Ford mustang 2012 Get a look at the Mustang sports car that gets up to 31 MPG to the gallon. Watch videos, explore the photo gallery, get detailed specs
2012 Ford Mustang Boss Laguna Seca is a car designed specifically for it has good power, this car was meant to be used by clients who want to use it as a race car because the car is not appropriate when used by customers who just want to drive a 2012 Ford Mustang Boss Laguna Seca on a daily basis.
Since this car is a very good machine, a machine that supports the 2012 Ford Mustang Boss Laguna Seca, so this is a great strength of the car to turn the problem is the V8 car at Laguna Seca in the same stable, high-voltage 440 - horsepower 5.0-liter Boss as standard, as the engine is tuned specifically for the road race. In contrast, engineers have turned their attention to the most efficient way to produce more energy, and took the car around the track as quickly as possible
Search Interior 2012 Ford Mustang Boss Laguna Seca for a slight improvement in the Ford Mustang Boss 302 cars Laguna Seca remove the back seat, instead of adding a cross-dressing, because the X-pair structure between the rear wheels. Keep track of offers improvements in chassis rigidity, as much as 10 percent and control the way - precisely calibrated by a Mustang team members - to do a better job.
2012 Ford Mustang Boss Laguna Seca, the use of 19-inch light alloy racing 9-inch staggered-width front, rear 10 inches. R-compound tires ultra high-performance 255/40ZR-19 front, 285/35ZR-19 rear, keeping in touch with the road - the work becomes more complicated than expected.
Various improvements in the 2012 Ford Mustang Boss Laguna Seca is meant to keep this car has a higher yield than ever, its performance has also improved a bit, because Ford wanted to give the best model for your clients, and this car can be easily accommodate the market.
The Trans-Am series of the late 1960s and early 1970s could be considered the golden era of American motorsports. Not only did it showcase the most desirable American cars of the time, but it featured some of the world's greatest racing drivers engaging in this country's own brand of fender-banging racing.
It's why Ford is so proud of the Boss 302, winner of the 1970 Trans-Am season with legendary driver Parnelli Jones behind the wheel, and why the street car has become a legend. But ask Jim Farley, Ford's head honcho of marketing, about the 2012 Mustang Boss 302, and he'll tell you that it's not just about building a remake of the original. "This is not a nostalgia project," he told us. "This is not in any way trying to bring back the Boss. This project is so much more than that. If we wanted to do that we could take a 5.0-liter, put some stripes and spoilers and other upgrades on it and that would be it. It was not a means to an end. The Boss 302 was originally a means to an end. It was a production car to go racing. This is a completely different project. We were not going to do this project unless we could beat an M3 at this track." This track being the famed Mazda Raceway Laguna Seca.
With Bavaria's best sportscar in it sights, did Ford achieve its goal of building a modern day legend, or is the 2012 Boss 302 simply another one of the infinite variations of the Ford Mustang? Ford invited us out to Monterey for a full day with the car, including some track time at Laguna Seca, and we have the answer.
While Mr. Farley might not call the new Boss 302 nostalgic, it certainly looks the part. The exterior design takes distinct styling elements from the 1969 Boss 302, including the signature C-stripe graphics on the side of the car, black hood, a more aggressively designed front fascia, a grille with blocked off fog light openings and a subtle spoiler at the rear.
Five colors are being offered for 2012: Performance White, Kona Blue, Yellow Blaze, Race Red and the Competition Orange you see here. White graphics are standard on the Kona Blue and optional for Race Red, but the pairing doesn't seem to work as well visually as the other combinations because of the black wheels. Surprisingly, we thought the car looked its best in the most subtle of the colors, Performance White.
Head inside to the cockpit and you'll see what mostly appears to be a base Mustang with a few track-themed items thrown in for good measure. Those hoping for a navigation system or SYNC need not apply, as they aren't even available as options. What you will get, however, are an Alcantara-covered steering wheel, "Powered by Ford" sill plates, black gauges with a 180-mph speedo and 9,000 rpm tachometer, and a retro cue ball shifter.
Our Boss 302 was also equipped with the optional Recaro seats. The package costs an additional $1,995, and while that sounds like a lot, it also includes the Torsen differential. Truthfully, you'd have to be insane to order the car without them. Not only do the seats look fantastic, but they are both incredibly comfortable and supportive. The only reason you shouldn't part with the extra two grand is if your girth limits your ability to squeeze in between the side bolsters. We easily fit inside and didn't hear any complaints from the larger members of the media in attendance.
