Amazing, after years of having the Continental series to themselves, with a non-production engine, Ford’s win streak is coming to a close. A Camaro has won the Continental Tire Sports Car Challenge race at Road America.
And it’s about time, because racing is all about the best car, driver, and team winning. Not the sole manufacturer entrant, running an engine nobody can even buy on their own.
Full story here: http://www.grand-am.com/news/index.cfm?series=k&cid=43688
Congrats to the Chevrolet and BMW teams that have been pushing past the masses of Mustangs. It’s about time we had some real competition here.
For about $12,000 USD, this crate engine can be yours. Forged and strengthened parts will benefit reliability.
Ford had initially said the engine and other Boss parts would not be available – meaning the Boss would be exclusive. But now that they have changed their minds an enthusiast will be able to build the equivalent of the Boss Mustang very easily. What you don’t want however, given all the terrible reliability problems, is the Getrag MT82 transmission.
Ford Press Release from the original introduction of the Boss 302 engine follows:
HIGH-REVVING FORD 5.0-LITER V8 DELIVERS POWER, SPEED, FLEXIBILITY BEFITTING THE BOSS NAME
- 2012 Ford Mustang Boss 302 engine delivers 440 horsepower and 380 ft.-lbs. of torque without the aid of forced induction
- Purpose-built Boss engine is based on production 2011 Mustang GT 5.0-liter DOHC V8, heavily modified with unique, Boss-specific parts to withstand all-day thrashing
- Revised intake, CNC-machined heads, lightened valvetrain and strengthened reciprocating assembly result in a race-proven engine meeting production durability standards
MONTEREY, Calif., Aug. 13, 2010 – The all-new 5.0-liter dual-overhead camshaft (DOHC) V8 in the 2011 Mustang GT already is the most powerful naturally aspirated production V8 Ford has ever produced. To make it worthy of the Boss name, Ford engineers tweaked more than a few bits of the engine.
They reengineered an entire dynamometer cell to handle the engine’s projected 7,500 rpm redline; put the first engines into Boss 302R race cars and sent them straight onto the track; and they designed a torture test equivalent to running the Daytona 250 race flat-out more than 175 times – in a row.
Only when the 440-hp V8 passed these tests, ensuring maximum power output without sacrificing durability, reliability and drivability, was it worthy of being called a Boss.
Bulletproof and blower-free
Planning began with a small group of engineers within the 5.0-liter V8 team. Starting with open minds and enlisting the help of two members of the original 1969 Boss 302 design team, the group began working its way toward the ultimate evolution of the new 5.0-liter: 440 horsepower and 380 lb.-ft. of torque, along with a broad, flat output curve all the way through its projected 7,500 rpm redline.
The Mustang team knew a supercharger would be the simplest way to extract significant power improvements from the new 5.0-liter V8, but they elected not to pursue forced induction for the 2012 Boss to stay true to the original Boss 302 engine.
“The core group of engineers on the Boss 302 engine understands and respect the heritage of the name and the history behind the original engine,” explains Mike Harrison, Ford V8 engine program manager. “The first Boss 302 was a specially built, free-breathing, high-revving small V8 that gave it certain desirable characteristics on a race course – and we capture that essence in the new engine.”
The team also realized the additional hardware meant more weight, the bane of any racing program and the opposite of what the Boss design team was attempting to achieve. Instead, the same technology that has made the new Mustang GT engine such a formidable force was applied to the Boss 302.
“In keeping with the spirit of the original, the new Boss 302 engine achieves its maximum power output at speeds at or above 7,500 rpm,” says Harrison. “Unlike the original engine, however, low-speed torque and driveability are uncompromised thanks to twin independent variable camshaft timing (Ti-VCT) technology and computer-aided engineering design tools.”
Harrison and his team began exploring Boss 302 concepts starting with the engine’s ability to breathe – essential to the production of horsepower. Because credible track performance requires high power production between 5,000 rpm and 7,000 rpm, the team needed a new approach to intake manifold design.
Borrowing from the Ford Daytona Prototype engines, the resulting short-runners-in-the-box design virtually eliminates lag when the throttle is snapped open while producing peak power output at high rpm.
“The effect of the new intake design is dramatic,” says Harrison. “When I took the prototype car to Mustang Chief Engineer Dave Pericak, he took a short drive, tossed me the keys and said ‘Book it…it’s in the program.’ He knew what we were onto, and that’s really the point where the Boss 302 was born.”
