1970 302 boss ford mustang
1970 Ford Mustang 302 BOSS
Мощный рев двигателя, боевой характер, яркая внешность и пара фар, грозно смотрящих вперед. Этого предостаточно, чтобы вам всегда и везде уступали дорогу, а все прохожие восхищались проезжающим мимо Ford Mustang 302 BOSS 1970.
Двигатель: 4956 см³ V8 Мощность: 290 л.с. Трансмиссия: 4-ступенчатая механика Разгон от 0 до 100 км/ч: 7,5 сек Максимальная скорость: 196 км/ч Привод: задний Полный вес: 1553 кг Посадочных мест: 2 Расход топлива: по городу 17,3 л на 100 км, по трассе 12,7 л на 100 км
Стоимость в США: от $ 60.000
Обзор Ford Mustang 302 BOSS 1970
Непревзойденный во всем, Mustang 302 BOSS был ответом компании Ford на появившийся на рынке Chevrolet Camaro. Над дизайном машины работал Лэрри Шинода, который также был автором дизайна именитого Chevrolet Corvettе.
Внешность машины вышла действительно примечательной. Дутые колесные арки, мощный бампер овальной формы с остроконечными углами, пара округлых фар, рельефный капот с воздухозаборником, ракетоподобные боковые зеркала. Сзади устанавливался задний спойлер и рельефная решетка на окно – исключительно черного цвета. А в сочетании с черной вставкой, чуть ниже, где прятались задние фары и шильдик с эмблемой мустанга, машина выглядела достаточно мужественно и брутально. Также, не стоит забывать о блестящей паре выхлопных труб и блестящем металлическом бампере.
Эстетическое совершенно облика завершали 15-дюймовые диски, обутые в классические шины для масл каров с белыми надписями. Колоритные черные полосы на кузове машины, были своеобразной боевой раскраской, говорящие о высокой производительности машины. Каждая деталь говорила о спортивном характере этого Mustang, готового завоевывать любые вершины. Так это и было в серии гонок Trans-Am, но недолго. В 1970 Ford ушел из автоспорта.
Салон машины делался исключительно из черной кожи. Вся остальная комплектация салона была стандартной: пара кресел, радио, спидометр, тахометр, рычаг переключения передач, руль и педали. Ничто не должно было отвлекать водителя от самого вождения.
Такой агрессивной внешности должен был соответствовать и мотор машины. На Ford Mustang 302 BOSS устанавливался 5-литровый восьмицилиндровый двигатель, имеющий 290 лошадиных сил в своем распоряжении. Хотя фактическая мощность машины была больше. В паре с двигателем работала 4-ступенчатая механическая коробка передач. «Разбег» Mustang до 100 км/ч занимал 7,5 секунд, а четверть мили машина преодолевала за 14,7 секунд, разгоняясь до 155 км/ч. Максимальной же была скорость в 196 км/ч.
Гордостью данной модели была и отличная управляемость, необходимая на извивающихся дорогах улиц. Такого результата компания добилась благодаря установке более жестких пружин и амортизаторов, а также благодаря усилению стабилизатора поперечной устойчивости. С более широкими шинами и жестким кузовом BOSS 302 стал самым быстрым автомобилем на испытательной трассе компании Ford на тот момент.
Всего, мир увидел 8641 экземпляров данной модели. Сегодня, этот раритетный масл кар обойдется минимум в 60 тысяч долларов. Но поверьте, этот красавец стоит этих денег, а удовольствие и радость которую он вам принесет, нельзя будет сравнить ни с чем.
1970 Ford Mustang Boss 302
Payin' the cost to be the Boss. The Boss Ford's Better Idea. Think restoring a Mustang is a simple, off-the-shelf process? Then try taking on a rare Boss 302. The owner of this car had to dig deep to find the patience and the funds required to get everything right, nevertheless it earned him a place on the Car of the Year stand last year… 1970 Ford Mustang Boss 302. Words: Nigel Boothman. Photography: Jonathan Fleetwood.Everything seemed to cost a thousand dollars,” says Mark Nicholson. “The correct dashboard panel, an original Boss Hurst shifter, the right 31-spline nine-inch rear end… I think ‘Boss’ is American slang for ‘expensive’.”