If you really want to see the Blue Oval's dedication to creating a good product, then open up the hood. Ford's engineers probably could have done some minor tweaking to the 5.0-liter V8 to reach their target goal of 440 horsepower (they ended up with 444), but they went all out to ensure that the engine was worthy of the Boss 302 moniker. If you go by the numbers, a 32-horsepower gain doesn't seem like all that much compared with the standard Mustang GT, but there's a lot more to this engine than peak horsepower.
According to Mike Harrisson, the Boss' engine program manager, the focus was to "make it breathe, make it rev and make it durable." The first was achieved with an all new intake manifold inspired by Daytona prototypes that features shorter runners for improved air flow at higher RPMs. Also improving the engine's breathing is a new set of high-strength cylinder heads that have been CNC ported on both the intake and exhaust side, a process that takes two and a half hours per head. Finally, the lift and diameter has been increased for the exhaust valves. And to make it rev? Ford engineer's swapped out the Mustang's entire valvetrain and bottom end to handle their target goal of a 7,500 rpm redline. The list of fortified parts – forged aluminum pistons, sinter-forged connecting rods, race-spec crankshaft and rod bearings, heavy duty valve springs and more aggressive camshafts – leaves little else to be upgraded and shows just how different this engine is from the standard Mustang GT's. The result is that the motor is stable up to 8,400 rpm. That leads us into durability, where Ford took the approach of testing out the engine in the motorsports arena. The first 10 engines assembled went straight to Multimatic Motorsports, who used them in their Boss 302R race cars. The team ran with the engines all of last season without a single hardware failure.
We'd be remiss if we didn't mention the Boss 302's exhaust system. Like with the rest of the car, Ford didn't settle for the ordinary, instead opting to design a unique quad exhaust that utilizes two main pipes that exit out the back as well as two additional pipes that exit just ahead of the rear wheels. Each of the cars leaves Ford's Flat Rock Assembly Plant with a 5/8-inch restrictor for the auxiliary pipes, but it can be easily removed by the owner. More on that in a moment.
While Ford knew that the Boss 302 would benefit from extra horsepower, they also knew that it was how the car handled that would determine whether or not it could best the M3 at Laguna Seca. The engineers started off with adjustable shocks and struts with the option of five different settings, then added higher rate coil springs, stiffer bushings and larger sway bars both front and rear. The brakes are the same that come with the Brembo package for the standard Mustang GT with 14-inch discs and four-piston calipers up front, but Ford has also added unique brake pads and low expansion brake lines for improved pedal feel. Staggered 19-inch wheels, nine-inches wide up front and 9.5-inches at the rear, are wrapped with Pirelli P Zero tires.
As if all that weren't enough, Ford also came up with what's called the TracKey. A secondary key that comes with the car, the TracKey can be activated by an authorized Ford Racing dealer (for a fee, of course) and changes more than 400 parameters of the Boss 302 through a dual-path PCM. Some of the most notable features include a lopey idle, a two-stage launch system, improved low-end torque, enhanced deceleration on track, and the deletion of the automatic skipshift.
You can see exactly how the launch control system works in the Short Cut video below.
For those customers who want an even more hardcore Boss 302, Ford will also be offering a limited number of Laguna Seca models. Available in two color combinations – black with red trim and silver with red trim – the Laguna Seca package comes with an aggressive aerodynamics package and more hardware for use at the racetrack. Most noticeable is the massive front splitter, which has to be installed post-title due to crash regulations, but the package also includes lightweight wheels, Pirelli R-compound tires, an air scoop on the transmission for additional cooling, an air duct kit for the front brakes, a dash-mounted gauge pack and a nifty looking cross brace that replaces the rear seats. The Recaro seats and Torsen differential also come standard.
So how does the 2012 Mustang Boss 302 drive? In a word: fantastic. With the high revving motor we weren't sure whether the Boss 302 could offer the same oomph as the standard GT at lower RPMs, but we needn't have worried. The torque curve feels as flat as Kansas, and the 5.0-liter V8 pulls hard from down low all the way up to its 7,500 rpm redline. In fact, it felt like the motor wanted to blast past the electronic barrier, with the power never falling off. Matched with 3.73 gears, the Boss 302 feels incredibly fast, closer to the GT500 than the Mustang GT in a straight line.
