in silver or black with red roof panel, red accented front grille, mirror caps and rear pedestal spoiler, and unique two-tone red and silver wheels.

Many potential Mustang buyers will see the trade-off between technical improvements and creature comforts as not worth the additional $9,500 - $18,000 in the case of the Laguna Seca - but the Boss 302 is a unique Mustang that few other owners will possess. It is very likely to be even more exclusive than the Shelby GT 500.

A Boss 302 on the street will be a rare sight. It is very likely that many of these cars, particularly the Laguna Seca models, will go into the hands of collectors and straight into a wrapper, only to be removed in 40 years when they go on the block at Barrett-Jackson for 10 times their original cost.