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IL Track Tested: Mustang GT vs. Boss 302

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Old 12/7/11 | 07:59 AM
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IL Track Tested: Mustang GT vs. Boss 302

Sibling rivavlry is a great thing. Peyton vs Eli. Venus vs Serena. Klitschko vs Klitschko (fingers crossed). Pitting siblings against one another shows where similar genes have taken different paths, where each has focused their attention and, most importantly, which one has the drive to really take the win.
There are two siblings on the Ford family tree so closely related that there's no appreciable difference to the casual observer. We are, of course, talking about the Ford Mustang Boss 302 and the Ford Mustang GT. Most people wouldn't notice the Boss's subtle ride height difference or the aggressive front splitter, and there's no way that they'll notice that this car has an additional 32 horsepower more than the stock 412-hp Ford Mustang GT 5.0.
We've run them both through our track testing procedures, and now it's time to see which Mustang mom will love more.
2012 Ford Mustang Boss 302 2011 Ford Mustang GT 5.0
0-30 (sec.): 2.2 2.2
0-45 (sec.): 3.6 3.5
0-60 (sec.): 4.8 5.0
0-60 with 1-ft Rollout (sec.): 4.5 4.8
0-75 (sec.): 6.7 6.8
1/4-mile (sec @ mph): 12.9 @ 112.8 13.1 @ 109.5

30-0 (ft): 27 27
60-0 (ft): 108 109
Skid pad lateral accel (g): 0.94 0.92

Slalom 68.3 69




Vehicle: 2012 Ford Mustang Boss 302
Odometer: 6,941
Date: 11-22-2011
Driver: Mike Monticello
Price: $40,310 (base)

Specifications:
Drive Type: Front engine, rear-wheel drive
Transmission Type: Six-speed manual
Engine Type: naturally aspirated V8
Displacement (cc/cu-in): 4,951/302
Redline (rpm): 7,500
Horsepower (hp @ rpm): 444 @ 7,400 rpm
Torque (lb-ft @ rpm): 380 @ 4,500
Brake Type (front): 14.0-inch ventilated discs with 4-piston fixed calipers
Brake Type (rear): 11.8-inch ventilated discs with single-piston sliding calipers
Suspension Type(front): Independent MacPherson strut, manually adjustable dampers, stabilizer bar
Suspension Type (rear): Solid axle, Panhard bar, stabilizer bar, manually adjustable dampers
Tire Size (front): 255/40ZR19
Tire Size (rear): 285/35ZR19
Tire Brand: Pirelli
Tire Model: P Zero
Tire Type: Assymetrical summer performance
As tested Curb Weight (lb): 3,630

Test Results:
Acceleration
0-30 (sec): 2.2 (2.2 w/TC on)
0-45 (sec): 3.6 (3.6 w/TC on)
0-60 (sec): 4.8 (5.0 w/TC on)
0-60 with 1-ft Rollout (sec): 4.5 (4.6 w/TC on)
0-75 (sec): 6.7 (6.9 w/TC on)
1/4-Mile (sec @ mph): 12.9 @ 112.8 (12.9 @ 112.3 w/TC on)
Braking:
30-0 (ft): 27
60-0 (ft): 108
Handling
Slalom (mph): 68.3 ( 65.7 w/TC on)
Skid Pad Lateral acceleration (g): 0.94 ( 0.94 w/ TC on)
Db @ Idle: 51.7
Db @ Full Throttle: 85.0
Db @ 70 mph Cruise: 68.9

Acceleration: Tough to launch. Axle hop is the biggest problem, although it's easy to get wheelspin, too. Usually, you're dealing with both. Launching between 2,000 and 2,500 rpm worked best, keeping from full throttle until the car is a little bit off the line and has traction. Gearbox needs a firm yet gentle hand. I found 5th instead of 3rd once. Slippery shifter ****. But **** does the Boss sound good. Love those side pipes.
Braking: Fairly firm pedal, although was expecting a bit better feel. Good short travel, though. The Boss stops with a minimum of fuss and noise from the tires, little nosedive. First stop was 110 feet. Shortest was 5th at 108. Longest was 4th at 112 feet.
Handling:
Skid pad: Easy to find and keep the limits during steady-state cornering. None of the nervousness as experienced in the slalom.
Slalom: Noticeably less confident than the Boss 302 Laguna Seca car we tested previously. Feels anxious and never truly stuck. Rapid turn-in is hard to adjust to.