It’s lucky that Mark is the kind of guy who sees things through. You need a certain amount of commitment to cough up $500 for nothing more than a vacuum unit on a distributor rather than compromise on a non-Boss alternative for a tenth of the price. But you’ll have realised already that there are two ways to approach a restoration like this: get it running, or get it right. And once you decide you’re going to get it right, there’s no turning back, because if you start to give up and fit the wrong bits as you run out of time or money, you’ve spoilt the investment you made earlier in the job.
Let’s rewind a little and discover how a motorcycle enthusiast from Cumbria ended up with one of the most desirable four-wheeled classics America ever produced. It turns out that a fondness for American landscapes had taken Mark to more than 40 states during his years holidaying in the US on two wheels, but the ‘road to Damascus’ moment only happened when he stepped into a dealer’s showroom in Los Angeles.
1970 Ford Mustang Boss 302
“There was a ’1967 Shelby fastback in there and it blew my mind… I thought it was the coolest car I’d ever seen,” he recalls. “I mentioned it to some friends at home and one of them said he knew someone who was selling a car like that. I pointed out that I meant a classic Mustang, not a new one, and it had to be a fastback. He said ‘yes, it is… and I think it’s a ’1967 too’.”
It wasn’t a Shelby but it was a pretty appealing car, despite needing a lot of renovation. Mark duly bought it and found it a pleasure to work on, not least because most parts were just a phone call or a mouse click away. It’s a Bullitt replica, and getting it smart, safe and reliable taught Mark a lot about Mustangs. During that learning process, he found out about the Boss family.
For those of you who might be a little hazy about the various special Mustangs – Shelby, Boss, Mach 1 – the Boss fits in as follows. The Shelbys came first, with fastback Mustangs initially converted to a stripped-out high performance specification at Carroll Shelby’s works in Los Angeles in 1965. By 1967, Dearborn had softened and expanded the range a little and for 1968, when a convertible arrived, production moved away from the Shelby plant.
Mach 1 models were less expensive and stuck with a fastback body only, arriving in 1969 with a 351cu in V8 and big-block 390 and 428 options. They ran alongside the Mustang GT model for one year but with a memorable name and louder graphics, effectively killed it off – the GT was discontinued for 1970. That leaves us with the Boss. The Boss 302 and 429 were produced in 1969 and ’70, and like the original Shelby GT350s they were there to homologate a set of features Ford needed the Mustang to have for competition: the 302 went SCCA Trans-Am racing, the 429 for NASCAR. It worked; the Boss 302 took the Trans- Am Championship in 1970. Both were replaced for 1971 by the more refined Boss 351 in the new, longer bodyshell, but it’s the ’69 and ’70 cars that people lust after.
And with good reason. If you want to know which were the serious performance machines in Ford’s roster at the end of the Sixties, look beyond the hood scoops and the funky stripes. The Boss 302, for instance, came with staggered shock absorbers, power front discs and heavyduty rear drum brakes, quick-ratio steering and a rev limiter. That small-block V8 was so close to race tune that Ford feared (with some justification) that customers could blow it up with nothing more than a heavy right foot.
So you can see why Mark fancied one. What he actually found, though, was a painted shell and a few boxes of bits: “Having worked on the first one, I thought this would be no problem. But it was.” Around that time Mark attended the NEC Classic Motor Show with his ’67 fastback on the Mustang Owners Club stand. He got talking to Chris York and Barry Craven, both well-known and experienced Mustang people, and between them they made Mark determined to get the restoration right. It was a big decision because it’s not just a case of writing cheques. You need patience, persistence and the right contacts.
Do it yourself
“I started with an engine block and two cylinder heads,” says Mark. “It took me 18 months to find the rest of the driveline. Luckily I got to know Roger Parks in Florida. He’s restored a few Boss Mustangs and was a great help in sourcing all kinds of things.” That includes a genuine, Boss-correct close-ratio four-speed transmission, but the engine proved to be more of a challenge. Mark had priced up a professional build from specialists in the US and discovered it would be so costly that he’d rather do it himself. So having assembled all the right parts – forged pistons and rods, a new crankshaft to replace the cracked original – he took the block to Malcolm and Michael at Lancaster Engines.
“Malcolm said it had probably been blown up three times already, but he reckoned he could save it,” says Mark. “It got a +40 overbore and I took it off home to build it.” When the time came, quite a while later, to install the engine in the car and turn the key, Mark thought he’d never done anything so nerve-racking in his life: “It ran for a short time, but it didn’t sound right. I turned it off and took the spark plugs out. When number four plug was removed, a jet of water shot across the garage.”
