Visually, the car gets a new hockey stick graphic featuring reflective stripes, recalling the classic original. The 2013 Boss 302 and Boss Laguna Seca models will also feature new School Bus Yellow paint, honoring the Parnelli Jones 1970 Trans-Am championship car that was prepared by Bud Moore.
“Everything we did for 2013 links directly back to our 1970 heritage. The reflective stripes and hockey stick graphic mean something to Mustang enthusiasts,” said Dave Pericak, Mustang chief engineer.
The Boss Laguna Seca has new Sterling Gray accents and will be available in vintage School Bus Yellow and black paint, complemented by hockey stick stripes and a gray interior rear cross-brace. Gray also sets off the grille, mirror caps and rear spoiler. Furthermore, Laguna Seca rear badging and unique two-tone gray and silver wheels round out the exterior accents. Unlike the previous model, the roof will not feature colored accents.
Similar to the redesigned base Mustang lineup, the front-end offers a more powerful design with a prominent grille. A more powerful splitter and functional hood extractors add to that look. The Boss Mustang has new signature lighting, with standard HID headlamps and LED-surround tail lamps.
The 2013 Boss offers removable covers in the grille where fog lamps would be. For improved cooling on track days, the covers can be removed with a screwdriver. Additionally, the rear-end features a gloss-black panel between the tail lamps.
The new Mustang Boss includes Ford SYNC voice-activated in-car connectivity as a standard feature.
The powerful Boss engine yields 444hp and 380 lb-ft of torque, with a race-inspired clutch connecting the driver to the short-throw, close-ratio six-speed manual transmission.
Power is delivered to a 3.73:1 ratio rear axle using carbon fiber plates in the limited-slip differential to improve handling and longevity. For those who want even more precision, a torque-sensing (Torsen) limited-slip diff is available, coupled with Recaro front seats.
The Boss gets higher-rate coil springs over the regular GT model, with stiffer bushings and a larger-diameter rear sway bar. Boss models are lowered 11mm front and rear versus GT. But the key to handling is the adjustable shocks on all Boss Mustangs.
Boss 302 receives unique 19-inch black wheels in staggered widths: 9 inches in front, 9.5 inches in the rear. The Pirelli PZero summer tires are 255/40 ZR19 front and 285/35 ZR19 rear.
The braking is also uprated, using Brembo four-piston calipers on 14-inch vented front rotors. While the rear has standard Mustang GT brakes with high-performance pads.
Boss 302 circa 1969-70
With styling tweaked by newly arrived Ford designer Larry Shinoda, the new-for-1969 Boss 302 sported front and rear spoilers, blacked-out hood treatment and side stripes.
Beyond the bodywork, the Boss 302 didn’t disappoint. Its engine combined a four-bolt main Windsor small-block with reworked heads from the then-new 351 Cleveland engine. A forged steel crankshaft, connecting rods and pistons rounded out the reciprocating assembly. The result was a free-breathing, high-revving powerplant making what Ford claimed was 290 gross horsepower – though actual output is estimated to be significantly higher.
Ford engineers also massaged Mustang’s suspension in an effort to meet then-boss Semon “Bunkie” Knudsen’s mandate “to build absolutely the best-handling street car available on the American market.” Stiffer springs and shocks, special sway-bar tuning, a stiffened chassis and wide tires led to the fastest Mustang ever to lap the Ford test track up to that point.