Post by ferrari512s on Mar 11, 2014 15:49:38 GMT -5
Ultimate Hot Wheels Cars|Channel C00236562
1969 Mustang Boss 429
In 1969, muscle car fans, and specially Ford fans, thought that the 1969 Ford Mustang Boss 429 would be the Mustang to finally rival the best of the Corvettes.
They were disappointed when it wasn't. But Ford never intended the Boss 429 as a street dominator, or as any kind of drag-racing threat.
The Boss 429 was a hand-built muscle car intended solely to satisfy the homologating rules of NASCAR.
The coupe was longer than previous models and sported convex rather than concave side "lines".
Ford also introduced a luxury Grande model equipped with interior wood panelling, a quartz clock, and a 351 cid Windsor engine.
Only available from 1969 and 1970, the Boss 429 came standard with a Mustang Sports-roof (the new corporate name for the fastback) and the new Mach 1 muscle car version’s deluxe interior.
It sported none of the garish decals and paint schemes of the day; only a hood scoop and 15 in (380 mm) "Magnum Magnum 500" wheels fitted with Goodyear "Polyglas" tires, with a small "BOSS 429" decal on each front fender.
Holding a big block with a huge bore and hemispherical combustion chambers, the motor had staggering potential for power.
However, the brainchild of this car, the late Larry Shinoda, was disappointed with the finished product.
He was quoted as saying that he wanted a 10-second capable car in factory form.
For several reasons, the actual production Boss 429 certainly wasn't capable of such times.
The rev limiter, a small carburetor (the Boss 302 Mustang had a larger one), restrictive intake manifold, a mild solid lifter cam, and restrictive exhaust corked up the motor and kept it from revving.
Furthermore, all of the smog equipment choked it down.
The finished product was still strong, rated at 375 horsepower at 5200 RPM, but the powerband was narrow for an engine of this size, a result of the restrictions.
Stoplight drag racing was prevalent in the day, and owners of these Mustangs, as well as other cars such as Chrysler’s street Hemi, could be surprised by "lesser" cars of the day that produced broader powerbands and more low-rpm torque.
100+ horsepower can easily be added with the right cam/intake/carb/exhaust selection, along with a broader powerband. While power steering was a "mandatory option" on the Boss 429, neither an automatic transmission nor air conditioning was available.
In the case of the latter, there simply wasn’t enough room under the hood.
The 429 engine was unlike any other Ford motor, being much wider in the cylinder head, thanks to its semi-Hemi combustion chamber design, and this meant strut towers needed widening and the battery relocating to the trunk.
The Boss used the ’Top Loader’ close-ratio, four-speed manual because the autos couldn’t handle the torque.
The suspension had uprated springs and shocks plus an anti-roll bar.
Each Boss 429 Mustang came with a KK sticker placed on the inside of the driver’s door above the Ford Ford Warranty Plate which signified Kar Kraft’s production number.
The first Boss 429 was numbered "KK NASCAR 1201" while the last 1969 is numbered 2059.
Some Boss 429s may have this silver tape stripe missing; a small brass plate was substituted by Kar Kraft on a small number of cars.
1969 Boss 429 Mustangs were available in five colors: Wimbledon White, Royal Maroon, Raven Black, Black Jade, and Candy Apple Red.
1970 versions were painted Grabber Blue, Grabber Green, Grabber Orange, Calypso Coral and Pastel Blue. All 1970 Boss 429s came with a gloss black painted hood scoop.
Source
www.topspeed.com/cars/ford/1969-ford-mustang-boss-429-ar32774.html
1969 Ford Mustang Boss 429 Continued...
The Boss 302 was a stunning car -- but so was the other "ultimate Mustang" that Knudsen cooked up, the Boss 429.
This big-block brute was born of Ford's desire to certify a new "semi-hemi" 429 V-8 for stock-car racing.
NASCAR required at least 500 production installations, but didn't specify which models. So although Torinos showed up at the track, Ford qualified the engine by selling it in Mustangs.
Beside semi-hemispherical combustion chambers -- "crescent-shaped" in Ford parlance -- the Boss 429 engine employed thinwall block construction, aluminum heads, beefier main bearings, and a cross-drilled steel-billeted crankshaft.
There were two versions of this "820" engine: a hydraulic-lifter "S" fitted to the first 279 cars, and an improved "T" version with different rods and pistons and either mechanical or hydraulic lifters.