Vehicle: 2011 Ford Mustang GT
Odometer: 1,451
Date: 1/5/2011
Driver: Chris Walton
Price: $38,780 as equipped ($32,845 base)

Specifications:
Drive Type: Front engine, rear-wheel drive
Transmission Type: Six-speed manual
Engine Type: Naturally aspirated V8
Displacement (cc/cu-in): 4,951/302
Redline (rpm): 7,000
Horsepower (hp @ rpm): 412 @ 6,500
Torque (lb-ft @ rpm): 390 @ 4,250
Brake Type (front): 14-inch ventilated disc with four-piston Brembo fixed calipers
Brake Type (rear): 11.8-inch ventilated disc with single-piston sliding calipers
Steering System: Electronic speed-proportional power steering
Suspension Type (front): MacPherson strut
Suspension Type (rear): Solid live axle
Tire Size (front): 255/40ZR19
Tire Size (rear): 255/40ZR19
Tire Brand: Pirelli
Tire Model: P Zero
Tire Type: Asymmetrical summer performance
Wheel size:19-by-9.0 inches
Wheel material (front/rear): Alloy
As tested Curb Weight (lb): 3,629

Test Results:

Acceleration
0-30 (sec): 2.2 (2.3 w/TC on)
0-45 (sec): 3.5 (3.6 w/TC on)
0-60 (sec): 5.0 (5.2 w/TC on)
0-75 (sec): 6.8 (6.9 w/TC on)
1/4-Mile (sec @ mph): 13.1 @ 109.5 (13.2 @ 109.2 w/TC on)
0-60 with 1-ft Rollout (sec): 4.8 (4.9 w/TC on)
Braking
30-0 (ft): 27
60-0 (ft): 109
Handling
Slalom (mph): 69.0 (67 w/TC on)
Skid Pad Lateral acceleration (g): 0.92 (0.91 w/TC on)

Db @ Idle: 48.8
Db @ Full Throttle: 83.6
Db @ 70 mph Cruise: 69.8
Comments
Acceleration: As we've noted before, this car runs consistent 5.1-second 0-60 times, but getting under 5.0 requires an optimal launch with virtually no spin (or bog). Hard to "hear" if the tires are spinning or gripping -- they just sort of haze. Shifter felt a little tight/binding but never missed a gate. These are very short gears and I had to go to 5th for the quarter-mile. (2-3 shift @ 59.5!)
Braking: Little/moderate dive, moderate pedal effort and idle stroke, but straight, short and highly fade-resistant.
Handling:
Skid pad: Balance seems to shift around quite a bit with ESC off so there is some (not much) steering input required to maintain consistent arc. Mild understeer at limit with so-so steering feel/info. With ESC on, very subtle brake corrections and high threshold for intrusion.
Slalom: Still amazes me how much better the 2011 is compared to the 2010 here: Crisp, trustworthy turn-in, takes a set very well and as long as throttle input is minute and smooth, there's some lift throttle rotation available. Too much throttle-out and the rear end gets very loose. Steering is precise and weighted just right for quick "dabs of oppo" -- especially at the exit. Well done.


Link: http://blogs.insideline.com/straight...ustang-gt.html
Old 12/7/11 | 08:35 AM
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Nice

Good morning read
Old 12/7/11 | 09:14 AM
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I think they need better test drivers, aren't the Boss and even the GT better performers than that?? I thought the Boss was a 0-60 in 4.0-4.1 and the GT 4.4??
Old 12/7/11 | 11:07 AM
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From: CT
Originally Posted by unnoticedtrails
I think they need better test drivers, aren't the Boss and even the GT better performers than that?? I thought the Boss was a 0-60 in 4.0-4.1 and the GT 4.4??
You're right that other publications have achieved the numbers you mentioned but if the pavement was a little colder or the air a little hotter...or at a different altitude) these differences are believable.

