Auction 1969 Boss 302

  • Beginning in 1969, Ford introduced both the Boss 302 and Boss 429. Styling for the Boss 302 was done by Larry Shinoda, the suspension by Kar Kraft, and the engine was done by Ford who used the 5.0L block with the new 351 Cleveland heads. Originally, the Boss was to be named the "Trans Am" until Ford discovered that GM had already licensed the name.

    The Boss was based off of the SportsRoof body, but the simulated side scoops were deleted from the model. Flat black paint was used on the hood, rear deck and taillight panels, and the headlight buckets. The Boss Mustang was only available in four colors: Wimbledon White, Bright Yellow, Calypso Coral and Acapulco Blue. On the side of the car, a large C stripe with Boss 302 lettering is found. Although a variety of colors were offered for the interior of the Boss 302, standard black was often used. A front chin spoiler was standard, but the rear window slats and plastic rear spoiler were options.
  • The Boss 302 was rated at 290 horsepower, but actual horsepower was more like 350. Insurance companies began penalizing cars that were rated over 300 hp. The race versions made over 450 horsepower at over 8,000 RPMs. All 302s came with a four-speed manual transmission (2.78:1).

    The standard wheels on the Boss 302 were argent painted 15x7 Magnum 500s planted inside Goodyear F60x15 Polyglas tires. Chrome Magnum 500s were an option.

    In response to Chrysler's major success with the 426 Hemi in Nascar, Ford produced the Boss 429. All of the Boss 429's were built in Brighton, Michigan, where the Kar Kraft facility was located. In order for the Mustang to be able to receive the 429 engine, partially completed SportsRoof Mustangs which were built to accept the 428SCJ were modified. Features included with the Boss 429 were Boss 429 fender decals, a manually controlled hood scoop, a shallower front spoiler than the Boss 302, color-keyed dual racing mirrors, engine oil cooler, a trunk-mounted battery, power steering and power front disc brakes, a close-ratio four-speed manual transmission, a 4.91:1 rear axle with Traction-Lok, 3/4-inch rear sway bar, chrome 15x7 Magnum 500s with F60x15 Goodyear RWL Polyglas tired, a 8000 rpm tachometer, AM radio, and Deluxe Decor interior.

    A KK sticker was inside the driver's door above the Ford warranty plate on each Boss 429, this signifying Kar Kraft's production number. The serial number to each 429 could be found on the back side of the engine block assembly, on the inner front fender panels, on the transmission housing and also the chassis.

    The 1969 Boss 429 was available in five colors: Wimbledon White, Royal Maroon, Raven Black, Black Jade, and Candy Apple Red.
  • The time-slip is, for many, the only real information that is collected on a run down the quarter mile. It would be great if everyone could afford to have a data acquisition system on your car but most racers on a budget have to make do with the information on the time-slip that is provided by the track. Understanding the timing system, and knowing how to interpret and use that information is vital when testing and tuning your race car or to dial-in your bracket car.

    Most timing systems provide some combination of these times for each lane: Reaction, 60’, 330’, 660’(1/8), 1/8MPH, 1000’, 1320 (¼) and ¼ MPH. Most have other indicators about the winner and MOV etc, but lets just look at your own times for now. Most racers just look at the 60’, ET and MPH because these are what are talked about and understood most. Some racers may also look at the 330’ or 1/8 mile times for a little more info. There is even more information there if you have a calculator or computer and are willing to do a little ciphering.

    All of the timers shown on your time-slip, except reaction time, begin timing when the front tire comes out of the staging beam. The time it takes your car to move from a stopped position to “out of the beam” is called rollout time. When anything changes the time it takes your car to roll out of the beam, it changes when the clock starts; this changes how much of a rolling start your car has on the staging beam affecting every time from 60’ to ¼ mile ET’s by the same exact amount. Quicker cars vary less from staging variations than slower cars but can be as much as 0.100 sec. Even small staging or rollout variations can affect your times. These can be caused by lane-to-lane differences, staging beam differences, driver staging variations and inconsistent traction.

    Since we know that rollout variations have the same effect on every timer down the track we can use split times to separate rollout differences from actual performance differences. Split times are the time from one timing position to another. For example from 60’ to 660’ is a split time. Simply subtract the shorter time from the longer time and you have a split time. Using split times can help eliminate some of the unknown in your time-slip since there can be no staging or rollout variation effect on the split times. Lets say for example you make a run that has the following times Run 1- Left Lane: 60’=1.364, 330’=3.906, 660’=6.088 and 9.540 @ 140MPH. On your next run your time-slip shows Run 2 Right Lane: 60’=1.380, 330’=3.923, 660’=6.106 and 9.560 @ 140MPH. If you calculate 60’-660’ split-times for each run you will get 4.724 and 4.726. There is only .002 sec. difference in 60’-660’ split times, yet just looking at the 60’, 660’ and ET you might think the variation was caused by poor traction or weather changes. The slight drop-off in split time indicates that only a small part of the overall ET change was a real performance change. There was a rollout difference between the runs either from lane variations or some other factor. When bracket racing, use split times from 60’ to 660’ or 60’ to 1000’ to prevent finish line racing from affecting your split-times. If you are testing or class racing and running out to the finish line, use the 60’ to finish line split-time to eliminate staging and rollout variations for more accurate results. Using split times helps when testing jet changes, shift points and timing adjustments since these can separate the gains or losses on different parts of the track. You can calculate 60’-330’ time, 330’-660’ time and 660’-1320’ time. This can help show where in the run the changes helped or hurt as well as giving more repeatable results since the rollout differences are removed using split times.

    Keeping your time-slips in an Excel spreadsheet on a computer can speed this calculation process up and eliminate errors.

    Thanks for reading and help spread the word about motorsportsvillage.com

    Rick Ferbert
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