BOSS 302 Laguna Seca Vs. BMW M3
In “The Truth About Cars”, a review was given on the new 2012 Ford Mustang BOSS 302 against the BMW M3. It’s about $25k cheaper than BMW’s M3 and just as much, if not more, performance. Ford claims that the new BOSS 302 is one second faster than the M3, and that’s not with the highly-limited Laguna Seca Edition. This new race-ready Mustang is the talk of the town, err, country, and for good reason. It’s pushing new boundaries and is a reborn legend. He even mentions that the Brembo Brakes package may not be enough for the car as it pretty much catapults down straight-a-ways with “the wailing buzzsaw thrust of a 289 Cobra.”
The M3 is no stranger to the Laguna Seca raceway and is respected, as it can outrun the lower line race-car Porsches. Check out what he says after taking the brand new M3 around the track. What he says about both cars I find very interesting!
As I enter the pitlane, however, the BMW goes insane, flashing the dashboard and abruptly braking me to a shrieking, clattering halt without my intervention. I radio for help and the car ends up needing to be restarted a few times before deciding to let go of the brakes. This is, frankly, terrifying. What if the brakes had “grabbed” while I was negotiating the infamous Turn Nine? Worse yet, the journos are gabbing that I “broke the BMW”. I prefer to think of it as ensuring that my drive impressions were unique, since the BMW promptly goes in paddock garage and never reappears.
It’s not time to bring out the BOSS 302 Laguna Seca.
Just four turns later, I’ve decided to buy My First Mustang. This is, beyond the shadow of a doubt, the most neutral-handling street car I’ve ever driven on a track. Understeer is nonexistent and the tail can be rotated at will once you reach the approximate limit of the tires. It would be easy to “stunt drive” this car sideways around Seca — and Brian, in our drive together, does just that — but I’m already on probation so I concentrate on extracting some time without abusing the machine.
Here, as on the street, the revamped five-liter impresses, pulling in strong and linear fashion all the way across the tach. Only the heavy flywheel destroys the impression that one is driving a racing-prepped Mustang. Not that the last racing Mustang I drove, a ’95 Cobra running in NASA CMC, would be able to touch this car. It’s seriously quick and I have no trouble seeing how it’s a few seconds faster than an M3, perhaps very close to a C6 Z06. The unibody feels like it’s a solid casting and I have no concerns about using a little bit of left-foot braking to tighten my line through Nine.
This Laguna Seca Edition is a revelation, a joy, a wonder, but the standard Boss is garbage. Just kidding. If anything, the “regular” car is more fun to drive, a little looser and nimbler on its smaller rear wheels, different tire compound, and sensible spoilers. I guesstimate Brian at 1:45.5, counting seconds on my imprecise IWC Spitfire UTC, and I turn a less dramatic but probably not much slower lap myself a few minutes later. We’re only two seconds or so away from the pros, and those last few ticks would certainly arrive if we had more than six laps at Laguna Seca to learn the car. It’s just plain fun to drive.
“This car… it isn’t meant to be stored in a garage somewhere. It should be on YouTube… maybe doing something illegal.” says Ford’s Jim Farley. Although, not the brightest thing to do but indeed fun I’m sure. Just don’t get caught filming, right?
This is a car to own and to flaunt. This is a car to race and to win. I agree and I want one.