The heart-rending moment had been caused by a mere 0.002in movement of the cylinder liner, which dropped and allowed coolant into the bore. It meant another total engine strip-down, and back to Malcolm for tea and sympathy. Malcolm also fitted a new cylinder liner; not something you can obtain in exactly the specification they needed, but with some careful machining an item from a Volvo lorry engine did the trick. The engine went back together with all the other parts Mark had been able to source. But there were still gaps – an original Boss-specific 780cfm Holley is a crazy $2000 rarity, if you ever see one for sale, so there’s a very similar 750cfm double-pumper on there now.
While the long strife of two engine builds had been proceeding, Mark also sourced and fitted new springs to exact Boss 302 specification, new brake discs and rebuild kits for the calipers. A good number of the front axle components are common to other 1970 Mustangs so the troubles eased for a time. Nevertheless, the content of those boxes – supposedly bits of Boss – probably slowed the process down rather than speeding it up. The window glass turned out to be from a coupe, not a fastback, and the dashboard was a 1970 dash, but not one with a tachometer. And this particular Boss 302 had a tachometer. Another one of those thousand-dollar bills went west.
A new windscreen arrived in the wrong kind of packaging and it wasn’t until Mark was set up with suction cups and adhesive (it’s a glue-in screen) that he opened the package and found one corner was smashed. He did at least have seats, but they were so knackered he stripped them to the frames and rebuilt them with new foam and coverings from a kit. The results are impressive.
“You need patience, a warm room and very strong fingernails,” he says. Mark’s trimming skills didn’t end there, as he installed a new headlining after finding replacements for the missing steel bows. The paint was perhaps the one significant bullet that Mark dodged, as the work to the shell had been done very well indeed and Mark was able to contact the painter for perfect matches to the Grabber Orange finish when he needed to address a couple of touch-ups during the restoration. “It was a hell of a project… the neck-end of three years and I don’t know how many hours. I’m lucky to have a very understanding wife!”
So how does it drive, then? Mark reckons there’s about 400bhp at his beck and call, yet despite this it’s smoother and quieter than his ’67. “The ports are massive, so lowdown torque is nothing special,” he says. “But once it comes on cam – it’s using a Comp Cams Thumper, which I’m going to change for something a bit more sensible – it really moves. By 4000rpm it’s already going too fast for the chassis!” It’s a stunning job with such a level of detail, but has it all been worth it? “Definitely, but I’m not sure I’d restore another Boss. I’d love a 1969 Mach 1 with a Cobra Jet 428, though...” Watch this space. In a few years, we might be back in this beautiful South Lakes scenery, listening to seven litres of Ford muscle bounce off the hillsides. Until then, Mark’s Boss 302 is a fine addition to the view.
BOSS HORSEPOWER LEGENDS
Pretty much everyone who owns a late 1960s muscle car will have a tale of how their machine was underrated by the factory to dodge self-imposed horsepower limits or calm a nervous insurance industry, but a pinch of salt is often required. Not here. Both the Boss 302 (290bhp) and the Boss 429 (375bhp) made more than they claimed but that isn’t the whole story.
With an afternoon of spannertwirling – say new headers and carburation – you could put these engines into race spec and find 400-plus bhp from the 302 and 515bhp from the 429. As road cars, they were fitted with Thermactor ‘smog pumps’ and were muzzled in various ways, especially the 429, which actually used a smaller Holley four-barrel than that fitted to the Boss 302. The smaller Boss was less compromised and drew high praise as a street machine. As Car and Driver said in 1969: “It’s what the Shelbys should have been but weren’t.”
Hurst shifter... of course! Dash had the optional Tachometer. The Boss lives in one of the most beautiful parts of the country... the Lake District. The Boss Mustangs were homologated for SCCA racing. Mark’s ‘starter’ Stang... a ’67 fastback. 302 is rated at 290bhp... but those in the know can tweak it up to 400! Mark Nicholson with probably one of the neatest garages we’ve ever seen! Fantastic original ’70s dyno tune sticker.
1970 Ford Mustang Boss 302 images, specs, interior
1970 can perhaps be described as the peak of Ford’s performance. Especially with the introduction of 1970 Mustang Boss 429. The 1970 ford mustang boss 302 united Ford’s highly sophisticated small block with Mustangs superior suspension for an excellent race car.