To take advantage of the racing intake manifold, cylinder head airflow was fully optimized by CNC porting the entire intake and exhaust port and combustion chamber. The painstaking machining process takes 2.5 hours per head to complete.
To accompany the higher peak-power engine speed, the team had to engineer a lightweight, high-speed valvetrain and bulletproof reciprocating assembly that would not only hold together for 150,000-plus miles but also produce power at peak rpm.
“What most people don’t realize is that engine stresses increase exponentially as engine speeds rise,” explains Harrison. “So moving up from GT’s 7,000 rpm redline required significant re-engineering of many different parts. Sacrificing reliability and usability over the GT engine was never an option.”
Some of the Boss-specific parts contributing to the Boss 302 V8’s output and durability include:
- Revised composite intake system with shorter runners, inspired by Daytona Prototype racing engines, for high-rpm breathing
- 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 for exceptional high-rpm airflow without sacrificing low-speed torque
- Lightened valvetrain 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
Close connection with race teams
Contrary to normal engine development protocol, the first batch of durability test engines weren’t installed in an engine dyno. Instead, thanks to a request from Ford Racing, they went straight to the track.
“Ford Racing had challenged the Boss engine team to give them the first available Boss 302 engines,” explains Harrison. “They came to us in August 2009 and told us they needed engines as soon as possible to build a limited number of Ford Racing Boss 302R cars for the January Daytona race. They got the engines 12 weeks later and the team got five Boss 302R cars prepped for the January race. This gave us a fantastic opportunity to be able to get full-on race experience with the engine so early in the program.”
The Boss engines have run reliably all season without a single mechanical failure. Boss 302R cars have also racked up the most laps led so far this season in Grand-Am racing.
Using race telemetry, the Boss team has been able to gather on-track data to help optimize engine calibrations, oil pan designs and cooling. In order to engage in virtual racing whenever they needed, the team used the telemetry data to re-create a hot lap at Daytona on the dyno back in Dearborn, allowing further fine-tuning.
“Working with Ford Racing has been invaluable,” said Harrison. “They were a wealth of information for setting up torque and power curves for road racing and for identifying areas of concern during track runs that we wouldn’t have considered if we were just building a hot street engine. Every Boss 302 owner will benefit from their contributions to the program.”
Production engine durability testing
Despite its racing heritage – and the rigors of track-day testing – the Boss 302 V8 is still a production Ford engine, built alongside the 5.0-liter GT engine at Essex Engine Plant in Ontario, Canada. That means it has to meet or exceed all the standard durability testing every Ford engine is required to complete.
The high-winding engine presented a challenge: The engine had no trouble staying together at its redline, but the Ford durability dynamometers weren’t designed to operate at the speeds the Boss engine was capable of.
“Ford had no engine test cells built to run at that kind of sustained speed,” said Harrison. “Ford Racing had one, but it wasn’t instrumented to do production durability testing. So we had to re-engineer the dyno cell with new balancers and jackshafts so the dyno wouldn’t fly apart running at redline hour after hour.”
Once an adequate test stand was configured, the Boss engine was run at its full rated output for tens of millions of cycles, eventually outperforming its specifications at every stage of testing. Engineers calculated that the test regimen was equivalent to running the Daytona 250 race flat-out more than 175 times – in a row.
Team members also devised an additional durability test specific to the Boss 302 engine – one that reflects the unique demands of Boss drivers. The engine was subjected to a regimen simulating 1,500 quarter-mile races typical of events at drag strips across the country.
“Even though the production Boss engine is designed to be very close to a full race engine, it had to achieve the same vehicle durability signoff any other production engine requires,” says Harrison. “Then it went on to get the track durability test signoff too. It’s really an engineering accomplishment that a Boss owner can thrash his car on the track and still expect the same outstanding reliability that the owner of a regular Mustang GT will enjoy.”
We’ve all been watching the Boss 302R race cars in the Continental Challenge and knew that a street version could easily be build using the knowledge and experience gained there. The unplanned slip of the Boss 302 street car details by the announcer on the Speed channel coverage of the Continental Challenge race gave it all away. And it was purely by accident that we caught that slip because this was the one event we hadn’t planned to watch and only caught the last half-hour.
But there were plenty of clues before that. When we saw the first picture of the Boss 302R intake manifold, and realized that it was obviously designed for production, we knew a new street Boss was imminent. Another clue was the puzzling Ford of Australia discussion of multiple versions of the “5.0″ engine that would be considered for the Falcon – only 1 of which was the supercharged version they will design and build. Something was clearly up if you kept your ears open.
