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2012 Mustang Boss
302 Overview
MONTEREY, Calif., Aug. 13, 2010 – Ford gave the
green light only once before: In 1968, management approved a special
Mustang – a car that sacrificed nothing in its quest to be the best
all-around road-going performance machine ever created by Ford Motor
Company. That car became the 1969 Mustang Boss 302, and it remains one of
the world’s most sought-after examples of American performance.
Forty-two years later, Ford has given the green light again.
The team of Ford engineers, designers and stylists – all Mustang
enthusiasts to the core – that created the groundbreaking 2011 Mustang GT
has distilled a new model to its purest form, strengthening, lightening
and refining each system to create a race car with a license plate. Its
name: the 2012 Mustang Boss 302.
“The decision to build a modern Boss was not entered into lightly,” said
Derrick Kuzak, group vice president, Global Product Development. “The
entire team at Ford felt the time was right and with the right
ingredients, the world-class 2011 Mustang could support a successful,
race-bred, worthy successor to the original Boss 302. For us that meant a
production Mustang that could top one of the world’s best – the 2010 BMW
M3 – in lap times at Laguna Seca. We met our expectations.”
To celebrate the racing heritage of the new Mustang
Boss 302, Ford will also offer a limited number of Boss 302 Laguna Seca
models, named for the track where Parnelli Jones won the 1970 Trans-Am
season opener in a Boss 302. Aimed at racers more interested in on-track
performance than creature comforts, the Boss 302 Laguna Seca has increased
body stiffness, a firmer chassis set-up and an aerodynamics package
carried over almost in its entirety from the Ford Racing Boss 302R.
Philosophy and powertrain
“The new Boss 302 completely redefines Mustang capability,” said Mark
Fields, Ford president of The Americas. “That the Mustang team was able to
take the current Mustang GT – already a world-class performance car – and
refine it further for peak track performance shows the commitment Ford has
to this car and its legions of fans.”
Driving the 2012 Mustang Boss 302 was intended from the outset to be a
visceral experience, packed with raw, unbridled performance across the
spectrum: Acceleration, handling, braking, and top speed are all equally
matched for perfect balance on a car operating within the framework of
legally defined safety, noise and emissions regulations.
“The team at Ford wanted to offer their fellow
Mustang enthusiasts something really special – a beautifully balanced
factory-built race car that they could drive on the street,” explains Dave
Pericak, Mustang chief engineer. “The Boss 302 isn’t something a Mustang
GT owner can buy all the parts for out of a catalog or that a tuner can
get by adding a chip. This is a front-to-back re-engineered Mustang with
every system designed to make a good driver great and a great driver even
better.”
Led by Mike Harrison, the V8 engine team approached Boss from the top
down: With 412 horsepower from 5.0 liters, the 2011 GT engine was already
an incredible performer. But to achieve the high-rpm horsepower that would
make the engine competitive on the track, a new intake was essential. The
resulting runners-in-the-box plenum/velocity stack combination the engine
team developed was impressive enough that it got the green light after one
short drive.
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. More aggressive control
calibration yields 440 horsepower and 380 lb.-ft. of torque, while still
offering a smooth idle and low-end torque for comfortable around-town
driving.
A race-inspired clutch with upgraded 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. For those who want even more precise control over
power delivery, a torque-sensing (Torsen) limited-slip differential is an
available option coupled with Recaro front seats.
Sounds like the Boss
While the powertrain team defined output targets that would yield an ideal
balance with the chassis, another team made sure the car made the kind of
sounds owners and enthusiasts would expect from a Mustang Boss.
Up front, a Boss-specific intake system is tuned to feed the engine with
minimum restrictions. A retuned induction sound tube provides concrete
aural evidence of what’s occurring under the hood. And, in the Boss
exhaust system engineers really had some fun.