We weren't about to test the handling limits of the car on public roads, especially with track time later in the day, but the Boss 302 performed admirably on the street against everything we threw at it. The live axle only makes itself known on the bumpiest of corners, and the electronic steering provides excellent feedback. Ford had sent us out with the suspension set at 2 (with 1 being the softest and 5 being the stiffest), and we were surprised at how civil the car felt even over rough pavement. In fact, the entire car felt more docile than we expected. The exhaust note, while it sounded great, was even a little quieter than we expected. Ford has definitely designed the Boss 302 to be a car you could genuinely drive every day. The only issue we ran into was with the shifter, which occasionally refused to find the proper gear during softer gear changes. Whenever we were pushing the car hard, though, the shifter made its way with ease. Like many cars designed for the track, the Boss 302 simply functions better when driven hard.
We didn't waste too much time on the street, though, with the promise of 2.24 miles of enclosed pavement waiting for us. Back at Laguna Seca, we hopped into another Boss 302 that had the TracKey in the ignition and the plate removed from the exhaust system. The difference was immediately noticeable from outside the coupe, with a much more aggressive, rumbling tone emanating from all four pipes. The difference was even more obvious while behind the wheel. In fact, the TracKey and the wide open exhaust completely change the Stang's character. With TracMode engaged, the Boss 302 becomes a snarling beast that's nothing like the relatively tame pony car we were in just a few minutes earlier. The 5.0-liter engine produces an ungodly sound at full throttle that sounds right at home at the racetrack and delightfully inappropriate for the street. If we had a Boss 302 in our garage, we'd run the exhaust wide open all the time and leave the standard key in the junk drawer. The sound and character of the car with the TracKey and the open exhaust is simply addicting.
Once out on track, we found the Boss 302 to have incredibly neutral handling. The front end simply goes where you point it with the rear following closely behind, making pinpointing apexes a breeze. This was most evident in the double apex of the Andretti Hairpin, where the Boss 302 never encountered even a hint of understeer. The Recaro seats work brilliantly at keeping occupants in place, and after just a few laps we were further convinced that they are a must-have option.
The availability of torque at any RPM was even more evident on track than on the street. We could drive nearly the entire course in third gear, with fourth gear required on the three main straights, and second gear only needed for the very slow turn 11. Ford says that the standard Boss 302 will lap Laguna Seca a second faster than the BMW M3 (the Laguna Seca package is one second faster still), and we're inclined to believe them. Ford actually brought an M3 for us to compare the two, but the Bimmer had some problems earlier in the day and we never got the chance.
The only weakness of the Boss 302 we encountered was with the brakes, mainly at the rear. The front Brembos were fine, but the 11.8-inch discs with single-piston calipers out back weren't up to the task of consistent hot-lapping. A few times the cars came in with smoke coming from the rear, and we couldn't do more than three or four really hard laps before they needed a cool down. Track addicts take note: new pads and maybe an aftermarket set of rear brakes should be on your shopping list.
We managed a few laps in a Laguna Seca model as well, and while we weren't disappointed, we were hoping for a more noticeable difference between the two cars. We'll be the first to admit that we didn't push the cars as hard as some, and the differences are probably more noticeable for more seasoned weekend racers. Even so, the standard Boss is good enough that we would only recommend the Laguna Seca for the most hardcore racer.
Pricing has yet to be officially announced for both cars, but expect the standard Boss 302 to come in at just under $41,000 with the Laguna Seca package retailing for an additional $6,995. Both cars are a screaming good deal, but the regular Boss is such a phenomenal vehicle that we see it as the better value. Plus, you can always buy the front splitter and air ducts for the brakes from the Ford Racing catalog. The only thing we'd really miss from the Laguna Seca is that ultra-cool rear seat delete.
At the end of the day we had concluded one thing: The 2012 Ford Mustang Boss 302 is easily the coolest, most technologically advanced, highest performing Mustang ever produced by Ford. It's more than a fitting tribute to the original Boss 302, and will easily become one of the most desirable Mustangs of all time.
And here's where we make our plea for the customers who have already put down deposits and to those who will be lucky enough to own this car. Drive it. More than any other car we can think of, the Boss 302 deserves to be used and not stored away as an investment item to be sold at auction to overzealous bidders 40 years from now. Jim Farley stated it perfectly: "The Boss 302 is not a car that should be in someone's collection sitting there with seven miles on it. This car should be on YouTube doing something maybe even against the law because that's the spirit and the soul of this project. Every part of this car is about driving – the pure pleasure of driving at speed on the very limit of the driver's capability."
After numerous improvements to the Mustang lineup last year, we wouldn't have been surprised this year to see Ford's engineers just sit back and watch their winning horse run circles around its competition. As it turns out, though, they've been busily creating yet another highly desirable model to join the stable.
