Inside Line Dyno Tests The 2012 Ford Mustang Boss 302

beefy...

basically it's an extension of where the GT's engine left off, without really sacrificing any significance before the 4500 rpm when compared it to the GT.

Nice. I guess they are cool to say they beat the M3, but M3 is from 3 years ago.

church123

i agree it does look like it would keep pulling to 8k or more but i think they are limited by mechanical parts like crankshafts and so forth

pulling that hard would require more durable/more expensive components creating more cost for the consumer which they don't want because its an american "race" car

and did you not try this with the track key isn't that supposed to add some power or does it just modify what is already there?

Chirsch3, two things :

1) The press cars they drove were equipped with TracKeys. Most of the reviews mentioned it.
2) The TracKey shouldn't generate any more horsepower, it changes parameters with throttle responsiveness and makes the idle lumpy. I believe this is laid on top of Ford's other smart key benefits (Valet modes, Speed limiting modes, etc)

Actual the Motor is safe to 8500 Rpm it just the accessories that cannot handle it. Ford built it to Race with special Crank, Pistons, Rods, Valves, and Cams built to turn rpm. They even raced the same Engine setup in the Factory racecars with no problems all season.

Damn. Didn't believe the Edmunds assertion that this thing would run 115 mph trap but with that power curve it seems likely. This thing seems like more fun than a base Corvette and probably just as fast. I could still do without the LS package though. As much as I love the M3, I don't really see it's purpose with this car available for so much less cash.

$10,000 for 36 more hp?

I'll pass.

"In fact, the fuel cut appears to be about 7,700 rpm -- an astonishing speed for a V8 this size."

uh, the E92 bmw M3 is only 1 liter smaller and it redlines at 8400 rpm

this engine should be in every car.

Josh,
Can you tell me if the numbers for both plots are corrected (I believe there is an SAE standard on this) to account for differences in ambient conditions. Were both runs on the same dyno?

Thanks!

Josh,
Can you tell me if the numbers for both plots are corrected (I believe there is an SAE standard on this) to account for differences in ambient conditions. Were both runs on the same dyno?

Thanks!

Already the sniff sniffing and pooh poohing of this engine by the GM and BMW fanbois starts. Why not just agree that it is an amazing piece of work for ANY brand of car? Ford engines are the = of ANY from the US, Europe and Japan and evidently that makes some people very worried and/or mad and I am not sure why. From the Eco-Boost models to the Boss units to even the new ones in the Focus and Fiesta Ford is making power and economy the equal or better to any units.

"$10,000 for 36 more hp?

I'll pass."

It's not just a power bump. The Boss also gets the Brembo brake upgrade and an interior similar to the premium model. If you added those things a normal GT, you'd be looking at a price tag around $36k so an additional $4k for adjustable suspension and 36hp is a pretty solid deal.

""$10,000 for 36 more hp?

I'll pass.""

A good example of the Pooh Poohing I was talking about.....distort either out of malice or ignorance what the BOSS package is all about and try to make it sound like it is just a tape and cold air induction package instead of a high performance semi track rat it is.

"$10,000 for 36 more hp?

I'll pass."

I hope all Chevy boys aren't this dense. There's much more to this car than its motor, and compared to a fully loaded + track ready GT the difference is more like 3-5K

PC123456, only an extra liter? I don't know how Ford gets the extra displacement vs the M3, bore, stroke or a combo, and I'm a banker, not a physicist. But I do know that at rpm's like that, a longer stroke and/or larger (and thus likely heavier) piston would result in a substantial increase in the forces exerted on the con rods and the crank so an extra 125cc's of displacement per cylinder would have a major impact on the maximum engine revs.

I imagine that if Ford were willing to start the Boss at $59k like the BMW they might have spent the extra $$ to build the engine to support an 8k+ redline.

Me, I'll take the Ford's FAR superior torque curve over the BMW's pointlessly high redline all day, and save $10k while doing so.