“With an exhaust system, we have to consider three constraints: legal
noise restrictions; backpressure, which can rob power; and ground
clearance,” explains Shawn Carney, Mustang NVH engineer. “Since the 2011
Mustang GT exhaust is already so free-flowing – it came in way under our
backpressure targets – we already had excellent performance; we were able
to tune the exhaust system for a unique sound. Combined with the rush of
the intake, the exhaust system really envelops the driver in V8 sound.
Every Boss features a unique quad exhaust system: Two outlets exit in the
rear similar to a standard Mustang GT. The other 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 – and giving home tuners an additional avenue for
modification.
“We added the attenuation discs to meet legal regulations, but we knew
buyers might operate these cars in situations where noise regulations
weren’t an issue,” Carney said. “The disc is removable and includes a
spacer plate sized to match aftermarket exhaust dump valves. If an owner
wants to add a set of electric valves, they just undo two bolts on either
side; the disc and spacer slide out and the valve will slide right in. And
the side pipes are tuned so that drivers can run wide-open and the sound
levels are comfortable – very aggressive but livable for an all-day track
outing.”
Carney further explains the thinking behind the unusual step of an OEM
easing aftermarket component installation. “We’re Ford engineers, but
we’re also enthusiasts,” he says. “We understand owner mods are part of
the Mustang experience, so we try to help where we can.”
Suspension and steering
In keeping with the Boss mandate to provide the best-handling Mustang
ever, the already strong Mustang GT suspension system has been further
refined. Higher-rate coil springs on all four corners, stiffer suspension
bushings and a larger-diameter rear stabilizer bar all contribute to the
road racing mission, and Boss models are lowered by 11 millimeters at the
front and 1 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.
“We’ve given drivers five settings for their shocks,” says Brent Clark,
supervisor of the Mustang vehicle dynamics team. “One is the softest, two
is the factory setting and five is the firmest, and we’ve provided a wide
range of adjustment. A customer can drive to the track on setting two,
crank it up to five for improved response on the track, then dial down to
one for a more relaxed ride home. What’s unique is that drivers will find
– thanks to the way the suspension works as a complete system – the
softest setting isn’t too loose and the firmest setting isn’t too
controlled; each step just provides additional levels of control.”
Also unique is the method of shock adjustment. Ditching the weight and
complexity of electronic wizardry, the Mustang team opted for traditional
race-style hands-on adjustability – similar to the Gabriel shocks
available on the original Boss 302.
“The shock adjustment is right at the top of the shock tower, built into
the rod and easily accessible from under the hood or inside the trunk,”
says Clark. “You just take a small flat-head screwdriver, turn the
adjustment screw between one and five, and head back out onto the track.”
To complement the suspension, the speed-sensitive electronic steering
system has been retuned to maximize feedback and road feel to the driver.
The driver is also given the option of fine-tuning the steering feel to
his liking 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, Boss receives unique traction control system (TCS) and
electronic stability control (ESC) settings to help drivers achieve
maximum performance whether on the street or at the track. Both systems
can be completely disabled in controlled track situations where maximum
driver skill is utilized, or fully engaged for maximum safety during
normal driving or in less-than-ideal traction conditions. Intermediate
sport mode allows drivers to push their cars hard at the track without
completely disabling the safety systems, permitting more aggressive
driving before the TCS and ESC systems intervene.
Brakes, wheels and tires
Working in concert with the suspension upgrades, Boss 302 receives unique,
lightweight 19-inch black alloy racing wheels in staggered widths: 9
inches in front, 9.5 inches in the rear. The Pirelli PZero summer tires
are sized specifically for each end of the vehicle, with the front wheels
receiving 255/40ZR-19 tires while the rear stays planted thanks to
285/35ZR-19 rubber.
The combined suspension and tire package allows Boss to achieve a top
speed of 155 mph and become the first non-SVT Mustang ever to achieve more
than 1.0 g of lateral acceleration.