Both were nominally rated at 360 horsepower in street tune or 375 horsepower in full-race trim.
But as with the H.O. 302, these were low-ball numbers to avoid raising the ire of insurance companies that were now fast hiking premiums on all performance cars.
The semi-hemi was too large for even the wider '69 Mustang engine bay, so Knudsen ordered engineer Roy Lunn to find a solution. Lunn turned to Kar Kraft, the Brighton, Michigan, specialty shop that built many of Ford's racing cars at the time.
Together they found just enough space by modifying the front suspension, front wheel openings, and inner fenders and moving the battery to the trunk.
For all that, front track increased only 0.8-inch.
To resist body flex in hard acceleration, diagonal braces were added between the wheelhouses and firewall.
Kar Kraft set up a special mini-assembly line for the Boss 429, but the engine installation was a time-consuming shoehorn job and production was slow to get rolling.
Even so, a creditable 852 examples were built between mid-January and July.
The Boss 429 was a bit more stealthy outside than the Boss 302, but both came with competition-style hood pins.
Outside, the Boss 429 was a bit more subdued than its small-block brother despite wearing a similar rear wing and the same F60 3 15 Polyglas tires on seven-inch-wide Magnum 500 wheels.
Its front spoiler and large functional hood scoop were unique, as were the discreet i.d. decals on the front fenders.
Power steering and brakes were standard here, as were engine oil cooler and a 3.91:1 Traction-Lok differential.
Detroit No-Spin axles were available. Automatic and air conditioning were not offered, but the big Boss was surprisingly lush for a factory drag racer, as the Exterior and Deluxe Interior Décor packages were standard.
Ford also threw in the Visibility Group consisting of glovebox lock, parking-brake warning lamp, and lights for luggage compartment, ashtray, and glovebox.
At $4798, the Boss 429 was the costliest non-Shelby Mustang to date, which partly explains why the model was killed after only 505 more were built to 1970 specs.
Then again, neither Boss was meant to make money; they were "homologation specials" that had to be sold to meet racing rules.
The Boss 429 was ready-made for the dragstrip and enabled Ford to qualify an exotic new "semi-hemi" V-8 for stock-car racing.
Car Life tested both the 1969 Ford Mustang Boss 302 and the 1969 Ford Mustang Boss 429.
It found the Boss 302 quicker to 60 mph -- 6.9 seconds vs. 7.2 -- though it trailed in the quarter-mile at 14.85 seconds and 96.14 mph vs. the 429's 14.09 at 102.85.
Top speed for both was reported at 118 mph. The 429 was obviously potent, but its chassis was simply overwhelmed in full-bore acceleration.
Not so the Boss 302, and it's interesting to note that Car Life's example turned in the same quarter-mile time as a test Camaro Z-28.
Car and Driver pronounced the Boss 302 "the best handling Ford ever.... [It] may just be the new standard by which everything from Detroit must be judged...It's what the Shelby GT-350s and 500s should have been, but weren't."
Want to find out more about the Mustang legacy? Follow these links to learn all about the original pony car:
Saddle up for the complete story of America's best-loved sporty car. How the Ford Mustang Works chronicles the legend from its inception in the early 1960s to today's all-new Mustang.
In 1967, the original pony car was up for its first major revamp. Learn how Ford retooled and updated the 1967-1968 Ford Mustang to meet public expectations and to keep pace with the competition.
With sales down and criticism abounding, the Mustang struggled in the early '70s. Learn what went wrong (and what went right) for the 1971-1973 Ford Mustang.
The 1969 Ford Mustang Mach 1 428 Cobra Jet was the muscle car Mustang fans had waited for. Gallop into its profile, photos, and specifications.
Source
auto.howstuffworks.com/1969-1970-ford-mustang5.htm
1969 Mustang Boss 429 Diecast...
Several diecast companies have made this model as you can sell below in different scales...
Quite impressive I might add...
This sure looks sweet...
The detail on this 1:18 die-cast model is outstanding...
M2 has also done a few of this Mustang 429 models...
There are others as shown...
Hot Wheels has done something similar with Mustangs but haven't done this specific year. Here are some Hot Wheels releases...
1970 Mustang Boss 429 in 1:43 Scale...
Some other Mustang releases...
From the Hot Wheels 100% line...
Released in its own distinctive blistercard...
This Mustang Boss 429 unleased from the card...love those wheels.
The Hot Wheels 100% line with the '70 Mustang. Quite impressive!