Although, the 1970 Ford Mustang Boss 302 engine was pioneered back in 1968, it wasn’t put in production as the company needed a higher output small block. All through 1969 onto 1970 Ford finally perfected the engine and the Boss 302 was as close as you could come to purchasing a street car with a racing engine.
1970 Boss 302 Mustang specs
Two 6-cylinder alternatives were obtainable in 1969, a 200-cubic inch edition with a 120-horsepower output and a 250-cubic inch motor slated at 155-horsepower. However, there were rather few alterations in the V-8 options presented when compared to the previous year. All 390 cubic inch versions were discarded and the base was a 302-cubic inch 2-barrel V-8. A 4-barrel version of the 302 was the Boss 302, obtainable only on the Boss 302 Mustang. There was a 2-barrel and 4-barrel version of the 351 cubic inch V-8, producing 250 and 300 horsepower, respectively.
You might be also interested in 1967 Chevrolet Camaro SS
The Boss 302 features a forged steel crankshaft, screw-in freeze plugs and 4-bolt main caps. These adjustments were made as part of the 302 Tunnel Port design. Street versions made use of connecting rods like the 289 Hi-Po whereas the Trans Am edition utilized heavier 7/16″ bolts.
1970 Ford Mustang Boss 302 specs changed little from 1969 Ford Mustang Boss 302 and included dual-unit headlights rather than the quad-unit used in the past. The 390cid was neglected and the 351-cid Cleveland V-8 engines replaced the 351 Windsor giving an output of 290 horsepower, smaller intake valves for easier drivability, RWD manual 4-speed gearbox, a redesigned dual exhaust system, quicker steering, competition suspension, aluminum valve covers replaced the chrome, the standard Hurst shifter and F60x15 tires. The Boss Mustang could accelerate from 0 to 60 mph (97 km/h) in 6.9 seconds.
The Boss 302 exterior received new stripes and had Grabber colors, the side “hockey stick” stripes which started along the top of the hood and a new gloss black hood scoop. In a bid to attain the SCCA prerequisite for racing a production car, a minimum of 6,500 Boss 302s had to be manufactured. Ford built a total of 7,013 over two years, of which 6,319 were 1970 models.
1970 Ford Mustang Boss 302 images
1970 Ford Mustang Boss 302 interior
On the Boss 302 interior, Ford gave the selection of deluxe interior instead of the standard interior, high backed buckets became standard fittings with the seat back release relocated to the lower part of the seat, a model “oval” steering wheel (evidently to make entry and exit easy), and the ignition switch was repositioned to the steering column which when switched to the off position, locked the steering wheel.
Although smaller than most race cars of its era, the Boss 302, performed better as it was lighter and revved better.
1970 Ford Mustang1970 Ford Mustang
In the Mustang world the word Boss is synonymous with extreme performance and big collectability. And when you throw the name Carroll Shelby into the mix, you're talking about running straight up a value curve that just won't quit. This 1970 Boss 302, equipped with rare Shelby dual-quad induction, is a fully documented, magazine-featured award winner that's considered the ultimate small block Mustang. What's more? It's mostly original body and rare gold over black color combo was recently ground up restored by the experts at Santa Barbara Muscle Cars in Santa Barbara, California. If you're a prospecting enthusiast who's looking for long-term gains via a pristine example of one of the finest pony cars ever produced, this world class Boss is the classic you've been craving!
One of two identically optioned Boss 302s sold through Jefferson Ford in Fayetteville, Tennessee, this awesome pony car is a rare, magazine-featured award winner. Not too long ago, its solid body was the beneficiary of a thorough restoration that primed bare, mostly original metal for a correct and glossy coat of Bright Gold Metallic two-stage. Once that even pigment was buffed to an excellent shine, a full array of factory war paint tapped into an aggressive demeanor that's both classic and fitting. And today, the car sits as a revered collection of well-aligned panels and ridged character lines that presents a stunning, show worthy appearance.
For 1970 the Mustang received a smoother body, a less aggressive face, a flat rear valence and a variety of balanced trim tweaks. The idea was to tame looks that some believed were hindering sales and better the car's performance in crucial SCCA Trans Am events. At the leading edge of this super slick Boss, a correct, Mustang-branded grille hangs bright halogen headlights between familiar 'fender fins', a pristine bumper, clear parking lamps and an aggressive chin spoiler. At the top of that grille, a solid Mustang hood leads the eye to like-new glass that's framed in satin-finished wipers, correct sport mirrors and straight stainless trim. At the sides of that glass, re-fashioned fenders combine with chrome-trimmed marker lamps and classy chrome door handles to provide an aggressive, yet finished appearance. And at the back of those fenders, a Satin Black valence anchors an ornate fuel filler and segmented tail lights between a correct decklid spoiler, a fresh “MUSTANG” script, a second pristine bumper and wide-set reverse lamps.
