Upgrades include forged con rods, forged pistons, race main bearings and rod bearings, larger sodium filled exhaust valves, high lift cam, CNC polished heads, exhaust headers and race inspired clutch. Larger radiator and revised plumbing for cooling.
Revised baffles in oil pan. Oil cooler. Under body transmission cooler scoop. Finned aluminum differential for cooling. The Boss revs to rpm. The Boss could be purchased with "Track Key" an industry first that changed the engine parameters to that of the Boss R for track use also resulting in a noticeable muscle car lopy idle. Cold air intake. The Boss came with 5 way adjustable dampers front and rear with higher rate coil springs lowering front and rear of car 11 mm front and 1 mm rear.
Laguna Seca comes with slightly softer front springs and stiffer rear springs and stiffer dampers. The Boss came with 4 pot Brembo calipers and 14" vented rotors front and Tuned electronic steering with 3 settings. Low expansion brake lines. Optional Torsen differential with 3. Laguna Seca came standard with Torsen differential and Recaros. Laguna Seca came with a 26mm rear sway bar.
Quad Exhaust with removable baffle disc for the side exhaust. LS had rear seat delete and X brace for added chassis stiffness. Strut tower brace. Laguna Seca's also received distinctive Laguna Seca wheels over standard "wagon wheel" design. Optional Recaro bucket seats. Distinctive black "Q ball" shift knob. Alcantara covered steering wheel. Boss only color schemes Unique front fascia with blocked off fog lamp opennings Historically accurate livery striping after the and Boss Ford produced a 3 part video on the development of Boss.
Feel free to correct add or delete if I got anything wrong. Last edited: Jul 8, Inaccurate 8. Inaccurate Not all Boss s came with Torsen. Not all Boss s came with Recaro seats. Otherwise pretty much sums most of it up. The Cover and floor mats were an option. And no Torsen. I owed a and it happened to have absolutely no options.
Last edited: Jul 6, All Bosses came with the free option A blast to drive!!! Click to expand Thor said:. I will revise. Level Years Illinois. Don't jump into changes just yet. Mats and cover came together in the US separately in Canada. Possible standard on LS.
The LS came with the front splitter in a box. Not sure about brake ducting. That may have been a parts counter item. In the Boss replaced both the Boss and Boss from the previous two years as the performance mustang in It took until to see the Boss name again on a model and boy was it worth the wait. While the initial Boss cars were all about the engine, the Boss cars showed that Ford knew how to build an amazing all around performer with the best handling ever seen on a Ford.
It was a a mid-engine configuration done on the cheap, using as many off-the-shelf components as possible. Ford's Boss Mustang debuted in March of The Boss was only available in the SportsRoof model with the horsepower, engine.
The heart of the Boss Mustang was a specially equipped cid engine that featured specially designed heads with canted valves and high-turbulence, wedge shaped combustion chambers. The exterior of the Mustang Boss featured a front spoiler and flared fenders to accommodate the standard F60 tires which were mounted on 15" Magnum wheels in and standard 15" steel wheels with flat hubcaps in The Boss Mustang debuted in January of The Mustang SportsRoof model was chosen to house this brutal engine.
The Boss engine was rated at over horsepower. It featured aluminum heads, huge free-flowing intake and exhaust ports, a crescent shaped combustion chamber, and large over-sized valves. The standard CFM Holley carburetor was mounted on a high rise intake manifold. To allow for the extended width of this new engine, the factory shock towers had to be moved out one inch on each side. The exterior of the Boss Mustang featured a massive, manually operated, ram air hood scoop. The Boss Mustang was the last of the true muscle cars of the era.
It replaced both the Boss and Boss from the previous two years as the performance mustang in The Boss Cleveland engine stocked horsepower and featured a four-bolt man block, large port cylinder heads and valves, a solid lifter camshaft, an The word behemoth comes to mind when looking at the engine bay of a Boss An extra couple of inches of width were found by chopping out the shock towers; the engine was moved up and forward an inch to fit. To handle the stresses of racing, the Boss was built to be bullet proof.
The forged pistons squeezed out Pretty serious stuff. The S-code also came with a fairly mild hydraulic cam with just over thou lift, even though the stock pistons were fly-cut to handle at least thou.
With only cfm of Holley to breathe through — the smallest carb offered on any Boss Mustang — the street version of the Boss performed nowhere near its full potential. The remainder of the cars built mostly had T-code engines, which featured lighter conrods and a more aggressive solid cam. Magazines of the day clocked low second passes at just over mph.
With a few tweaks low 12s were quite achievable, but remember, these cars had to be warrantied across all 50 states, from Alaska to Texas.
That honour — and the championship — went to a Torino Talladega. It also sent Chrysler back to the drawing board and they developed the Dodge Charger Daytona and Plymouth Superbird, proof that racing really does improve the breed.
WHILE the Boss was built to go in a straight line and through the odd left-hand bend, the Boss was designed to turn both left and right, to stop and go and ultimately snatch back the Trans Am championship from Chevrolet. The order from Knudsen therefore was pretty straightforward — the cars needed to be invincible on the track, while the street-going versions had to look every bit as unbeatable.
Former GM stylist Larry Shinoda was fascinated by aerodynamics. He also insisted on the rear deck spoiler as an option, although none of the race teams ran them. Getting the cars to handle was of prime concern and that task was handed to Matt Donner, the Chief Ride and Handling Engineer.
Even though it was touted as a sports car, like most American cars at the time, understeer was the order of the day. The handling was also helped by the first use of series tyres on a mass production vehicle.
The F Goodyear Polyglas tyres were so fat that the front guards had to be cut and rolled to clear them. With dismal performance and reliability problems from the exotic tunnel-port used during the Trans Am series, Ford had to come up with an engine that would hang together under the extremes of circuit racing.
They also had to build at least of them to keep the SCCA happy. Using the tunnel-port block, which featured four-bolt mains and screw-in core plugs, as the basis for the new race engine, the boffins at Ford soon discovered that the heads slated for the new Cleveland engine would bolt straight on with little modification. With massive 2. Boss heads also came with guide plates, machined spring cups and heavy-duty dual springs over the standard 4V heads.
The internals were suitably beefy as well. With forged and cross-drilled cranks for dropped in , forged rods and pistons, a cranky solid lifter cam and a cfm Holley on a high-rise dual-plane intake, the little cuber was built to scream and to last.
The engines also ran windage trays, baffled sumps and a factory-installed rev limiter — the first thing people disconnected — to give it the best chance of survival.
0コメント