Although I would also leave the racer-pimp paint job and red wheels too.

What struck me most is how smooth the curves are for the 302 compared to the standard 5.0 - a huge improvement. Nice.

@ bodyblue,
Just because someone doesn't see the value in the BOSS package doesn't mean they are "pooh poohing" the car. If you are not going to the track consistently, I also question the value, just as I'd question the value of a Z06 vs base corvette for the same type of use.

I do agree this is a great powerplant though, regardless of the name on the hood. But, I am not going to say it is any more amazing than a number of other modern high performance engines. Except maybe the cost of admission.

Can someone tell me what purpose the GT500 has at this point? Big engines with crazy horsepower just won't due on the streets or track, and that's why I preferred mid sized sports sedans like 335 and G 35 as my daily driver. But the new GT and this GT on steroids, called the Boss, is just phenomenal bargains. A black GT will be in my garage by December if god continues to bless me.

But again, why would anyone buy the heavy GT500 with something like this on the market?

Wow. Those are some beastly numbers right there. And the curves are smooth as butter. No doubt this thing is underrated.

I'd love to see a shootout w/ this and the GT500.

This car is rightious! Ford please drop the live rear axle, because then this car would be a real US M3 fighter.

Yes minus the luxary, but Ford makes the better engine and transmission..

IMO there is no comaring the Boss to an M3. Sure it makes nearly the same HP but its way down on torque; 355 lb-ft vs. 295 lb-ft.

and for $10K you really are getting much more than 10hp; to me this a great value.

compressor says,

"I do agree this is a great powerplant though, regardless of the name on the hood. But, I am not going to say it is any more amazing than a number of other modern high performance engines. Except maybe the cost of admission."

The "cost of admission" is the most important factor here. You got to pay to play and I can do a whole lot of playing for the price of the GT and the Boss trims

compressor says,

"I do agree this is a great powerplant though, regardless of the name on the hood. But, I am not going to say it is any more amazing than a number of other modern high performance engines. Except maybe the cost of admission."

The "cost of admission" is the most important factor here. You got to pay to play and I can do a whole lot of playing for the price of the GT and the Boss trims

Both runs are on the same dyno using SAE correction.

Josh

I prefer RWD cars under 180" long and under 3500 lbs or so. Three pedals, of course. That said, if I was in the market for a new coupe I'd definitively consider the Mustang GT with the Brembo Package.

It might be interesting to compare and contrast to the Z06 dyno test: http://blogs.insideline.com/roadtests/2010/04/2002-chevrolet-corvette-z06-dyno-tested.html

Given the weight differences, these cars are probably even money in a drag race. How about track performance with the same tires? Might also be interesting. You might say this really underscores how good the Mustang is, but to me, it underscores how good a value the C5 Z06 is, at less than half the price. But that's comparing new to used, which no one HERE would ever do, right?

So was this car tested in 5th gear on the dyno? (1:1 ratio)

"but to me, it underscores how good a value the C5 Z06 is, at less than half the price. But that's comparing new to used, which no one HERE would ever do, right?"

Why would we do that when this thread is about the BOSS dyno numbers? There is a Z06 thread somewhere..why not ask the queston there?

Looks to me like both the torque and power curves of this engine are virtually identical up to about 4500 rpm. Likely there would be no difference noticeable in "daily driving" between the Boss 302 and the 5.0 unless maxing out the rpm at each shift (track conditions or entering seriously illegal speeds).
For my money the 5.0 is right on the mark.

"uh, the E92 bmw M3 is only 1 liter smaller and it redlines at 8400 rpm"

uh - a litre is a pretty big difference in an engine. I am always fascinated at those who can quote engine/model numbers (i.e. E92) but then seem to stumble when confronted addressing the actual understanding of an engine's mechanical-ness. I could be way off, but this steams of arm-chair/fanbois wrenching, rather than a gearhead who has held their car's piston in their hand (and successfully put it back together).