I'm grateful that they mentioned the wheel hop...this makes the car incredibly difficult to launch.

Last edited by MRGTX; 12/7/11 at 11:08 AM.
Old 12/7/11 | 01:52 PM
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Originally Posted by MRGTX
You're right that other publications have achieved the numbers you mentioned but if the pavement was a little colder or the air a little hotter...or at a different altitude) these differences are believable.

I'm grateful that they mentioned the wheel hop...this makes the car incredibly difficult to launch.
Yah never discount the effect of temperatures, as well as the fact that these press cars may have a lot of miles on them and may not be quite up to their original numbers.
Old 12/7/11 | 02:18 PM
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Originally Posted by unnoticedtrails
I think they need better test drivers, aren't the Boss and even the GT better performers than that?? I thought the Boss was a 0-60 in 4.0-4.1 and the GT 4.4??
I think these drivers are perfect!! real world drivers. Most magazine #'s are professional drivers with multiple attempts at achieving awesome #'s. I would imagine these #'s are spot on for us regular guys. I have yet to see a stock 5.0 get in the 12's.. most hit 13-13.4 at the track. I think we could all achieve better #'s if we had the track to ourselves and could just dial in our techniques. They probably get 10+ runs in. I would need 5 trips to the track to get 10 runs in. you would also have to pick up right where you left of on your last time out. I think these guys did a good job representing the average person!! of course this is all my opinion and I really don't know poop!! hahhaaha
Old 12/7/11 | 03:02 PM
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Finally a test comparison without the R compound tires. I think the GT did great. Now Slap some 285's on the GT from the factory Ford.

IL should have tested a base stang with just the 3.73 and brembo pack. lol Who needs all that leather?

Last edited by Mikes5.0; 12/7/11 at 03:07 PM.
Old 12/7/11 | 08:56 PM
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This was very close...But its hardly a 2K price difference in reality. More like 10K difference. With the increased HP coming in 2013 and the new performance upgrades the GT will be irresistible.
Old 12/8/11 | 10:15 AM
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From: ATL
Originally Posted by cocojoe53
This was very close...But its hardly a 2K price difference in reality. More like 10K difference. With the increased HP coming in 2013 and the new performance upgrades the GT will be irresistible.
Has Ford announced if the Boss will be getting a HP bump?
Old 12/8/11 | 10:22 AM
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From: Washington, DC
Originally Posted by Mikes5.0
Has Ford announced if the Boss will be getting a HP bump?
My understanding is "no" - hp will remain the same.
Old 12/8/11 | 11:46 AM
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Kind of puts the performance into perspective. But is there a silver lining? We can paper fight all day but with the mods done to the Boss 5.0, does the engine output feel better? Have more character? Better power delivery? These questions matter. Boss owners chime in!
Old 12/8/11 | 02:58 PM
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Originally Posted by cocojoe53
This was very close...But its hardly a 2K price difference in reality. More like 10K difference. With the increased HP coming in 2013 and the new performance upgrades the GT will be irresistible.
This.
Old 12/8/11 | 03:20 PM
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Love it. For all those that dissed Ford daring to report some 'driver error' with the new trans.


Gearbox needs a firm yet gentle hand. I found 5th instead of 3rd once.
Old 12/8/11 | 06:44 PM
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From: CT
Originally Posted by cdynaco
Love it. For all those that dissed Ford daring to report some 'driver error' with the new trans.
I liked the old/truckish "Hecho en Mexico" Tremec 5spd just fine...but come on! The MT-82 transmission is one of the keys to the new/improved Mustang package. The transmission works. The MT-82 isn't perfect but it shifts just fine in my 10,000 miles of experience and I wouldn't trade it for the old 5spd.

Last edited by MRGTX; 12/8/11 at 08:23 PM.
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