For 2012, Ford reintroduces the Mustang Boss 302, a nameplate that recalls the Boss 302 of 1969. Just as before, the new Boss 302 is a track-tuned beast, and it should also be both great to drive and even potentially collectible. Numerous engine enhancements kick output up to 444 horsepower, and the Boss receives a host of other hardware upgrades to handle the extra fury under the hood.
Supporting the new Boss 302 are two Mustangs that are capable in their own right. The entry-level Mustang's V6 engine churns out an impressive 305 hp and earns a laudable 31 mpg on the EPA highway cycle. The V8-powered GT brings even more power into the mix. For both models Ford offers an impressive array of options, including suspension and brake upgrades and the innovative Sync electronics system.
As good as the Mustang is, there are a few minor faults. The interior still has its share of cheap plastic, while the lack of a telescoping steering wheel means a compromised driving position for some. The new-generation Mustang is also a victim of its own success when it comes to styling, because there are too many on the road to turn heads.
The 2012 Ford Mustang isn't the only horse in the race, either. The Dodge Challenger provides a more spacious interior, while the more dramatically styled Chevrolet Camaro will likely collect a lot more attention. The Mustang pulls away in the home stretch, however, as it presents the most complete package overall.
The big news for the 2012 Ford Mustang is the revival of the storied high-performance Boss 302 model. Also notable is the introduction of adjustable effort settings for the power steering effort on GT models.
The 2012 Ford Mustang is available as a coupe or convertible and is offered in five trim levels: V6, V6 Premium, GT, GT Premium and Boss 302. (The Shelby GT500 is reviewed separately.)
The base V6 starts with 17-inch alloy wheels, a limited-slip rear differential, keyless entry, integrated blind-spot mirrors, cruise control, air-conditioning, full power accessories, a tilt-only steering wheel and a four-speaker sound system with a CD player and auxiliary audio jack.
The V6 Premium adds upgraded 17-inch wheels, leather upholstery, a power driver seat, Ford's Sync system, an auto-dimming rearview mirror, color-adjustable gauges, ambient lighting, upgraded interior trim and an upgraded eight-speaker sound system with satellite radio and an iPod/USB audio interface. The V8-powered GT comes with the base V6's features plus 18-inch alloys, automatic headlights, a rear spoiler, adjustable steering effort and foglamps. The GT Premium is essentially a GT with different 18-inch wheels and the V6 Premium's roster of features.
Options on Mustang V6 models include an exterior appearance package that adds bodywork graphics and a rear spoiler. Bundled with the optional rear parking sensors are an anti-theft system and wheel locks. Also available is a V6 Performance package (for coupes with manual transmissions) that includes 19-inch wheels with summer tires, numerous suspension and brake upgrades, a recalibrated stability control system and a 3.31 rear axle ratio.
The V6 Premium unlocks a slew of packages and options in addition to those available on the base model. These include: the Pony package and the Mustang Club of America Special Edition (both consist of 18-inch wheels and various exterior styling enhancements); the Comfort Group package (a power passenger seat and heated front seats); and the Electronics package (automatic climate control, HD radio and a voice-activated navigation system with real-time traffic and other information). Also available are remote ignition, xenon headlamps, a glass roof, a tonneau cover for convertible models and a back-up camera.
The Mustang GT can be outfitted with upgraded Brembo brakes, 19-inch wheels, summer tires and the recalibrated stability control system. Two performance axles for quicker acceleration are available: 3.55:1 and 3.73:1. The GT Premium can be had with all the options of the V6 Premium and GT packages plus a selection from an array of 18-inch and 19-inch wheels, the California Special package (more exterior styling variations) and a more powerful 10-speaker sound system (not available with the Electronics package).
The new high-performance Boss 302 is only available as a coupe and adds a more powerful V8 engine, 19-inch wheels, quad exhaust tips, special exterior trim and aerodynamic elements, a 3.73:1 rear-axle ratio, Brembo brakes, adjustable shock absorbers, unique interior trim, a suede-wrapped steering wheel, alloy pedals, cloth seats and the base audio system. Recaro front seats (from the GT500) and a Torsen limited-slip rear differential are optional.
The limited-edition Boss 302 Laguna Seca model goes even further with track-ready aerodynamic enhancements, race-compound tires, a stiffer suspension, unique gauges and standardization of the Recaro seats and Torsen differential, plus the deletion of the rear seat.
