Eric English
February 17, 2010
Photos By: Jim Smart, Owner, Source Interlink Media Archives

Colors Of The Rainbow?
Mustang Boss 429s came in limited colors in both model years of production. Interestingly, there was no overlap from one year to the next.

1969

  • Wimbledon White
  • Raven Black
  • Royal Maroon
  • Candy Apple Red
  • Black Jade

1970

  • Grabber Blue
  • Grabber Green
  • Grabber Orange
  • Calypso Coral
  • Pastel Blue

Induction Function
Factory Boss 429 Mustangs used a single four barrel dual-plane aluminum intake, topped with a vacuum secondary 735 cfm Holley. Despite the fact that this arrangement had some distinct performance limits, alternative induction was hard to come by due to the limited production nature of the engine.

Never available in sizeable quantity, Ford did cast up a small number of street/strip oriented dual quad and tri-power intakes, essentially experimental pieces which are rare as hen's teeth today. By some accounts, the 3-2s arrangement may be single digit rare, while 2-4s may have been in a 15-20 quantity. Both Dave Lyall and Butch Leal separately recounted to MM&F how they took matters into their own hands, creating tunnel ram intakes for match racing and Pro Stock in late '69. Leal says that after he grafted the upper portion of a big block Chevy intake to some sort of Boss lower, Buddy Bar Castings cleaned it up and cast it as a one-off intake for Leal's race efforts. Lyall's similar story likewise began with a BBC tunnel ram, which Lyall had grafted to another Boss lower, and really worked it over. When Ford race engine engineer Wayne Gapp saw what Lyall had done, he used the creation as a baseline for developing a Boss 429 specific tunnel ram with Weiand. Once the Weiand piece came to market, it became the standard bearer for use in Pro Stock and match racing.

On the stock car side of the equation, at least a couple of intakes were used depending on track length. Short tracks typically dictated a ram box style intake with 12-inch long passages underneath a top plate that accommodated a Holley Dominator. Longer tracks would normally require a single-plane single four barrel spider intake--again with a Dominator carb configuration.

Ed Schartman had good company with his Pro Stock Maverick, as the compact platform was a favorite for Ford racers of the early '70s. Schartman called the Mav a much better Pro Stock ride than his '69/'70 Cougar, which he described to us as being more of a show car; "it was just too big and heavy to do well in Pro Stock." Even the lighter Maverick proved "just barely competitive" in Pro Stock for Schartman, but did very well as a match racer where the rulebooks were thrown to the wind. Current owner Frank Druse Jr. says that in some period promotional material, Schartman was referred to as "The Match Race King" with the Maverick. Druse bought the clapped out racer in 1990, and has put it back together much as it was when Schartman raced, including fiberglass hood and doors. "I remember an incident at Bill Stroppe's shop in February 1970, just prior to the NHRA Winternats. I had taken both my Mustangs west, as the AHRA Winternationals were at Phoenix the previous week. However, I only had one engine ready, intending to switch cars with it. Unfortunately, I hurt the engine at Phoenix, so when I got to Stroppe's shop, I had to rebuild it. It so happened that Nicholson also had to rebuild his 427 Cammer engine, so when we finished our engines, Stroppe offered to run both engines in on his dyno. My engine ran first, and made just over 700hp. Then Nicholson ran his engine, and it only made 600hp. I thought I had him and the field covered, but to my surprise, such was not the case. Nicholson was at least a tenth quicker than me. Then it dawned on me, it was the area under the curve that is what counts. My engine made 700hp at a very brief and narrow peak at 7,200 rpm, and fell off badly. On the other hand, Nicholson's Cammer only made 600hp, but it did it from 6,000 to 8,000 rpm. Therefore, in transient use, at any given rpm going down the track, except for 7,200 rpm, Nicholson was putting more power the rear wheels than I was.

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