And now Ford has made the announcement.
Ford Press Release below:
NEW 2012 MUSTANG BOSS 302 TRACK-TESTED THANKS TO FORD RACING BOSS 302R
- All-new 2012 Mustang Boss 302 benefitted from extensive racing telemetry and real-world experience gained from the Ford Racing Boss 302R
- Racing experience helped Boss team engineer vehicle aerodynamics, oil control, brakes, engine cooling and suspension for durability and peak performance on the street and track
- To ensure repeatable results between race car and street car, many Boss components are identical between competition and production versions
MONTEREY, Calif., Aug. 13, 2010 – It’s no secret that, near the end of 2009, Ford Racing announced the Mustang Boss 302R, a full-race, off-road-only vehicle complete with roll cage, race seats, safety harness, data acquisition, race dampers/springs and Brembo brakes. Since its first start at Daytona, the 302R has been proving itself to Ford engineers and the competition alike, with two pole positions in seven races so far this year.
What racing fans haven’t known is that the Boss 302R has also been serving as a very public test bed for the all-new road-going Mustang Boss 302, a car that, until recently, has been secret even to many people at the company.
“The old adage that ‘racing improves the breed’ held true as we were building the production Boss 302,” explains David Pericak, Mustang chief engineer. “Since the Boss 302R race cars used many of our planned production parts, we had the advantage of six months’ worth of racing telemetry to add to our standard battery of environmental tests pulled from the 2011 Mustang program. The track experience was helpful in identifying improvements we could make on the production Boss – particularly the Laguna Seca model – to provide a competitive race car right off the showroom floor.”
Identical parts, repeatable results
Collaborating with Ford Racing, the Mustang team decided if they were going to use the 302R for full-scale testing, then the race car would need to use planned production components to get valid data. As a result, engineers installed the first Boss 5.0-liter engine that came off the line directly into the 2011 302R development mule for track testing.
“The 302R engines come straight off our production line with the same short block,” explains Mike Harrison, Ford V8 engine program manager. “The forged pistons, stronger connecting rods and all the other refinements were already designed for racing, so it was straightforward to take what we learned on the track and apply it to the production car.”
The results using the initial engine design were encouraging, though the data pointed out potential concerns with both engine cooling and oil control. Specifically, the car needed more of both, so aerodynamic elements in the front of the car were revised to improve airflow efficiency.
Also, under the hood the Boss radiator was redesigned and plumbing changes were implemented to more effectively use the additional airflow the new fascia aero treatment was able to supply – all changes that have been implemented on standard production Boss models and the race-ready Laguna Seca cars.
Using software that plotted oil pressure at specific g loads and at particular parts of the track, engineers isolated the motions causing oil starvation. Based on the track telemetry, baffles were added in specific locations, eliminating the issue without adding any more weight than necessary.
To aid the brakes, an aggressive engine braking algorithm was employed in the powertrain control module (PCM) – the engine braking allows the driver to brake later in turns, reducing wear on the friction brakes. Brake cooling ducts from Ford Racing were found to dramatically improve fade resistance – the ducts became standard on the 302R and the Boss Laguna Seca, and are available over the counter for standard Boss models.
“Racing can serve as a technical proving ground for production cars,” said Jamie Allison, director, Ford Racing. “The 5.0-liter block and architecture in the Mustang Boss 302R is the same as the 2011 Mustang GT, and many of the 302R components and much of the engineering knowledge shared between our teams will soon be available to customers in the 2012 Mustang Boss 302. The tradition and the spirit of Boss, a car born for the track, remain today and you can bet more than a few Ford Racing employees will have a Boss 302 in the garage soon.”
If you are in California at Laguna Seca (more properly known as Mazda Raceway, but forever known to it’s fans as Laguna Seca) this Friday, here’s an event of interest. As shown on their website at the link below: “11:50 – 12:00 Ford world debut of an all-new performance car at the Ford exhibit in Yamaha Marketplace“.
Yes, apparently Leguna Seca will be one site where the 2011 Boss 302 Mustang could be announced.