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Boss 302 announced. Read about Ford's newest pony car and see photos of the track-day special at Car and Driver Ford mustang 2012
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2012 Ford Mustang Boss Laguna Seca is a car designed specifically for it has good power, this car was meant to be used by clients who want to use it as a race car because the car is not appropriate when used by customers who just want to drive a 2012 Ford Mustang Boss Laguna Seca on a daily basis.
Since this car is a very good machine, a machine that supports the 2012 Ford Mustang Boss Laguna Seca, so this is a great strength of the car to turn the problem is the V8 car at Laguna Seca in the same stable, high-voltage 440 - horsepower 5.0-liter Boss as standard, as the engine is tuned specifically for the road race. In contrast, engineers have turned their attention to the most efficient way to produce more energy, and took the car around the track as quickly as possible
Search Interior 2012 Ford Mustang Boss Laguna Seca for a slight improvement in the Ford Mustang Boss 302 cars Laguna Seca remove the back seat, instead of adding a cross-dressing, because the X-pair structure between the rear wheels. Keep track of offers improvements in chassis rigidity, as much as 10 percent and control the way - precisely calibrated by a Mustang team members - to do a better job.
2012 Ford Mustang Boss Laguna Seca, the use of 19-inch light alloy racing 9-inch staggered-width front, rear 10 inches. R-compound tires ultra high-performance 255/40ZR-19 front, 285/35ZR-19 rear, keeping in touch with the road - the work becomes more complicated than expected.
Various improvements in the 2012 Ford Mustang Boss Laguna Seca is meant to keep this car has a higher yield than ever, its performance has also improved a bit, because Ford wanted to give the best model for your clients, and this car can be easily accommodate the market.
The Trans-Am series of the late 1960s and early 1970s could be considered the golden era of American motorsports. Not only did it showcase the most desirable American cars of the time, but it featured some of the world's greatest racing drivers engaging in this country's own brand of fender-banging racing.
It's why Ford is so proud of the Boss 302, winner of the 1970 Trans-Am season with legendary driver Parnelli Jones behind the wheel, and why the street car has become a legend. But ask Jim Farley, Ford's head honcho of marketing, about the 2012 Mustang Boss 302, and he'll tell you that it's not just about building a remake of the original. "This is not a nostalgia project," he told us. "This is not in any way trying to bring back the Boss. This project is so much more than that. If we wanted to do that we could take a 5.0-liter, put some stripes and spoilers and other upgrades on it and that would be it. It was not a means to an end. The Boss 302 was originally a means to an end. It was a production car to go racing. This is a completely different project. We were not going to do this project unless we could beat an M3 at this track." This track being the famed Mazda Raceway Laguna Seca.
With Bavaria's best sportscar in it sights, did Ford achieve its goal of building a modern day legend, or is the 2012 Boss 302 simply another one of the infinite variations of the Ford Mustang? Ford invited us out to Monterey for a full day with the car, including some track time at Laguna Seca, and we have the answer.
While Mr. Farley might not call the new Boss 302 nostalgic, it certainly looks the part. The exterior design takes distinct styling elements from the 1969 Boss 302, including the signature C-stripe graphics on the side of the car, black hood, a more aggressively designed front fascia, a grille with blocked off fog light openings and a subtle spoiler at the rear.
Five colors are being offered for 2012: Performance White, Kona Blue, Yellow Blaze, Race Red and the Competition Orange you see here. White graphics are standard on the Kona Blue and optional for Race Red, but the pairing doesn't seem to work as well visually as the other combinations because of the black wheels. Surprisingly, we thought the car looked its best in the most subtle of the colors, Performance White.
Head inside to the cockpit and you'll see what mostly appears to be a base Mustang with a few track-themed items thrown in for good measure. Those hoping for a navigation system or SYNC need not apply, as they aren't even available as options. What you will get, however, are an Alcantara-covered steering wheel, "Powered by Ford" sill plates, black gauges with a 180-mph speedo and 9,000 rpm tachometer, and a retro cue ball shifter.
Our Boss 302 was also equipped with the optional Recaro seats. The package costs an additional $1,995, and while that sounds like a lot, it also includes the Torsen differential. Truthfully, you'd have to be insane to order the car without them. Not only do the seats look fantastic, but they are both incredibly comfortable and supportive. The only reason you shouldn't part with the extra two grand is if your girth limits your ability to squeeze in between the side bolsters. We easily fit inside and didn't hear any complaints from the larger members of the media in attendance.