But hey, never mind all that talk about how pretty the trim is, what really matters is under the hood! Never disassembled, and still churning to factory specifications, the car's 302 cubic inch Windsor small block utilizes Cleveland-style heads, a race prepped crank, a solid lifter cam, heavy duty rods and forged pistons to create over 290 horsepower. At the top of the Ford Blue mill, a finned and “COBRA” branded air cleaner feeds two Holley 4-barrels that are seated on a big Shelby intake. In front of those Holleys, a traditional points distributor sequences fire between an Autolite coil, an Autolite voltage regulator and fresh Autolite Radio Resistance plug wires. At the sides of that distributor, long-tube headers funnel spent gases into a menacing, side-exit exhaust system. And in front of those headers, a tagged radiator sends water around a big fan via pliable hoses and tight screw clamps. As you can probably tell, the raucous engine has been trimmed in chrome and crowned with sweet aluminum valve covers. That bejeweled appearance contrasts well against Satin Black fenders and a full array of decals. And everything, from the car's correct Autolite rev limiter to its tagged Autolite Sta-Ful battery, looks 100% authentic and complete.
Aesthetically, the bottom of this clean Ford has been restored to the same high standards as its striking exterior and pristine engine compartment. Behind the motor, a wide-ratio 4-speed spins a correct Traction Lok differential around competent, road-ready gears. Holding that awesome drivetrain off the ground is a correctly restored suspension which mixes fresh paint with new Koni shocks. At the ends of that suspension, standard manual steering combines with power front disc and rear drum brakes to provide competent track capability. Overhead, clean, oversprayed floorpans, the only place the car has ever needed new metal, look solid and ready to show. In the middle of those floors, a fresh true-dual exhaust system pipes roasted dinosaurs through an H-shaped crossover and thin, glasspack-style mufflers. At the sides of that exhaust, mirrored Magnum 500s twist meaty 245/60R15 BF Goodrich Radial T/As around galloping horse center caps. And everything, from this Mustang's stainless fuel tank to its factory sway bars, is fully sorted, ready to show and itching to go!
Inside this blue oval beaut, a correct black interior features freshly re-covered seats and simple stainless accents that blend seamlessly with the car's awesome exterior panels. Everything from the tight headliner to the fade-free carpet appears restoration-fresh. The dash is loaded with rebuilt and re-chromed gauges, features a correct stereo, and looks good in wood trim that's as vivid as the day it rolled through the showroom. At the floor, a traditional Hurst T-handle rides inside a stylish, hard-lined console. In front of the driver, a Rim Blow steering wheel spins a bright wood rim around a tri-color Mustang emblem. Behind the passengers, a completely restored trunk features a correct jack, correct lid decals and a collapsible spare tire. And, like most first generation Mustangs, this Boss' design and detailing is impressive proof that 60s-era Ford definitely employed some of the industry's best designers.
According to Kevin Marti of Marti Auto Works, this super rare coupe was bolted together in Metuchen, New Jersey on November 28th of 1969. Here's a thorough breakdown of the car's original door data and optional equipment:
SERIAL NUMBER: 0T02GXXXXXX * 0 – 1970 model year * T – Built in Metuchen, New Jersey * 02 – Mustang Sportsroof * G – 302 cubic inch, 4V Boss engine * XXXXXth Ford vehicle scheduled for production at Metuchen * 11/69 – Assembled in November of 1969 * 63B – Mustang Sportsroof * K – Ford #3340-A Bright Gold Metallic paint * EA – Black Clarion Knit/Corinthian Vinyl bucket seats * S – 3.50 Traction-Lok axle * 5 – 4-speed, wide-ratio manual transmission
* 28 – Louisville Ordering District
1970 Ford Mustang Boss Snake
RK Motors из Шарлотты выставили на продажу новый автомобиль — полностью отреставрированный жёлтый 1970 Ford Mustang Boss 302 Snake. Маслкар получил новый двигатель Джон Каасе и был полностью доработан тюнерами RPM Hot Rods из Пенсильвании.
Внешние доработки включают: индивидуальную покраску кузова в жёлтый цвет с чёрными сатиновыми линиями стайлинга, модифицированный капот, крылья и решётку радиатора.