If you’ve been watching our video on YouTube (and >4500 people have watched it so far), then you know that details of the upcoming 2011 Mustang Boss 302 were inadvertently released on the Speed channel coverage of the 2011 Continental Challenge race in New Jersey: http://www.drivingenthusiast.net/sec-blog/?p=7497
Here’s the video to review again:
IF the details of the car as (inadvertently) announced on Speed are real, and if everything inside the development process at Ford is still on track (no pun intended), then this is the week the announcement should happen. And not by coincidence, there is a Continental Challenge race this coming weekend at the Grand Prix de Trois-Rivieres. Look for a press conference event.
The Boss 302 will apparently have 430 horses – a slight increase over the 2011 Mustang GT. However, as that car is understood to be under-rated by 20-30 HP depending on which dyno you believe, then it follows that the Boss 302 will be also under-rated. One big remaining question is the torque – given the short runners on the intake manifold from the Continental Challenge specs (below), torque could actually decrease. Again, we’ll see.
And then there is the question of price. One reader accurately suggested that the (inadvertently) announced price of $30k is a bad thing – because at essentially the same price as the GT, the car would most likely have very little extra to offer. That reader has a good point.
We’re hoping that the Boss isn’t just a new intake and a couple of retro Boss stripes. It needs at a minimum a suspension to match the expectations of it’s name. We’ll almost certainly still be stuck with ye olde solid axle, despite a modern and lighter independent rear suspension sitting on the shelf. And a modern suspension is very much needed to better equalize the Mustang against it’s newly-energized competition from BMW and Chevrolet. You’ll note that the Mustang isn’t doing as well as it used to do now that it actually has competition on the track.
Stay tuned to DrivingEnthusiast.net for full details if and when they emerge. You’ll note that we have Mustang blog categories – all with RSS feeds:
- DrivingEnthusiast Mustang blog: http://www.drivingenthusiast.net/sec-blog/?cat=848
- DrivingEnthusiast Mustang blog RSS feed: http://www.drivingenthusiast.net/sec-blog/?feed=rss2&cat=848
WOW – as previously reported, Speed channel inadvertently released details of the 2012 Boss 302 Mustang in last weekend’s coverage of the 2010 Continental Challenge race in New Jersey.
It certainly wasn’t Ford’s intent that these details be released – nothing has been officially released, not even the existence of a new Boss 302. The Boss 302 was hinted at by Ford in a recent presentation, but not announced. It could still disappear off the face of the Earth…
Here’s a video of the part of the coverage where the slip occured. The announcers are discussing various racecars as they go around the track and the subject of the Boss came up. Listen carefully – it’s very clear. You decide – but we don’t think this sounds like speculation. It does sound like the announcer has been briefed.
Now that we know some details, including the likely HP rating of 430 (probably 20 less than actual, as in the base Coyote). And that Multimatic will manufacture some parts – and that’s where it gets interesting. Unique parts for the Boss 302 include the intake manifold as shown below. Even given that this is a limited production run, does Multimatic have the facilities to manufacture this? And is it fair for them to do so when they are also a competitor in the series?
In any case, assuming all the slipped details are accurate, there isn’t anything to do but wait for the official announcement. Hopefully Ford will provide all the technical details we require, right down to exactly what parts make the new Boss unique. Note to Ford: enthusiasts want all the details, including high-res images of the unique parts and an engine dyno chart (use the great work you did when the 2000 Cobra-R was announced for an example and don’t forget the little details like bushing differences).
At a $30k price tag – assuming this is also true, we shouldn’t expect much outside engine and suspension changes. At that price, there certainly won’t be any leather or nav and it’s even possible that aircon could be an option. One thing we absolutely won’t get are the extra-wide fenders and body parts shown in the original GT-R concept (click on the link for a high-res image). Too bad, because that car was wearing 305s in back! Nor, unfortunately, will we see an IRS - which is exactly what would help the Boss better compete in the Continental Challenge against the very strong M3s and the up-and-coming Camaros. Ford has it easy in prior years with the only viable car in the class – it’s not so easy this year now with aggressive and modern competition.
The original Boss 302 was a stripped-down minimal-option car. This goes against the sales trend that has developed in 2010, where consumers are buying loaded cars. Look at the take-rate for the Mustang GT Brembo option – Ford has said they can’t keep up. Perhaps Ford will release the Boss with all the options available…? Which is just as well, because 99.9% of these cars will never make it onto a roadrace event, other than parade laps and similar posing. As to long-term collecting, assuming that a modern Mustang could indeed end up collectible, fully optioned cars and rare colors will be the preference. Take note of that when ordering and you might just have a great investment on your hands.