If you really want to see the Blue Oval's dedication to creating a good product, then open up the hood. Ford's engineers probably could have done some minor tweaking to the 5.0-liter V8 to reach their target goal of 440 horsepower (they ended up with 444), but they went all out to ensure that the engine was worthy of the Boss 302 moniker. If you go by the numbers, a 32-horsepower gain doesn't seem like all that much compared with the standard Mustang GT, but there's a lot more to this engine than peak horsepower.
According to Mike Harrisson, the Boss' engine program manager, the focus was to "make it breathe, make it rev and make it durable." The first was achieved with an all new intake manifold inspired by Daytona prototypes that features shorter runners for improved air flow at higher RPMs. Also improving the engine's breathing is a new set of high-strength cylinder heads that have been CNC ported on both the intake and exhaust side, a process that takes two and a half hours per head. Finally, the lift and diameter has been increased for the exhaust valves. And to make it rev? Ford engineer's swapped out the Mustang's entire valvetrain and bottom end to handle their target goal of a 7,500 rpm redline. The list of fortified parts – forged aluminum pistons, sinter-forged connecting rods, race-spec crankshaft and rod bearings, heavy duty valve springs and more aggressive camshafts – leaves little else to be upgraded and shows just how different this engine is from the standard Mustang GT's. The result is that the motor is stable up to 8,400 rpm. That leads us into durability, where Ford took the approach of testing out the engine in the motorsports arena. The first 10 engines assembled went straight to Multimatic Motorsports, who used them in their Boss 302R race cars. The team ran with the engines all of last season without a single hardware failure.
We'd be remiss if we didn't mention the Boss 302's exhaust system. Like with the rest of the car, Ford didn't settle for the ordinary, instead opting to design a unique quad exhaust that utilizes two main pipes that exit out the back as well as two additional pipes that exit just ahead of the rear wheels. Each of the cars leaves Ford's Flat Rock Assembly Plant with a 5/8-inch restrictor for the auxiliary pipes, but it can be easily removed by the owner. More on that in a moment.
While Ford knew that the Boss 302 would benefit from extra horsepower, they also knew that it was how the car handled that would determine whether or not it could best the M3 at Laguna Seca. The engineers started off with adjustable shocks and struts with the option of five different settings, then added higher rate coil springs, stiffer bushings and larger sway bars both front and rear. The brakes are the same that come with the Brembo package for the standard Mustang GT with 14-inch discs and four-piston calipers up front, but Ford has also added unique brake pads and low expansion brake lines for improved pedal feel. Staggered 19-inch wheels, nine-inches wide up front and 9.5-inches at the rear, are wrapped with Pirelli P Zero tires.
As if all that weren't enough, Ford also came up with what's called the TracKey. A secondary key that comes with the car, the TracKey can be activated by an authorized Ford Racing dealer (for a fee, of course) and changes more than 400 parameters of the Boss 302 through a dual-path PCM. Some of the most notable features include a lopey idle, a two-stage launch system, improved low-end torque, enhanced deceleration on track, and the deletion of the automatic skipshift.
You can see exactly how the launch control system works in the Short Cut video below.
For those customers who want an even more hardcore Boss 302, Ford will also be offering a limited number of Laguna Seca models. Available in two color combinations – black with red trim and silver with red trim – the Laguna Seca package comes with an aggressive aerodynamics package and more hardware for use at the racetrack. Most noticeable is the massive front splitter, which has to be installed post-title due to crash regulations, but the package also includes lightweight wheels, Pirelli R-compound tires, an air scoop on the transmission for additional cooling, an air duct kit for the front brakes, a dash-mounted gauge pack and a nifty looking cross brace that replaces the rear seats. The Recaro seats and Torsen differential also come standard.
So how does the 2012 Mustang Boss 302 drive? In a word: fantastic. With the high revving motor we weren't sure whether the Boss 302 could offer the same oomph as the standard GT at lower RPMs, but we needn't have worried. The torque curve feels as flat as Kansas, and the 5.0-liter V8 pulls hard from down low all the way up to its 7,500 rpm redline. In fact, it felt like the motor wanted to blast past the electronic barrier, with the power never falling off. Matched with 3.73 gears, the Boss 302 feels incredibly fast, closer to the GT500 than the Mustang GT in a straight line.
