I love that Ford did a new Mustang Boss 302. It's a classic nameplate and one that deserved reviving. The weather basically ruined my drive--with the wet roads, I sat there watching the traction-control light blink on and off and hoping I didn't slide into the car next to me.
Had it been dry I would surely have been braver and enjoyed the car more, though I still managed to have some fun. This is one hell of an engine--smooth and with gobs of power and torque (and amazingly quiet at idle), and I love the short-throw shifter. The suspension is a little firm for Detroit but I expected a bit of that, and it wasn't as bad as I thought it might be. I'd love firmer steering with a bit more feedback.
The interior is OK--not great, but not awful. There are some hard plastics and the dash sits high.
But if $44,000 landed in my lap today, off to the Ford dealership I'd go.
Looking at all of the muscle cars rolling out of Detroit, you'd never know the pony-car war ever went on a hiatus.
Ford brings the "new" Boss 302, and it's quite impressive (except for a few things). Behind the wheel you would think you were piloting something from the 1960s.
There is a slight hood shake when idling, the sound of the 5.0-liter V8 with 444 hp and the feel. It's a modern-day approach to vintage Americana. Ford nailed the visceral experience on this one. It has no shortage of character, either. The vintage-looking shift knob and other touches throughout the car assure that.
This is all well and good, but trying not to be the blatant modern-Mustang fan boy that I am, there are some things that just aren't right. The price, for starters. Gone are the days of high-school kids working summer jobs to get the brand-new muscle car they dreamed about. If you want to play in this realm today, you better have some serious cash to back it up--especially if you plan on doing the exhaust, intake, wheels, etc.
The interior isn't perfect. While it's not as bad as that of the Chevrolet Camaro, the interior of the Boss feels Spartan. Except for the Recaro seats, which look great and hold you well but also transmit surface imperfections in conjunction with the tighter performance suspension.
While I realize that a performance car shouldn't be dressed to the nines with all the weight of luxuries, it would be nice to not feel that I was in a bare-bones interior, especially for this kind of money.
Is it a great car? Yes, it is. Is it a performer? Absolutely. Do I want one? Yes, but not for this kind of money. But the Mustang Boss 302 would be a welcome addition to the garage of someone who has the pocketbook and is looking for a great seasonal weekend sports car.
Comparing the sensations felt behind the wheel of the new Boss to a car from the 1960s tells me he's never been in a car from the 1960s. I think what he means to get across is that a nice dose of retro goodness comes standard on this 2012 Ford Mustang Boss 302, and that is a solid observation. But don't think that the car hasn't come forward into modern times and performance, because it has.
I also think he's a little off base in bashing the price. It is not inexpensive, but you get an awful lot of detonation for your dollar. I know a lot of people are going to complain that even this price doesn't get you an independent rear suspension, but this car is a grin-maker extraordinaire.
In fact, the more I drove the successor to Parnelli Jones's famous Ford, the more I fell for it. This would be the perfect Mustang for me: smashing power and torque, a "hell yeah" exhaust note, a great driving position and an on-the-throttle demeanor that made me happy in both tire-smoking straight lines and through corners. The overall package is just right for most applications, especially on public roads, and I found myself thinking that the Boss 302 hits such an excellent sweet spot between the Mustang GT and the Shelby GT500. Frankly, I started to forget those versions exist.
The steering is a bit too light, and the short-throw shifter can be finicky if you aren't sure to be absolutely positive and precise with your gear changes. Get into a rhythm, though, and the Boss 302 is a fun and rewarding driver's car that recalls a time best remembered for the simplicity and purity of the machines it produced.
One gripe I do have pertains to the speedometer, of all inane things. It lists speed in 20-mph increments, i.e. 60 mph to 80 mph to 100 mph. There's nothing wrong with that concept alone, but there are so many little hash marks between the numbers, and the numbers are so large (and they extend past the hash mark to which they correspond), that it's hard to tell how fast you are going when you glance at the speedo. For example, it's surprisingly easy to look down and think you are travelling at 80 mph down the highway when you're actually only at 70. This might sound like a ridiculous complaint, but I assure you that if you get a chance to drive the Boss, chances are you will notice this issue almost immediately. And it will annoy you. I told Wong about it and he looked at me as if I was nuts. Then he came back later and said, "Oh, dude, um, yeah, you're totally right about the speedometer in the Mustang. What the hell?"
That's exactly what I was wondering.
What the hell is right. The speedometer has way too many hash marks, and a quick glance at it when rolling down the expressway makes you think you're going faster than you really are.
Besides that, I'm totally taken by this 2012 Ford Mustang Boss 302. I've made it no secret that I'm a member of the Ford camp in the current pony-car wars among this, the Chevrolet Camaro and the Dodge Challenger. Granted, I appreciate all three cars for what they bring to the table, but I like how the Mustang speaks to me when I'm in the driver's seat.
And this Boss 302 is the Mustang I would buy. Yes, even over the supercharged GT500 with the 550 hp and save $8,500. I look at this Boss 302 in the same light as the Chevrolet Corvette Z06. The idea behind both cars is similar, being track-oriented with specific suspension and chassis tweaks and naturally aspirated V8 engines. So it should come at no surprise that I would take a Z06 over a ZR1 if given the choice.
Anyway, back to this Boss 302. It begins with the 5.0-liter, 444-hp V8 with a 7,500-rpm redline, a slick-shifting six-speed gearbox, stiffer springs and bushings, a thicker rear antiroll bar, manually adjustable shocks, 19-inch wheels wrapped with Pirelli P Zero rubber and Brembo brakes. Then our particular test car has the optional Recaro seats and Torsen differential.
During my night it was a little damp, but I did push the car a little. How could I resist with that devilish-sounding V8 shaking under the hood? The power band is linear with peak horsepower happening at 7,400 rpm. On a side note, this engine is the most powerful naturally aspirated production V8 Ford has built to date. Unlike Mac, I had no problems with the six-speed gearbox and really enjoyed the shift action.
Steering is a little light, but feedback is instant, and there is great road feel available through the wheel. Toss it through some smooth turns and it feels nailed to the tarmac with grip limits that far exceed what you should responsibly be doing on the streets. The Recaro seats were supportive and would be comfortable over the long haul. It's good to see that Ford at least offers the option for an upgraded sport bucket seat.
I know what some of you are thinking: there's a live rear axle still! Yeah, you're right, there is and you'll know it if you encounter any mid-corner bumps which do make the rear end a little jumpy, but the Boss composes itself fast enough. And it's worth noting that the stiffer suspension is still fine to drive around on the streets. It's not overly abusive and would be fine to drive to a track day, have a great time flogging it around and then back home at night without feeling like you had been beaten up by Fat Tony's men for missing a loan payment.
Ah, a track. That's where I wanted to be with this car. Better yet, a track with the Boss 302 Laguna Seca with the even stiffer suspension and specific aero enhancements. We need to make that happen now.
As for the price debate: $43,000 doesn't seem out of line at all. It is $11,000 more than your base model GT, but clearly this Boss 302 is so much more than the GT. If you have the means and value a car that was built for drivers, this car is worth every penny.
2012 Ford Mustang Boss 302
Base Price: $41,105
As-Tested Price: $43,595
Drivetrain: 5.0-liter V8; RWD, six-speed manual
Output: 444 hp @ 7,400 rpm, 380 lb-ft @ 4,500 rpm
Curb Weight: 3,632 lb
Fuel Economy (EPA/AW): 20/15.1 mpg
