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Track Tested: 2012 Ford Mustang Boss 302

Photos by Zerin Dube & Ford Motor Company When Ford resurrected legendary 5.0 engine with the 2011 Mustang GT, muscle car enthusiasts everywhere waited with bated breath for the seemingly inevitable return of the iconic Boss 302 nameplate.  With Dodge heating up the muscle car wars with the Challenger 392 and the Chevy Camaro SS flying off the showroom floors, it only made sense for Ford to slot a higher-performance model in between the already competent Mustang GT and range-topping GT500 models.  Enthusiasts didn’t have to wait long, as Ford proudly announced the return of the Boss 302 for the 2012 Mustang model year. The story of the 2012 Mustang Boss 302 starts in the Ford engineering department where the mechanical wizards took the standard 5.0-liter Mustang GT engine and turned it into a high-revving masterpiece.  Ford updated the 5.0 in the Boss 302 from the top down, starting with a new runners-in-the-box plenum/velocity stack intake manifold.  To further help the Boss 302 breathe, Ford upgraded to aluminum-alloy cylinder heads designed to provide better airflow at higher RPMs without giving up that ever important low-end torque. Forged aluminum pistons and forged connecting rods, along with updated crankshaft and main bearings, provide the extra strength needed to spin the engine to its 7,500-rpm red line.  Oiling was improved over the standard 5.0 by fitting the Boss 302 with an engine oil cooler and oil pan baffling to help keep oil flowing under the hardest cornering maneuvers. These mechanical changes combined with aggressive software tuning help the Mustang Boss 302 produce a very impressive 444 horsepower and 380lb-ft. of torque–a gain of 32-horsepower over the standard Mustang GT.  And for those who are counting, even though the Boss 302 gives up 10 lb-ft of torque to the standard Mustang GT, the power curve is broader, creating a much more linear torque curve overall. Exhaust gasses escape the Boss 302’s engine by way of an all-new quad exhaust system.  This new exhaust system features two pipes that exit from the rear of the car, while two pipes exit just aft of the doors below the rockers.  A not-so-secret secret of the Boss 302’s exhaust system is that the side exhaust pipes have removable baffles that can further uncork the sound of the 5.0. Power is transferred to the rear wheels by way of a short-throw six-speed manual gearbox with an upgraded clutch and a 3.73:1 rear axle with a TORSEN differential. In the handling department, Ford fitted the Mustang Boss 302 with fully adjustable shocks, higher spring rate coils, stiffer bushings and a larger rear sway bar.  Visually, the Boss 302 sits 0.4 inches lower in the front and 0.04 inches lower in the rear than the GT.

The Boss 302’s braking system is the same as a Track Pack Mustang GT with 14-inch Brembo four-piston calipers up front, and 11.8-inch rears but with a higher performance brake pad compound and better ventilation.  Fitting over the Boss 302s brakes are lightened 19-inch wheels with Pirelli PZero tires. Numbers and specifications can only tell part of the Mustang Boss 302 story though.  To truly appreciate what all these enhancements mean to the driver, one needs to book a few hours at the nearest road course they can find.  For those of us in the Houston wing of Speed:Sport:Life, this means a trip out to see our friend Michael Mills at MSR Houston in Angleton, TX. Mills is the Director of Operations at MSR Houston and gladly allows us the opportunity to test cars at the facility so long as one condition is met: he gets to drive anything cool we bring out.  Done and done.

Aerial View of MSR Houston's 2.38 Mile Road Course

With helmets on and a few recon laps of the 2.38-mile road course in my own Audi S4, I was ready to unleash power of the Mustang Boss 302.  It wasn’t long before the Mustang Boss 302 showed me how serious Ford was about building a world-class muscle car turned sports car. Power from the revised 5.0 came on smooth thanks to the linear power curve, and throttle response was excellent.  The chassis felt tight and neutral, never giving me the sensation that the car was going to snap around mid-corner, although you could easily rotate the rear by modulating the throttle. Unlike Mustangs of the past, the Boss 302 felt completely planted over the two crests at MSR Houston and I gained enough confidence to keep the loud pedal to the floor than I thought was reasonably possible.   I was shocked at how responsive and nimble the Boss 302 was, especially compared to the GT500, which can be a handful out on the track. Brake fade was slightly noticeable after 6-7 laps, but I feel that the car behaved admirably considering the ambient temperature was hovering near the 100-degree mark. To make a long story short, the Mustang Boss 302 provided one of the best track experiences I’ve ever had in a showroom stock car.  I always felt completely connected to the car and the Boss 302 always went where the steering wheel was pointed without any argument from the suspension, brakes or tires. I do know my limits however, and a racecar driver I am not.  The Boss 302 had more grip than I was comfortable using and I didn’t feel like pushing my luck.  To truly put the Mustang Boss 302 to the test and see if it was a Bavarian beater from the streets of Detroit, I handed over the keys to Mills.  Not only has he driven more laps around MSR Houston than anyone else, but he’s also an accomplished driver in the Mission Foods GT3 Cup Trophy series.  If anyone could get the Boss 302 to its limits, it would be Mills. To ensure we had accurate lap times, Mills strapped a transponder to the front of the Mustang Boss 302 and set out for a few hot laps.  Once he was comfortable with the car and how it was going to behave around the track, Michael headed out to set a fast lap time in the Boss.  The result was a fast lap time of 1:45.3.  To put that in context, Michael had set a time earlier in the day of 1:50.5 in my tuned 2010 Audi S4, and a 1:49.7 in a Mercedes-Benz C63 with the performance package. Though the Boss 302 crushed the S-car and AMG’s times in the Mustang, neither was the German competitor Ford had their sights on when developing the car.  The target Ford had in mind is the benchmark for driving experience and fun, the BMW M3. Luckily, there just happened to be a stock E92 M3 sitting around in the paddock. We strapped a transponder to it and sent Michael out.  After a couple of warm-up laps, Michael was able to set a fast lap of 1:46.6 in the M3.  Yes, the Mustang Boss 302 beat the gold standard of German performance by over a full second, and that’s without the help of the optional Boss 302 TracKey that provides an even more aggressive software tune. That’s pretty damn impressive and becomes even more so when you consider that the base price of the Mustang Boss 302 is only $40,310.  Our tester had a price-as-tested of $43,100, including the $1,995 Recaro seat package and destination charges.  That’s over $17,000 cheaper than the BMW M3’s base price. Though all of us at the track that day stood next to the Boss 302 in awe, none of us that had driven the car were all that surprised.  The Boss 302 is hands down the best Mustang that Ford has ever built, and I’ll argue that it’s the best muscle car that America has ever seen.  More importantly, it's so good that I’ll argue that the Mustang Boss 302 is one of the best sports cars the world has ever seen.

