1. This demo is the XF1 version of Showcase (Showcase 2.9.3).

    A demo for the XF2 version of Showcase (Showcase 3.0.0) can be viewed HERE

1969 Boss 429

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  • The Boss 429 is arguably one of the rarest and most valued muscle cars to date.[1] In total there were 859 original Boss 429s made. The origin of the Boss 429 comes about as a result of NASCAR. Ford was seeking to develop a Hemi engine that could compete with the famed 426 Hemi from Chrysler in NASCAR's Sprint Cup Series (then known as "Grand National Division"). NASCAR's homologation rules required that at least 500 cars be fitted with this motor and sold to the general public. After much consideration, it was decided by Ford that the Mustang would be the car that would house this new engine.

    In 1969 there were 859 Boss 429s made by Ford Motor Company. 2 of which were Cougars for Lincoln/Mercury Race Division. There were five different colors available in 1969 (Raven Black, Wimbledon White, Royal Maroon, Candyapple Red, and Black Jade) and the only color for the interior was black. The hood scoop was the same color as the car. All these cars were a manual transmission and there was no air conditioning available due to the size of the engine. Though not originally offered as an option, it is common to add a spoiler and window louvers commonly see on 1969-1970 Mach 1's and Boss 302's.

    Both model years featured a toned down exterior, as compared to other Mustangs of the era (see Boss 351, Boss 302, Mach 1), in that the only external identification of the car were the Boss 429 decals on the front fenders, aft of the front tires. The rest of the car featured a very clean look that was atypical of most Mustangs that Ford had produced which could be deceiving to some people.

    To show just how special these cars were, they were given special NASCAR identification that was placed on the driver's side door. Each car was given a "KK" number which stood for Kar Kraft. KK #1201 was the first Boss 429 and KK #2558 was the last Boss 429 made.[1]

    Unfortunately sales started to drop off for the 1970 Boss 429 Mustangs and with higher production costs, gas costs, and other internal Ford problems, it was decided that 1970 would be the last year of the Boss 429. After the re-introduction of the Boss 302 Mustang in 2012 and 2013 model years, rumors have started to float around that Ford may bring back either the Boss 429 or Boss 351 with the next generation Mustang starting in 2014. At this time, nothing has been announced from Ford.

    In present day, these cars are highly sought after. As of 2008, auctions on eBay and at Barrett-Jackson have brought bids of over $375,000.
  • The Boss 429 engine was derived from the Ford 385 engine. The Mustang's body however was not wide enough to encompass the massive Boss 429 engine and as a result, Ford hired Kar Kraft out of Dearborn, MI to modify existing 428 Cobra Jet and Super Cobra Jet Mach 1 Mustangs to properly fit the new Boss 429 engine. Kar Kraft was contracted by Ford to create the Boss 429, because Ford was stretching itself thin across a number of projects, such as the Boss 302 and it's Trans Am version that competed in the SCCA Trans Am Series of races in the same years the Boss 429 was being produced for NASCAR. Kar Kraft at the time was also in the process of creating the Trans-Am Boss 302 as well. Production on the Boss 429 began in 1968 in Brighton, Michigan at Kar-Kraft's factory; the cars were transported to this plant directly from the auto maker's plant and the work began. Kar Kraft made extensive modifications to the Mustang, including widening the shock towers and extended out the inner fenders to allow this massive engine to fit. The mounts for the front suspension were chopped and displaced to create room for the block and exhaust manifolds.[1] Next the battery was repositioned to the trunk and a stiff sway bar was added to rear end. In addition, a hole was cut in the hood and a manual controlled hood scoop was added to these cars. These cars were rated conservatively at 375 hp (280 kW) and 450 lb·ft (610 N·m) of torque. Actual output was well over 500 horsepower (370 kW). That's what the general belief is across the general public, some even believing it to be 600 or more. It has been proven from many dyno tests over the years with stock engines though numbers tend to vary. Even the 429 Drag Pack from Ford at the time (which was a modified normal 429 and not the Boss version which made more power) had 493 horsepower (368 kW) as seen on stock engine dynos all over the video website, YouTube. The manufacturers and dealers only listed 375 hp (280 kW) because of legal issues and rising insurance costs so customers would be lured into buying these cars without the stiff fees from an insurance company.[2]
  • 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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Sami, C.Birch and Qwk86gn like this.

Recent Reviews

  1. Bob
    "Bad Ass Boss!"
    Pros - Engine, Color, Year
    One of the best muscle cars ever produced. I would LOVE to own an original Boss 429! One of the best muscle cars ever produced. I would LOVE to own an original Boss 429! One of the best muscle cars ever produced. I would LOVE to own an original Boss 429!

    This is some formatted text.. :cool:


    1. Boss_429.jpg
    2. p_1005_06_o1969_boss_429engine-vi.jpg


  1. Bob
    I would love to own an original Boss 429! :cool:
  2. donjohnson
    those where bas ass cars in the day
      Bob B likes this.
  3. Bob
    3 embeded YouTube vids on the MISC tab
  4. Bob
    Finding an original for sale is not easy!
    1. Bob
      @vicki you CAN reply to comments....
      Bob, Feb 28, 2015
    2. Bob
      Bob, Feb 28, 2015
    3. vicki
      yes, I CAN:) thanks @Bob
      vicki, Mar 2, 2015
  5. Bob
    @kontrabass take a look at the recent user review on this item.
    1. kontrabass
      Sorry was out of state for a bit. I LIKE it :) Showing only review title is a great compromise.
      kontrabass, Dec 16, 2015
      Bob likes this.
  6. EvilSS
    ahh, so this is the in built comments. very nice car btw.
      Bob likes this.
    1. Bob
      Yes, its similar to profile posts and not as heavy/bulky as discussion thread integration.
      Bob, May 22, 2018
      EvilSS likes this.
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