Stay tuned to DrivingEnthusiast.net for full detials if and when they emerge. You’ll note that we have blog categories – all with RSS feeds:
- DrivingEnthusiast Mustang blog: http://www.drivingenthusiast.net/sec-blog/?cat=848
- DrivingEnthusiast Mustang blog RSS feed: http://www.drivingenthusiast.net/sec-blog/?feed=rss2&cat=848
—> UPDATE: be sure to see the actual video where the “announcement” was made: http://www.drivingenthusiast.net/sec-blog/?p=7497
Interesting claim 1/2 hour ago today by an announcer during the Speed television channel coverage of the Grand-Am Continental Tire Sports Car Challenge Race at New Jersey Motorsports Park.
According to him, Ford will launch the street version of the Boss 302r racecar in August this year, with 430 HP and “some” parts manufactured by Multimatic. ”Certain” things learned on the track will be on the car. And the price is $30,000.
Was this his own speculation, or is the secret out? That’s the big question!
430 HP seems plausible, given the all-new intake (below, in the race car). As we discussed in our earlier coverage of this intake, this is obviously a production piece and it has clearance for the strut tower brace built in. Note that this type of intake will refocus the engine more towards HP than torque… the torque rating of this engine may actually go down a bit. All speculation until we see the specs (no pun intended).
The Mustangs powered by the new “Coyote” 5 liter aren’t doing so well in Grand-Am racing… they’ve only been available to the race teams for a few months and undoubtedly they need more tuning time with them to get them up to “speed”. Nor is the Mustang itself doing so well – BMW and Chevy are finally fully present and accounted for and Ford is probably wishing for the good old days when they were the only competitor in their class.
But 30k, for one of the most famous Mustang nameplates of all time? That price is very hard to see, even if the car is absolutely stripped of air, stereo, power seats, etc. Then the market for it would fall – as we know, the market prefers loaded Mustangs. As an example, look at the sell rate of the Brembo package – even though almost none of it’s buyers need it, they do indeed want it and Ford is having problems keeping up.
If you haven’t seen a real Boss 302 before, here’s an authentic one from 1969 (minus the correct air cleaner and maybe a few misc details). The original Boss 302 Mustangs are ultra-collectible… but there is no guarantee that the new one will also be since it will be mass produced in far higher numbers. 99.9% of them will never see a roadrace track – so it will be interesting to see if Ford really focuses on the suspension rather than just street-cred.
See the Ford Mustang tag, and the Mustang category for everything we have to date on the Coyote, the 2011 Mustang, and the Boss302R. We’ll continue to follow this story very closely – and stay tuned for the big day on August 13th (if it’s still on)…!
Courtesy of TheMustangNews.com comes this picture of the intake manifold used by Ford for it’s new Boss 302R race engine. The site reports the engine makes in the neighborhood of 450 horsepower – and if you’ve been watching the race series it certainly shows on track where passing has “not been a problem”.
Now compare and contrast to the R50 race engine, based on the Cammer 5 liter engine. This engine was created solely for the race series, and while it was supposedly available for purchase “by the rest of us”, the price was prohibitive. Controversially, the only reason the Mustang has been able to run in the race series at all is because Ford managed to get an exemption to the intent and rules of the series so that this non-production engine could be used. Then, and only then, has Ford been able to do very well in the series. Is this fair? Of course not, but money and publicity speaks.
The differences in design for breathing of the two engines are obvious here, with the 302R engine focusing on all-out top-end breathing and the R50 focusing more on mid-range with long cross-runners.
Speculation on a limited edition street model of the Boss 302R is rampant in the press, but there is certainly no guarantee that the race intake system could be used on the street car or that any power increase will be part of the product at all. Now look closely the first picture above - it is interesting that the 302R manifold has an indentation in the middle where the production strut tower brace would cross over. You’ll also note that the production fuel rails are used, the production sensors, and the production throttle body and intake tube and air cleaner. Hmmmm……
At a minimum it’s possible that the “Boss 302″ will be nothing more than a dressed up oroption-delete-down Mustang GT with the Track Pack parts and some tape stripes. In any case, dealer mark-up will certainly make obtaining one very difficult and most of them will end up as long-term collectibles anyway.
Follow the Grand-AM Continental Tire Sports Car Challenge here: http://www.grand-am.com/schedule/index.cfm?series=k&cat_id=91 . The Speed network is broadcasting most of the series (amazing, since it clearly isn’t lowbrow NASCAR).
Failing to deliver a street Boss 302, Ford updates it’s Grand Am homologation product.