Boss braking is also up to the challenge, using Brembo four-piston front
calipers acting on 14-inch vented rotors up front. In the back, standard
Mustang GT brakes are upgraded with a Boss-specific high-performance pad
compound. Combined with vented brake shields and unique Anti-Lock Brake
System (ABS) tuning, Boss drivers get maximum control and rapid,
repeatable fade-free stops in road and race situations alike.
The Mustang team spent considerable time ensuring the brake pedal feel met
the expectations of performance drivers. Boss receives unique
low-compressibility brake lines that expand up to 30 percent less than
traditional flexible brake lines, allowing maximum fluid pressure to reach
the calipers in the least amount of time, giving the driver a sensation of
being connected directly to the brake pads.
“This car is wicked fast, so we put a lot of emphasis on giving it
comparable stopping power,” says Clark. “We started with a race-proven
brake system and tuned it specifically for the characteristics of the Boss
302 and its mission. They’re the best brakes ever installed on a Mustang,
and they give consistent, repeatable braking performance on the street and
the track.”
As a result 60-0 stopping distances for the Boss are improved by
approximately three feet versus the Mustang GT with available brake
package; combined with suspension and engine improvements, Boss is
expected to show approximately a two-second lap time improvement over the
GT on a typical road race course. But the numbers tell only part of the
story.
“We achieved measurable improvements over GT, which was already one of the
best-braking cars we’ve ever designed,” explains Clark, “but what’s harder
to quantify is how good these brakes feel to a driver in a race situation.
Like everything on this car, the brakes are more than the sum of their
parts: They’re tuned from pad to pedal to work perfectly as a system, and
the difference is dramatic.”
Exterior and interior design
Changes to the Mustang Boss exterior are subtle but unmistakable. True to
its race-bred heritage, every component that could potentially aid
aerodynamics or engine/brake performance was examined to make the vehicle
more competitive, while chief designer Darrell Behmer refined the styling
to evoke the 1969 Boss in a contemporary way.
“We approached this as curators of a legend,” explains Behmer. “We’ve
taken design cues from the ’69 Boss street car and the menacing Bud Moore/Parnelli
Jones race cars and carefully updated them to give the 2012 the proper
bad-boy attitude that is unmistakably a Boss Mustang.”
To set Boss apart, each car will have either a black or white roof panel,
coordinated to the color of the side C-stripe. Available exterior colors
are Competition Orange, Performance White, Kona Blue Metallic, Yellow
Blaze Tri-Coat Metallic and Race Red.
Up front, a unique fascia and grille are highlighted by the blocked-off
fog lamp openings and aggressive lower splitter, a version of the design
used – and proven – on the Boss 302R race car. The front splitter is
designed to function at high speeds by efficiently managing the air under
and around the car. It helps to reduce underbody drag and front end lift
while more effectively forcing air through the Boss-specific cooling
system. At the rear of the car, the spoiler was chosen to complement the
front aero treatment and minimize overall drag.
“What we were after on Boss was reduced overall lift with improved
balance,” says Pericak. “We needed to keep the car glued to the street or
the track at high speeds without increasing drag or affecting top speed
and fuel usage. The end result is an aero package that uses front, rear
and underbody treatments not for show, but for effect – the balance and
stability of this car all the way to its 155-mph top speed is just
outstanding.”
Inside, a unique Boss steering wheel covered completely in Alcantara suede
complements the standard seats, which are trimmed in cloth with a
suede-like center insert to firmly hold occupants in place. Boss customers
who want the ultimate seating experience can select a package that
includes Recaro buckets, designed by Ford SVT in cooperation with Recaro
for high performance Mustang models, and shared between the Boss and
GT500.
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.
The Boss interior gets an aural kick thanks to what’s been removed. Eleven
pounds of sound-deadening material have been eliminated to let occupants
further enjoy the intake, engine and exhaust note.
“Boss is a hallowed word around here, and we couldn’t put that name on a
new Mustang until we were sure everything was in place to make this car a
worthy successor,” explains Pericak. “We were either going to do it right
or not do it at all – no one on the team was going to let Boss become a
sticker and wheel package.”
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