We weren't about to test the handling limits of the car on public roads, especially with track time later in the day, but the Boss 302 performed admirably on the street against everything we threw at it. The live axle only makes itself known on the bumpiest of corners, and the electronic steering provides excellent feedback. Ford had sent us out with the suspension set at 2 (with 1 being the softest and 5 being the stiffest), and we were surprised at how civil the car felt even over rough pavement. In fact, the entire car felt more docile than we expected. The exhaust note, while it sounded great, was even a little quieter than we expected. Ford has definitely designed the Boss 302 to be a car you could genuinely drive every day. The only issue we ran into was with the shifter, which occasionally refused to find the proper gear during softer gear changes. Whenever we were pushing the car hard, though, the shifter made its way with ease. Like many cars designed for the track, the Boss 302 simply functions better when driven hard.
We didn't waste too much time on the street, though, with the promise of 2.24 miles of enclosed pavement waiting for us. Back at Laguna Seca, we hopped into another Boss 302 that had the TracKey in the ignition and the plate removed from the exhaust system. The difference was immediately noticeable from outside the coupe, with a much more aggressive, rumbling tone emanating from all four pipes. The difference was even more obvious while behind the wheel. In fact, the TracKey and the wide open exhaust completely change the Stang's character. With TracMode engaged, the Boss 302 becomes a snarling beast that's nothing like the relatively tame pony car we were in just a few minutes earlier. The 5.0-liter engine produces an ungodly sound at full throttle that sounds right at home at the racetrack and delightfully inappropriate for the street. If we had a Boss 302 in our garage, we'd run the exhaust wide open all the time and leave the standard key in the junk drawer. The sound and character of the car with the TracKey and the open exhaust is simply addicting.
Once out on track, we found the Boss 302 to have incredibly neutral handling. The front end simply goes where you point it with the rear following closely behind, making pinpointing apexes a breeze. This was most evident in the double apex of the Andretti Hairpin, where the Boss 302 never encountered even a hint of understeer. The Recaro seats work brilliantly at keeping occupants in place, and after just a few laps we were further convinced that they are a must-have option.
The availability of torque at any RPM was even more evident on track than on the street. We could drive nearly the entire course in third gear, with fourth gear required on the three main straights, and second gear only needed for the very slow turn 11. Ford says that the standard Boss 302 will lap Laguna Seca a second faster than the BMW M3 (the Laguna Seca package is one second faster still), and we're inclined to believe them. Ford actually brought an M3 for us to compare the two, but the Bimmer had some problems earlier in the day and we never got the chance.
The only weakness of the Boss 302 we encountered was with the brakes, mainly at the rear. The front Brembos were fine, but the 11.8-inch discs with single-piston calipers out back weren't up to the task of consistent hot-lapping. A few times the cars came in with smoke coming from the rear, and we couldn't do more than three or four really hard laps before they needed a cool down. Track addicts take note: new pads and maybe an aftermarket set of rear brakes should be on your shopping list.
We managed a few laps in a Laguna Seca model as well, and while we weren't disappointed, we were hoping for a more noticeable difference between the two cars. We'll be the first to admit that we didn't push the cars as hard as some, and the differences are probably more noticeable for more seasoned weekend racers. Even so, the standard Boss is good enough that we would only recommend the Laguna Seca for the most hardcore racer.
Pricing has yet to be officially announced for both cars, but expect the standard Boss 302 to come in at just under $41,000 with the Laguna Seca package retailing for an additional $6,995. Both cars are a screaming good deal, but the regular Boss is such a phenomenal vehicle that we see it as the better value. Plus, you can always buy the front splitter and air ducts for the brakes from the Ford Racing catalog. The only thing we'd really miss from the Laguna Seca is that ultra-cool rear seat delete.
At the end of the day we had concluded one thing: The 2012 Ford Mustang Boss 302 is easily the coolest, most technologically advanced, highest performing Mustang ever produced by Ford. It's more than a fitting tribute to the original Boss 302, and will easily become one of the most desirable Mustangs of all time.
And here's where we make our plea for the customers who have already put down deposits and to those who will be lucky enough to own this car. Drive it. More than any other car we can think of, the Boss 302 deserves to be used and not stored away as an investment item to be sold at auction to overzealous bidders 40 years from now. Jim Farley stated it perfectly: "The Boss 302 is not a car that should be in someone's collection sitting there with seven miles on it. This car should be on YouTube doing something maybe even against the law because that's the spirit and the soul of this project. Every part of this car is about driving – the pure pleasure of driving at speed on the very limit of the driver's capability."
After numerous improvements to the Mustang lineup last year, we wouldn't have been surprised this year to see Ford's engineers just sit back and watch their winning horse run circles around its competition. As it turns out, though, they've been busily creating yet another highly desirable model to join the stable.