Good to see Ford finally going racing with the same engine as in the production car – MAYBE. Unlike the rest of the Grand Am competitors, Ford snuck a non-production engine thru the rules. Of course, there is still the question of which 5 liter engine will actually be delivered in this car: the old Modular race engine that had been snuck thru the rules, or the new Coyote engine. The press release doesn’t say and Ford doesn’t offer any pictures to tell us. Hmmm… something is wrong here…
Ford Press Release follows:
FORD RACING UNVEILS THE NEXT GENERATION OF RACING MUSTANG IN THE NEW BOSS 302R
DEARBORN, Mich., Dec. 28, 2009 – Forty years after its namesake became a road racing legend, the BOSS is back on track for 2010 with a new 5.0-liter V-8 engine.
In honor of the 40th anniversary of Parnelli Jones’ 1970 Trans-Am championship in a Mustang BOSS 302 prepared by Bud Moore Engineering, Ford Racing is introducing the BOSS 302R, a factory-built race car ready for track days and road racing in a number of Grand-Am, SCCA and NASA classes.
“To keep pace with consumer demand, the Ford team has built modern versions of the most iconic performance Mustangs over the years,” said Jamie Allison, director, Ford North America Motorsports. “From Shelbys to Bullitt, Mach and Cobra Jet, it is now time for BOSS to join the list of America’s most coveted Mustangs. The original BOSS 302 was a championship-winning legend and the new Mustang BOSS 302R will carry on the tradition. The Mustang was born to race from the start, and this new Mustang is bred to win.”
The Mustang BOSS 302R is a serialized off-road-only vehicle ready to race. Each base model will come with a 5.0-liter four-valve engine and a six-speed manual transmission with a roll cage, race seats, safety harness, data acquisition and race dampers/springs, and a Brembo brake and tire package, starting at an MSRP of $79,000.
And, with a special Grand-Am Homologation Package (M-FR500-BOSS R1), it will also be ready to compete in the Grand-Am Continental Tire Sports Car Challenge series (formerly known as KONI Challenge), starting with the season-opening race in Daytona on Jan. 29, 2010. As of today, five BOSS 302R race cars will be delivered to customers ready to race in Daytona. MSRP of the BOSS 302R1 is $129,000.
The Grand-Am Continental Tire Sports Car Challenge-ready Mustang BOSS 302R will feature a sealed high-output race engine with an upgraded cooling system, a close-ratio six-speed transmission with integral shifter, a seam-welded body, race suspension/KONI dampers and ABS brake tuning, race performance exhaust and a high-speed balance one-piece driveshaft.
The BOSS 302R follows in the very successful footsteps of its most recent road racing predecessor – the Mustang FR500C from Ford Racing. In 2005, when the Mustang FR500C debuted at Daytona, the first car was delivered on Wednesday of that week and won the KONI Challenge race on Friday.
In five years of competition since then, the Mustang FR500C has won three Triple Crown championships of driver, team and manufacturer’s titles in KONI competition including back-to-back (2008 and 2009). The FR500C has also seen success in FIA GT4 competition winning the 2007 and 2008 driver’s championships.
“We expect the BOSS 302R to continue the successful tradition of winning with factory-built production-based race cars from Ford Racing,” said Allison. “The FR500C and FR500S road racing Mustangs, and the Mustang FR500CJ (Cobra Jet) for drag racing have proven to be great cars for our customers, helping teams win races and championships. We believe that the BOSS 302R will provide that same sort of competitive product for our customers with the tradition you can only get from Ford Racing.”
Each Ford Racing factory-built production-based turnkey race car has won its competition debut.
“Racing has long served as a technical proving grounds for production engines,” said Allison. “What’s good enough for the streets is now good enough for the racetrack. The 5.0-liter block and architecture in the Mustang BOSS 302R is the same as the 2011 Mustang GT.”
“We have a great team on the BOSS 302R project,” said Andy Slankard, Ford Racing engineering supervisor and the lead engineer on the BOSS 302R project. “Between our partners at AutoAlliance International, where the Mustang is built, Team Mustang, Multimatic and the entire Ford Racing team, we have once again proven to be a leader in turnkey production-based race cars.”
Available through Ford dealers, a total of 50 BOSS 302R Mustangs will be built by Ford Racing. Delivery is anticipated in the third quarter of 2010.
For more information on Ford Racing Performance Parts, please visit http://www.fordracingparts.com/