Ultimate Hot Wheels Cars|Channel C00236562
1969 Mustang Boss 429
In 1969, muscle car fans, and specially Ford fans, thought that the 1969 Ford Mustang Boss 429 would be the Mustang to finally rival the best of the Corvettes.
They were disappointed when it wasn't. But Ford never intended the Boss 429 as a street dominator, or as any kind of drag-racing threat.
The Boss 429 was a hand-built muscle car intended solely to satisfy the homologating rules of NASCAR.
The coupe was longer than previous models and sported convex rather than concave side "lines".
Ford also introduced a luxury Grande model equipped with interior wood panelling, a quartz clock, and a 351 cid Windsor engine.
Only available from 1969 and 1970, the Boss 429 came standard with a Mustang Sports-roof (the new corporate name for the fastback) and the new Mach 1 muscle car version’s deluxe interior.
It sported none of the garish decals and paint schemes of the day; only a hood scoop and 15 in (380 mm) "Magnum Magnum 500" wheels fitted with Goodyear "Polyglas" tires, with a small "BOSS 429" decal on each front fender.
Holding a big block with a huge bore and hemispherical combustion chambers, the motor had staggering potential for power.
However, the brainchild of this car, the late Larry Shinoda, was disappointed with the finished product.
He was quoted as saying that he wanted a 10-second capable car in factory form.
For several reasons, the actual production Boss 429 certainly wasn't capable of such times.
The rev limiter, a small carburetor (the Boss 302 Mustang had a larger one), restrictive intake manifold, a mild solid lifter cam, and restrictive exhaust corked up the motor and kept it from revving.
Furthermore, all of the smog equipment choked it down.
The finished product was still strong, rated at 375 horsepower at 5200 RPM, but the powerband was narrow for an engine of this size, a result of the restrictions.
Stoplight drag racing was prevalent in the day, and owners of these Mustangs, as well as other cars such as Chrysler’s street Hemi, could be surprised by "lesser" cars of the day that produced broader powerbands and more low-rpm torque.
100+ horsepower can easily be added with the right cam/intake/carb/exhaust selection, along with a broader powerband. While power steering was a "mandatory option" on the Boss 429, neither an automatic transmission nor air conditioning was available.
In the case of the latter, there simply wasn’t enough room under the hood.
The 429 engine was unlike any other Ford motor, being much wider in the cylinder head, thanks to its semi-Hemi combustion chamber design, and this meant strut towers needed widening and the battery relocating to the trunk.
The Boss used the ’Top Loader’ close-ratio, four-speed manual because the autos couldn’t handle the torque.
The suspension had uprated springs and shocks plus an anti-roll bar.
Each Boss 429 Mustang came with a KK sticker placed on the inside of the driver’s door above the Ford Ford Warranty Plate which signified Kar Kraft’s production number.
The first Boss 429 was numbered "KK NASCAR 1201" while the last 1969 is numbered 2059.
Some Boss 429s may have this silver tape stripe missing; a small brass plate was substituted by Kar Kraft on a small number of cars.
1969 Boss 429 Mustangs were available in five colors: Wimbledon White, Royal Maroon, Raven Black, Black Jade, and Candy Apple Red.
1970 versions were painted Grabber Blue, Grabber Green, Grabber Orange, Calypso Coral and Pastel Blue. All 1970 Boss 429s came with a gloss black painted hood scoop.
Source
www.topspeed.com/cars/ford/1969-ford-mustang-boss-429-ar32774.html
1969 Ford Mustang Boss 429 Continued...
The Boss 302 was a stunning car -- but so was the other "ultimate Mustang" that Knudsen cooked up, the Boss 429.
This big-block brute was born of Ford's desire to certify a new "semi-hemi" 429 V-8 for stock-car racing.
NASCAR required at least 500 production installations, but didn't specify which models. So although Torinos showed up at the track, Ford qualified the engine by selling it in Mustangs.
Beside semi-hemispherical combustion chambers -- "crescent-shaped" in Ford parlance -- the Boss 429 engine employed thinwall block construction, aluminum heads, beefier main bearings, and a cross-drilled steel-billeted crankshaft.
There were two versions of this "820" engine: a hydraulic-lifter "S" fitted to the first 279 cars, and an improved "T" version with different rods and pistons and either mechanical or hydraulic lifters.
Both were nominally rated at 360 horsepower in street tune or 375 horsepower in full-race trim.