Этот Mustang дополнительно получил сплиттер из стекловолокна в стиле Shelby GT500, галогенную переднюю и затонированную заднюю оптику, центральное расположение выхлопных патрубков. Плавные линии кузова нарушают лишь агрессивный капот с воздухозаборником, боковые зеркала заднего вида и дверные ручки Ring Brothers.
Но главной особенностью этого Ford Mustang Boss 302 Snake 1970 г.в. является то, что расположено у него под капотом! А именно 5,2 литровая V-образная восьмёрка Jon Kaase Boss Nine, которая работает в паре с коробкой Tremec T6 Magnum. Гоночный двигатель Джон Каасе по результатам проведения dyno-тестов показал мощность в 770 л.с.
Среди прочих деталей: модифицированная подвеска, полностью перетянутый интерьер и винтажный кондиционер.
Rare Barn Find: 1970 Ford Mustang Boss 302
“The car was pretty much in the middle of a barn, ironically in the same position as your cover car—Shinoda’s prototype Boss.” Chase VanDyne was referring to the cover of my latest Rare Finds book—Jerry Heasley’s Rare Finds, Mustangs & Fords. The cover car was Larry Shinoda’s white ’69 Boss 302 prototype. VanDyne’s barn find was a ’70 Boss 302, white like the famous Shinoda prototype. Seven weeks later, VanDyne made a phone call to Mike Kline and heard a question he didn’t expect, “When you going to pick up the car?” “Does this mean we have a deal?” VanDyne replied.
By now, VanDyne had purchased more than a dream Mustang. He had a new friend. Kline, in his early sixties, could identify with the younger VanDyne. Kline wanted to rebuild this Boss 302 with help from his boys. Unfortunately, both sons died. “After the kids passed, he told me, ‘I couldn’t even go look at the Boss 302. I couldn’t uncover it.’” Kline had been counting on help from his boys to restore the Boss 302 he parked in the barn in 1988. Instead, he left the Boss sitting. Finally, in December 2014, he offered the car for sale. “It was never a daily driver. He just treasured this car,” VanDyne added.
VanDyne (right) took this selfie with Mike Kline (left) with Boss 302 in the background.
The odometer stood at 31,000-odd miles. The paint was original. The car was in great condition, Kline remembered, so he asked a big price in his Craigslist ad. “I happened to type in Boss 302, nothing else, and up came this ad. The pictures were not good. They were grainy; they were dark. I thought, “I wonder if this is legit?” No phone number. And I thought, well I’m going to investigate a little bit. So I sent the guy an email,” VanDyne explained. To his surprise, Kline emailed back his phone number. “He was a nice gentleman. He had owned the car since 1976.”
Kline lived in Larue, Ohio; population 750 and five hours away from VanDyne’s home in Holland, Michigan. VanDyne wondered if he should make the trip. “I called and talked to Jeff Sneathen at SEMO Mustang in Missouri. They restore Bosses and Shelbys. Jeff had just done a Mach 1 for a buddy of mine and I met him at the muscle car show in Chicago. I told Jeff that Kline was looking for a lot of money for this car and I don’t think it is worth it.” Jeff encouraged VanDyne to go have a look anyway.
“You’ll shoot yourself with regret if you don’t go look at the car,” Sneathen said. VanDyne left at 5 a.m. on a Sunday morning and Kline was waiting in his driveway when VanDyne got there at 10 a.m. VanDyne immediately noticed three Fox-body Mustangs inside on the left side of the barn. The Boss 302, tractors, and bales of hay occupied the right half. VanDyne picked up as much on Kline’s story as he did on the Boss 302 he wanted to purchase.
Wow, the paint is original.
Interior was complete and in very good condition.
Likewise, the engine was complete and runs good.
“His wife had a Cobra Fox-body and then there were a couple other Mustangs—a convertible Fox, and a hardtop. Those were his son’s cars. He lost both of his sons in car accidents—one in 2007 and one in 2011. They shared his passion for Mustangs,” VanDyne tells us. VanDyne spent three hours talking with Kline as the two looked over the white Boss. “I brought every reference guide I could possibly find on how to check and make sure that everything was legit. I did as much due diligence as I could. It’s the first Boss I’ve even looked at.”
