Carroll Shelby’s office was just 350 feet away from the Shelby American race car shop. This short distance inspired the name of one of the most iconic Mustangs ever created: the GT350. While the GT350 made its mark in racing in the mid-60s, it was the Boss 302 that truly dominated the tracks starting in 1969. Decades later, Ford tapped into this rich heritage, reviving legendary Mustang names like Mach 1, Bullitt, and Boss in the 2000s. What might have seemed like just a marketing strategy turned out to be a genuine resurgence of performance and passion.
In 2012, Ford unleashed the Boss 302, a Mustang engineered to be the ultimate track weapon, directly challenging European rivals like the BMW M3. When we had the chance to compare the Boss to its contemporaries, it was clear: the Boss 302 wasn’t just another Mustang trim; it was the best of the breed. Then came the 2016 GT350, a further evolution aimed squarely at the Porsche 911 GT3. Knowing our deep appreciation for the Boss 302 and the buzz around the new GT350, we jumped at the opportunity to experience these two incredible Mustangs side-by-side.
We connected with Justin, a Mustang enthusiast who initially reached out to Everyday Driver for a Car Debate. However, upon discovering that Justin owned both a 2013 Boss 302 and a 2016 GT350, a podcast discussion quickly transformed into a full-fledged film shoot. As the resident Mustang aficionado on the Everyday Driver team, I was thrilled to join Paul for this exciting comparison.
Our meeting point was in Livermore, California, before venturing into the area’s famed canyon roads. Justin tossed me the red “Track Key,” and I settled into the School Bus Yellow Boss 302. The exhaust erupted with a raw snarl before mellowing into a deep rumble. The naturally aspirated 5.0L V8, churning out 444 horsepower, was immediately responsive to every throttle input. I quickly fell in behind the Shelby, eager to push the Boss through the canyons.
The Boss 302 embodies the classic Mustang feel, but with a significant upgrade in composure. Even with its live axle rear suspension – a configuration increasingly rare in a world dominated by independent setups – the car felt remarkably planted. Grip was plentiful, and while the rear end would occasionally step out over mid-corner bumps, it was always predictable and controllable. Any hint of drowsiness vanished within minutes; the Boss 302 demands and rewards an engaged driver.
These canyon roads were simply perfect – a rollercoaster of tight corners and surprise straightaways that allowed these high-performance Mustangs to truly stretch their legs. Working through the Boss 302’s 6-speed manual transmission is a tactile pleasure. The clutch, while heavier than many modern cars, offers excellent feedback, making rev-matching downshifts incredibly satisfying, each accompanied by a rewarding bark from the exhaust.
Speaking of exhaust notes, the GT350 is in a league of its own. Videos simply can’t capture the sheer auditory assault of its flat-plane crank V8 in person. Justin’s GT350, with its resonators removed and baffles opened in sport mode, delivers a soundscape akin to the track-focused GT350R. The 5.2L, 526 horsepower flat-plane V8 screams. Accelerating down the canyon road, I reached for a shift, realizing there was still another 3000 RPM to explore. A subtle, race-inspired shift light reflects onto the windscreen’s base – a neat feature, though almost too subtle to notice in the heat of the moment. With an 8250 RPM redline, running through the gears in the GT350 is a spine-tingling, giggle-inducing experience. Todd likened the overrun to the sound of fireworks – pure Americana! Overtaking a group of cyclists, a quick downshift and burst of acceleration from the Shelby elicited appreciative shouts of “Nice sounding Shelby!” It’s clear the GT350 earns universal approval for its sonic prowess.
The GT350 left us genuinely astonished. Initial impressions from both Todd and Paul were punctuated with expletives of amazement. The steering is almost telepathic in its responsiveness – think, and the car reacts. The independent rear suspension is not just a step up from the Boss 302’s solid axle; it’s a significant leap beyond even the standard GT’s IRS. Axle hop is nonexistent in the Shelby. Where the Boss is great, the GT350 operates on another plane entirely, feeling exponentially more refined and capable. When the GT350 leads through the canyon twists, the Boss 302, while valiant, gradually falls behind.
The next morning, our drive took us from Walnut Creek back to the canyons. On the highway and around town, the Shelby surprised us with its comfort, despite the aggressively bolstered Alcantara-wrapped Recaro seats. Switching the exhaust to normal mode mellows the car to a near-whisper – almost. Even bumps in the road are absorbed with more grace than many sports cars. The ride quality was so unexpectedly compliant that we were shocked to learn this particular GT350 lacked the optional Magneride dampers. It’s no luxury sedan, but neither is it a bone-jarring track special.
Back in the canyons, Paul piloted the Boss, pushing its limits. The Shelby, driven by Todd, mirrored every move with an “anything you can do, I can do better” attitude. The GT350’s clutch is light, almost numb, but once acclimated, smooth shifts become second nature. Justin mentioned upgrading the clutch spring to a heavier Steeda unit, yet it still felt lighter than the Boss’s more communicative pedal. This clutch feel, along with a minor dash resonance around 5000 RPM in this base trim GT350 (possibly rectified with the Electronics Package’s upgraded head unit), were among the few criticisms we could level at the Shelby. However, with the windows down, reveling in the exhaust symphony, the dash resonance becomes a non-issue – and windows down is undoubtedly the GT350’s natural state.
My turn back in the Boss 302 for the return canyon drive was a stark reminder of the performance gap. Working hard to keep the Shelby in sight, the Boss, while a fantastic Mustang in its own right, demanded considerably more effort to maintain pace on the winding mountain roads. Paul aptly described the Boss as a “drunken brawler” – its steering, somewhat vague, reminded me of a Ford F150 work truck I once drove. And after experiencing the Shelby’s immense braking power, the Boss’s spongier brakes induced a moment of hesitation. Getting the rear end to playfully slide out is easier in the Boss 302, which is entertaining but necessitates constant vigilance. Meanwhile, the Shelby relentlessly extended its lead. Thankfully, both Mustangs completed the spirited descent unscathed.
On the highway, the Boss 302 couldn’t match the GT350’s comfort levels. The ride was firmer, and the heavier clutch became tiresome in stop-and-go traffic. The cloth Recaro seats in the Boss differ from the Shelby’s Alcantara versions. While initially attributing some discomfort to the seats, it was likely the fatigue from the heavier clutch in traffic. Despite these minor drawbacks, my appreciation for the Boss 302 remained undiminished.
Coming into this comparison, I pondered if the Boss 302 could serve as a compelling, more accessible alternative for Mustang enthusiasts who found the $50,000+ GT350 out of reach. The answer is a resounding yes. The Boss 302 delivers the quintessential Mustang soundtrack, handles with a level of precision unexpected from a muscle car, and possesses aggressive good looks to match its performance. However, there’s no denying the GT350 represents the pinnacle of Mustang engineering to date. It transcends the traditional muscle car mold, evolving into a world-class sports car. The GT350 captivated us so completely that we were genuinely vying for seat time. Rarely in our reviews has a car elicited such a strong desire for ownership. The sheer exhilaration and emotional connection it provides behind the wheel are truly indescribable. The GT350 embodies the spirit of Carroll Shelby’s original vision – building the best Mustang possible. Ford’s strategy of reviving these iconic names is undeniably working, and the Boss 302 is a testament to the enduring appeal of high-performance Mustangs.
Photos: Chance Hales