Road Tested: 2009 BMW M3 Sedan

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Is there such a thing as having your automotive cake and being able to drive it too? If you drive any one of the handful of available sport sedans, then it’s possible to get a slice. Sliding behind the wheel of the 2009 BMW M3 Sedan however, I received a face full of Funfetti cake and pressing the gas pedal further only spreads the frosting wider across my smeared, “why-so-serious” gaping maw.

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The 2009 M3 is the aggressively-styled and powerful fraternal twin-brother to the standard BMW 3-Series sedan. While the 3-Series was buying time in a wind-tunnel, the M3 was off buying HGH. Everything is bolder on the M3 without going over the line; from the bulging hood and angry front fascia on back to the quad tailpipes, this sedan stands out. The design works very well to convey the appearance of speed before the START button is even pushed. Once that button is pushed, it is no longer merely an appearance - this M3 packs an impressive V8 factory of power. The growl from the exhaust ranges from a nice, relaxed burble up to a demonic roar which clashes perfectly with the glowing angel-eyes up front. Most often we equate a large rev range with four or six-cylinder engines but the massive kidney grilles in the front keep feeding this 4.0L 32-valve monster with air well past the 8,000 RPM mark. At times I feel like I am driving a five-passenger sport bike instead of a 3,700 lb. German cruise missile. All that heft is moved adeptly by the 414 hp and 295 lb-ft of torque this wonderful engine generates.

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I was expecting to find a six-speed manual transmission when I first opened the door to this car but found a unique knob with the following symbols: R, N, +, -, a diamond thingy, and D/S - with the iconic M logo below this hieroglyphic hodge-podge. This particular M3 is fitted with the M Double-Clutch Transmission which as the name implies utilizes two clutches for lightening fast shifts. All of the seven forward gears can be controlled by the car as a traditional automatic, or can be shifted manually via the shift knob or the steering-wheel mounted paddles. This system works very well, allowing me to shift more quickly than I could with a standard manual. However I do wish it was less complex. It has far too many settings for the speed at which the transmission responds. In automatic mode, I can choose between five settings. Switching over the manual mode, I have access to six settings with the sixth setting only available when stability control is turned off. Each setting is progressively quicker as well as noticeably more jarring. I only used two settings for most of my time in the car. I had it set to the full teeth-rattling mode quite often but I would also switch to the softest settings when I had passengers in the car. I do enjoy the M button on the steering wheel which quickly recalls the setting of the driver’s choosing but I also wish the system was whittled down to comfort, sport and M(ad).

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This BMW is an ideal car in that it is balanced in so many areas which make driving fun. It can roar to 60 mph in well under 5 seconds, winning most races in the ongoing stoplight-to-stoplight race series. However, I can use it to cruise lazily down the coast without feeling like the car needs to be driven hard. It is a great highway cruiser as well. When the time does come to push it, the M3 responds by shoving me further into the bolstered seats, clearing its throat with a growl, and blurring my peripheral vision into a darkening tunnel. If I were to stay on the gas pedal for too long I would be ripping through a ¼ mile in less than 13 seconds on my way to an electronically limited top speed of 155 mph. Some find basic straight-line facts and figured boring … and the M3 offers something for these folks as well. Turning the wheel and pressing the gas results in controllable tail-out excitement when the stability control is turned off or a nicely executed corner with minimal intrusion when the nanny-systems are turned on. This sedan handles curvy roads like the knife used to cut the aforementioned cake. I am still expecting to see the ShamWow guy trying to sell me one during some late night TV commercial.

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At this point I could go on and on about the iDrive system. It has gotten much better in recent years. After a few minutes of learning my way through the system, I was able to navigate all the menus with relative ease. It is intuitive and is displayed on a well-lit screen. The sound system was also fantastic and came with the optional iPod/USB adapter. I took a very long drive in this car and good music through a great sound system makes the trip more enjoyable, though at times it was fun simply listening to the car itself. The 2009 BMW M3 Sedan starts at $54,850 and is actually the lowest priced of the three available body styles. The M3 is also available as a coupe or two-door convertible. The M3 shown here is heavily optioned with an as-tested price of $65,925. Jeff Glucker is the Road Test Editor for www.nadaguides.com and graciously shares his reviews with us here at Speed:Sport:Life ... be sure to check out the rest of their reviews and articles!