For 2012, Ford reintroduces the Mustang Boss 302, a nameplate that recalls the Boss 302 of 1969. Just as before, the new Boss 302 is a track-tuned beast, and it should also be both great to drive and even potentially collectible. Numerous engine enhancements kick output up to 444 horsepower, and the Boss receives a host of other hardware upgrades to handle the extra fury under the hood.
Supporting the new Boss 302 are two Mustangs that are capable in their own right. The entry-level Mustang's V6 engine churns out an impressive 305 hp and earns a laudable 31 mpg on the EPA highway cycle. The V8-powered GT brings even more power into the mix. For both models Ford offers an impressive array of options, including suspension and brake upgrades and the innovative Sync electronics system.
As good as the Mustang is, there are a few minor faults. The interior still has its share of cheap plastic, while the lack of a telescoping steering wheel means a compromised driving position for some. The new-generation Mustang is also a victim of its own success when it comes to styling, because there are too many on the road to turn heads.
The 2012 Ford Mustang isn't the only horse in the race, either. The Dodge Challenger provides a more spacious interior, while the more dramatically styled Chevrolet Camaro will likely collect a lot more attention. The Mustang pulls away in the home stretch, however, as it presents the most complete package overall.
The big news for the 2012 Ford Mustang is the revival of the storied high-performance Boss 302 model. Also notable is the introduction of adjustable effort settings for the power steering effort on GT models.
The 2012 Ford Mustang is available as a coupe or convertible and is offered in five trim levels: V6, V6 Premium, GT, GT Premium and Boss 302. (The Shelby GT500 is reviewed separately.)
The base V6 starts with 17-inch alloy wheels, a limited-slip rear differential, keyless entry, integrated blind-spot mirrors, cruise control, air-conditioning, full power accessories, a tilt-only steering wheel and a four-speaker sound system with a CD player and auxiliary audio jack.
The V6 Premium adds upgraded 17-inch wheels, leather upholstery, a power driver seat, Ford's Sync system, an auto-dimming rearview mirror, color-adjustable gauges, ambient lighting, upgraded interior trim and an upgraded eight-speaker sound system with satellite radio and an iPod/USB audio interface. The V8-powered GT comes with the base V6's features plus 18-inch alloys, automatic headlights, a rear spoiler, adjustable steering effort and foglamps. The GT Premium is essentially a GT with different 18-inch wheels and the V6 Premium's roster of features.
Options on Mustang V6 models include an exterior appearance package that adds bodywork graphics and a rear spoiler. Bundled with the optional rear parking sensors are an anti-theft system and wheel locks. Also available is a V6 Performance package (for coupes with manual transmissions) that includes 19-inch wheels with summer tires, numerous suspension and brake upgrades, a recalibrated stability control system and a 3.31 rear axle ratio.
The V6 Premium unlocks a slew of packages and options in addition to those available on the base model. These include: the Pony package and the Mustang Club of America Special Edition (both consist of 18-inch wheels and various exterior styling enhancements); the Comfort Group package (a power passenger seat and heated front seats); and the Electronics package (automatic climate control, HD radio and a voice-activated navigation system with real-time traffic and other information). Also available are remote ignition, xenon headlamps, a glass roof, a tonneau cover for convertible models and a back-up camera.
The Mustang GT can be outfitted with upgraded Brembo brakes, 19-inch wheels, summer tires and the recalibrated stability control system. Two performance axles for quicker acceleration are available: 3.55:1 and 3.73:1. The GT Premium can be had with all the options of the V6 Premium and GT packages plus a selection from an array of 18-inch and 19-inch wheels, the California Special package (more exterior styling variations) and a more powerful 10-speaker sound system (not available with the Electronics package).
The new high-performance Boss 302 is only available as a coupe and adds a more powerful V8 engine, 19-inch wheels, quad exhaust tips, special exterior trim and aerodynamic elements, a 3.73:1 rear-axle ratio, Brembo brakes, adjustable shock absorbers, unique interior trim, a suede-wrapped steering wheel, alloy pedals, cloth seats and the base audio system. Recaro front seats (from the GT500) and a Torsen limited-slip rear differential are optional.
The limited-edition Boss 302 Laguna Seca model goes even further with track-ready aerodynamic enhancements, race-compound tires, a stiffer suspension, unique gauges and standardization of the Recaro seats and Torsen differential, plus the deletion of the rear seat.
Ford mustang 2012
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