As for the Boss, that's a helluva dyno graph, would love some seat-time to see how the live-rear axel puts it down.

IMHO,
Kevin

@jacton

Those numbers for the Boss 302 are at the wheels, not the crank. So that 355 lb-ft is actually more like 418 lb-ft accounting for 15% drivetrain loss (355 / 0.85 = 417.6). The SAE corrections are for ambient conditions, I do believe, not parasitic loss from the transmission, etc.

Wow! That is, simply, a beautiful dyno curve....or rather plateau. Having had a hand in building streetable "race" motors what Ford has done is impressive: and this comes with emissions cert and a full warranty. I bet is is sweet out of the box.....but think what a lightened flywheel and full balancing would do......

I've never pretended to be a big Ford fan, but this car is an absolute home run. If I had the disposable income I would buy one. Right. Now.

And, for the record, I have a six-speed Challenger and a Charger R/T in the garage. No bias, just appreciation for an incredible car.

To all the Geniuses that don't know what's in a BOSS Mustang, Read Carefully
http://www.auto-power-girl.com/cars-2012/ford-specifications/mustang_boss_302-4301

pc123456 says:

"uh, the E92 bmw M3 is only 1 liter smaller and it redlines at 8400 rpm"

Actually that 1 liter difference is quite substantial, it represents a 20% difference in displacement size.

I guess I should clarify my percentage statement, the M3's engine is 20% smaller than the 5.0, or inversely the 5.0 is 25% larger than the M3.

I test drove a 11' Gt and it was a great car, fast and very fun, but the one I specked out was the premium w/ the brembo's and the 373 rear end, it was 39k retail. If you find a Boss 302 for less than say 50k, I will buy you lunch. It is a great car sure but I don't see the added benefit from the normal GT unless you are tracking the car. 10 grand goes a long way in upgrades for these cars.

find one for less than 50k? Even the Laguna Seca model is less than 50k. Here is a link to the pricing for your review...keep the lunch.

http://bossmustangsonline.com/boss-302-general-forum/pricing-and-order-guide/

I believe dmpete is implying that due to dealer markup it'll be next to impossible to get a Boss 302 for less than 50k.

this is the engine Ford needed 10yrs ago!!!

I also hope that SVT will offer the engine upgrades for the GT. Go Blue!

Quote from a previous poster, "i agree it does look like it would keep pulling to 8k or more but i think they are limited by mechanical parts like crankshafts and so forth

pulling that hard would require more durable/more expensive components creating more cost for the consumer which they don't want because its an american "race" car" - end quote

The factory Coyote crank is forged and fully counter-weighted.
Additionally, the Boss utilizes forged rods, pistons and a lightened valve-train.

According the Boss senior engineer Mike Harrison, the Boss has been verified reliable up to 8400 rpm. This is a modern 4V engine with race quality parts, being "American" in no way means it is relegated to low-rpm duty.

444 HP? Looks more like 490. Good job Ford, you built a truly world class engine!

My ZR1 isn't scared of this thing. Bring it on baby.

Vettes Rule!

My ZR1 isn't scared of this thing. Bring it on baby.

Vettes Rule!

Well, this is a great package! However, I've been reading IL for a long time and their dyno numbers are always optimistic. Either one of three things is happening: all manufacturers are now underrating thier drivelines by 5% or more (even when Certified SAE J2723), everyone elses dyno numbers are way off, or IL's dyno shop has a happy dyno. The latter seems most plausible. Has anyone else notice this? Also, a dyno test of the 5.0 GT by their shop (back about a year ago) indicated peak horsepower to be 395. I haven't seen them flaunt that number in a long time. 380 horsepower, however, is still higher than what other shops indicate, and there have been a lot of dyno tests conducted - most indicating 360-370 horsepower on a DynoJet 248 dyno.

http://en.wikipedia.org/wiki/Horsepower#SAE_certified_power

That's some serious beans. Impressive.