Having 7,500 rpm to play with...
Having 7,500 rpm to play with sure makes life interesting. There’s still ample torque, especially right off idle, so while the Boss lives to rev, it absolutely does not force a trade off puttering around town. To us this is the giant technological leap between the modern Boss and its historical namesake. You had to experience the original Boss 302 at low rpm to understand that "soggy" can describe more than wet socks.
Even better, get on the gas and the Boss transitions to oversteer like a duck slipping into a pond. And then the Torsen distributes its magic between the rear tires, making you look much more of the drift king than you really are. Finally, here's a Mustang that corners tail out with stable grace.
Aside from its gratifying performance, the Boss 302 is absolutely a daily driver. Naturally we fiddled with the three-way adjustable steering program, TracKey and traction control, and just as predictably, once we found the settings we liked we hardly ever changed them. TracKey is a given; why put up with slower throttle response? We figured the regular key might as well go in the spare drawer as TracKey's sharper response was absolutely to our liking (all Mustangs should be as crisp).
The same goes for the steering response. We set ours on Sport and never looked back. For street driving, the traction control stayed firmly on as it allows all the yaw angle and wheelspin you'd ever want and the strong safety net all of us need occasionally.
It may look serious, but the...
It may look serious, but the only work we did on the street Boss during our track day was change the wheels and tires. Maintenance on the race car was about the same, although in the bump and grind of the race season, there is plenty to do. Paul Brown says the suggested time between overhauls on the Boss 302S engine is an incredible 150 hours(!), the overhaul cost is $4,400(!!), and the engine as a crate motor is $12,000.
Creature comforts are good. We just noted the boisterous exhaust; it definitely gives some personality but can also go essentially silent during some transitions, idles with a polite burble and cruises without making a nuisance of itself. Rapping the gas will definitely let the neighborhood know you're coming, however.
Ride quality is even better. The Boss is firmly plush and doesn't jiggle. Slammed through drainage approaches it'll reach the stops, but you really must abuse it to get there. The ride height is also perfect, tall enough to drive straight over the speed bumps we must snake sideways over in our lowered '91 Fox for example. And it doesn't seem to put the splitter at great risk from curbs and parking stops, although you'll want remain vigilant.
We can also note the stock sound system is fine companion for a driver's car such as this, and we didn't miss MyColor or any of the other kids' stuff that might have gone missing in the transition from GT to Boss. We're more than ready for a telescoping steering column so we can fully use the platform's ample legroom, but that has to wait until the next-generation Mustang...
Summed up, there's precious little we'd change on a street-bound Boss.