The body appeared to be really straight with original paint and surface rust coming up on the rockers. The floorboards were not rusted through, but VanDyne ran his iPad under the car and took pictures. “It had deteriorated on the bottom side due to the storage. He didn’t realize it was that bad. It was kind of like watching the air go out of a balloon when he saw the photos. And I felt horrible for him. But, it is what it is. And he needed to see it. Because of his health issues and because of the loss of his sons, it had been many years since he had gone to check on the car,” VanDyne says.
Kline had other interested buyers, but sold the car to VanDyne. Kline obviously liked the idea of VanDyne restoring the car with his son. VanDyne left that first day with tears in his eyes after talking with Kline about his boys and their love of this Boss 302. VanDyne doesn’t want to reveal the price he paid except to say it was “an awful jump” from the asking price, but a fair price for the condition of the Mustang. “I held to my guns for seven weeks. We spoke on a weekly basis and I called him two days before he had major surgery. I was in Texas for business and called him two weeks after his surgery to check on his recovery.” VanDyne didn’t say a word about the Boss 302. He wasn’t even going to bring up the car. After 10-15 minutes of talking, Kline said, “When you going to come pick up the car?” VanDyne plans to include Kline in every step of the project with video and photos. When the car is finished he will bring the car back to Ohio so Kline can run it through the gears again.
The Boss 302 looked great cleaned up. This is my kind of restoration—a wash job.
1970 FORD MUSTANG BOSS 302 RESTORED IN PHILIPPINES
In 1964, the first Mustang roamed the streets and since then, it became a household name. Who doesn’t know what a Mustang is? It became so popular during its original run and up to this day, this car was still one of the most desirable cars in history. Mustang’s fame didn’t just hit America, it also became a worldwide hit, even in South East Asia. The 1970 Ford Mustang Boss 302 was one of the most famous Mustangs of all time. Although it’s been a long time since they ruled the street and many of them were completely lost in time, a very rare restoration of a 1970 Boss was made in the Philippines.
The First Mustang
In the early ‘60s, Ford envisioned of creating a car that gives European design which can be sold at a reasonable price. To complete their objectives, Ford designed their concept car on a second generation Ford Falcon. J. Walter Thompson of Ford’s advertising agency was assigned to research the appropriate name and after doing some research, the word Mustang caught their attention.
They chose the word Mustang because it’s very American and they say that it has something to do with the excitement of an open space area.
The first generation Mustang became a huge success and it sold over 400,000 units. Its unexpected success led to the production of different versions of the car including the Bullitt, Mach 1, Shelby and Cobra. One of the most famous versions of Mustang was the 302.
Ford Mustang 302 And The Sports Car Club of America Trans-Am Series
Larry Shinoda called the secret project “the Boss’s car” and he’s also the one who designed the car.
One of the top reasons for making this car was to compete in the Sports Car Club of America Trans-Am Series. To qualify their car, they needed to sell at least 500 of them.
Ford knew that their Mustang with 289 cubic-inch V-8 couldn’t keep up with the incredibly powerful Chevy Camaro z28 and its small block; that’s why they developed a 302-cubic inch to compete as well as to pass the homologation rules.
The new Ford Mustang came up with extraordinary results. Their project car produced 450hp and it accelerated from 0 to 100kph in just seven seconds.
The Mustang 302 was announced in 1969 and then released in 1970.
Only 1,628 units of that car are made during 1969 and 7,013 in 1970.
Restoring A Piece Of History
Eventually, the 302 Mustang won the coveted SCCA Trans Am championship and Classic Speed restored a classic 302 in the Philippines.
This 302 was formerly from Tennessee and it’s been sidelined since 1975. Classic Speed restored the car and they also gave it some modifications but they kept its original grabber orange since it was the winning color in 1970.
Classic Speed’s intention of giving it a resto-mod treatment was to make it useful like an everyday car. They revamped the whole chassis and rebuilt the engine. They added a new fuel-injection system along with its new exhaust and stainless steel headers. This new-found configuration was enlivened with Tremec TKO 5-speed transmission with a Hurst shifter.
The most interesting modification of this car was the left to right-hand drive alteration since it was heading to Australia. To emulate the handling of a modern car, the suspension was changed and they used the underpinnings from Total Control Products. They did a powered rack-and-pinion steering conversion and also, disc brakes from Wilwood are used. Classic Speed added air conditioning and did an amazing job for the full leather interior.
This Classic Speed’s restoration of a 1970 Mustang 302 cost 6.4 million pesos or $140,000.
Reference and photo credits