But as with the H.O. 302, these were low-ball numbers to avoid raising the ire of insurance companies that were now fast hiking premiums on all performance cars.
The semi-hemi was too large for even the wider '69 Mustang engine bay, so Knudsen ordered engineer Roy Lunn to find a solution. Lunn turned to Kar Kraft, the Brighton, Michigan, specialty shop that built many of Ford's racing cars at the time.
Together they found just enough space by modifying the front suspension, front wheel openings, and inner fenders and moving the battery to the trunk.
For all that, front track increased only 0.8-inch.
To resist body flex in hard acceleration, diagonal braces were added between the wheelhouses and firewall.
Kar Kraft set up a special mini-assembly line for the Boss 429, but the engine installation was a time-consuming shoehorn job and production was slow to get rolling.
Even so, a creditable 852 examples were built between mid-January and July.
The Boss 429 was a bit more stealthy outside than the Boss 302, but both came with competition-style hood pins.
Outside, the Boss 429 was a bit more subdued than its small-block brother despite wearing a similar rear wing and the same F60 3 15 Polyglas tires on seven-inch-wide Magnum 500 wheels.
Its front spoiler and large functional hood scoop were unique, as were the discreet i.d. decals on the front fenders.
Power steering and brakes were standard here, as were engine oil cooler and a 3.91:1 Traction-Lok differential.
Detroit No-Spin axles were available. Automatic and air conditioning were not offered, but the big Boss was surprisingly lush for a factory drag racer, as the Exterior and Deluxe Interior Décor packages were standard.
Ford also threw in the Visibility Group consisting of glovebox lock, parking-brake warning lamp, and lights for luggage compartment, ashtray, and glovebox.
At $4798, the Boss 429 was the costliest non-Shelby Mustang to date, which partly explains why the model was killed after only 505 more were built to 1970 specs.
Then again, neither Boss was meant to make money; they were "homologation specials" that had to be sold to meet racing rules.
The Boss 429 was ready-made for the dragstrip and enabled Ford to qualify an exotic new "semi-hemi" V-8 for stock-car racing.
Car Life tested both the 1969 Ford Mustang Boss 302 and the 1969 Ford Mustang Boss 429.
It found the Boss 302 quicker to 60 mph -- 6.9 seconds vs. 7.2 -- though it trailed in the quarter-mile at 14.85 seconds and 96.14 mph vs. the 429's 14.09 at 102.85.
Top speed for both was reported at 118 mph. The 429 was obviously potent, but its chassis was simply overwhelmed in full-bore acceleration.
Not so the Boss 302, and it's interesting to note that Car Life's example turned in the same quarter-mile time as a test Camaro Z-28.
Car and Driver pronounced the Boss 302 "the best handling Ford ever.... [It] may just be the new standard by which everything from Detroit must be judged...It's what the Shelby GT-350s and 500s should have been, but weren't."
Want to find out more about the Mustang legacy? Follow these links to learn all about the original pony car:
Saddle up for the complete story of America's best-loved sporty car. How the Ford Mustang Works chronicles the legend from its inception in the early 1960s to today's all-new Mustang.
In 1967, the original pony car was up for its first major revamp. Learn how Ford retooled and updated the 1967-1968 Ford Mustang to meet public expectations and to keep pace with the competition.
With sales down and criticism abounding, the Mustang struggled in the early '70s. Learn what went wrong (and what went right) for the 1971-1973 Ford Mustang.
The 1969 Ford Mustang Mach 1 428 Cobra Jet was the muscle car Mustang fans had waited for. Gallop into its profile, photos, and specifications.
Source
auto.howstuffworks.com/1969-1970-ford-mustang5.htm
1969 Mustang Boss 429 Diecast...
Several diecast companies have made this model as you can sell below in different scales...
Quite impressive I might add...
This sure looks sweet...
The detail on this 1:18 die-cast model is outstanding...
M2 has also done a few of this Mustang 429 models...
There are others as shown...
Hot Wheels has done something similar with Mustangs but haven't done this specific year. Here are some Hot Wheels releases...
1970 Mustang Boss 429 in 1:43 Scale...
Some other Mustang releases...
From the Hot Wheels 100% line...
Released in its own distinctive blistercard...
This Mustang Boss 429 unleased from the card...love those wheels.
The Hot Wheels 100% line with the '70 Mustang. Quite impressive!
Ultimate Hot Wheels Cars|Channel C00236562