Forty-two years later, Ford gave the green light again.

The team of Ford engineers, designers and stylists – all Mustang enthusiasts to the core – that created the groundbreaking 2011 Mustang GT has distilled a new model to its purest form, strengthening, lightening and refining each system to create a race car with a license plate. Its name: the 2012 Mustang Boss 302.

“The decision to build a modern Boss was not entered into lightly,” said Derrick Kuzak, group vice president, Global Product Development. “The entire team at Ford felt the time was right, and with the right ingredients, the world-class 2011 Mustang could support a successful, race-bred, worthy successor to the original Boss 302. For us that meant a production Mustang that could top one of the world’s best – the 2010 BMW M3 – in lap times at Laguna Seca. We met our expectations.”

To celebrate the racing heritage of the new Mustang Boss 302, Ford offers a limited number of Boss 302 Laguna Seca models, named for the track where Parnelli Jones won the 1970 Trans-Am season opener in a Boss 302. Aimed at racers more interested in on-track performance than creature comforts, the Boss 302 Laguna Seca has increased body stiffness, a firmer chassis setup and an aerodynamics package carried over almost in its entirety from the Ford Racing Boss 302R.

Philosophy and powertrain
“The new Boss 302 completely redefines Mustang capability,” said Mark Fields, Ford president of The Americas. “That the Mustang team was able to take the current Mustang GT – already a world-class performance car – and refine it further for peak track performance shows the commitment Ford has to this car and its legions of fans.”

Driving the 2012 Mustang Boss 302 was intended from the outset to be a visceral experience, packed with raw, unbridled performance across the spectrum: Acceleration, handling, braking and top speed are all equally matched for perfect balance on a car operating within the framework of legally defined safety, noise and emissions regulations.

“The team at Ford wanted to offer fellow Mustang enthusiasts something really special – a beautifully balanced factory-built race car that they could drive on the street,” explains David Pericak, Mustang chief engineer. “The Boss 302 isn’t something a Mustang GT owner can buy all the parts for out of a catalog or that a tuner can get by adding a chip. This is a front-to-back re-engineered Mustang with every system designed to make a good driver great and a great driver even better.”

Led by Mike Harrison, the V8 engine team approached Boss from the top down: With 412 horsepower from 5.0 liters, the 2011 GT engine was already an incredible performer. But to achieve the high-rpm horsepower that would make the engine competitive on the track, a new intake was essential. The resulting runners-in-the-box plenum/velocity stack combination the engine team developed was impressive enough that it got the green light after one short drive.

Helping the intake build power, revised camshafts using a more aggressive grind are actuated with the same twin independent variable camshaft timing (Ti-VCT) mechanism used on the Mustang GT. More aggressive control calibration yields 444 horsepower and 380 lb.-ft. of torque, while still offering a smooth idle and low-end torque for comfortable around-town driving.

A race-inspired clutch with upgraded friction materials transmits power, while a short-throw, close-ratio six-speed manual transmission handles gear change duties.

Power is delivered to a 3.73 ratio rear axle using carbon fiber plates in the limited-slip differential to improve torque handling and longevity. For those who want even more precise control over power delivery, a torque-sensing (Torsen) limited-slip differential is an available option coupled with Recaro front seats.

Sounds like the Boss
While the powertrain team defined output targets that would yield an ideal balance with the chassis, another team made sure the car made the kind of sounds owners and enthusiasts would expect from a Mustang Boss.

Up front, a Boss-specific intake system is tuned to feed the engine with minimum restrictions. A retuned induction sound tube provides concrete aural evidence of what’s occurring under the hood. And, engineers really had some fun with the Boss exhaust system.

“With an exhaust system, we have to consider three constraints: legal noise restrictions; backpressure, which can rob power; and ground clearance,” explains Shawn Carney, Mustang NVH engineer. “Since the 2011 Mustang GT exhaust is already so free-flowing – it came in way under our backpressure targets – we already had excellent performance; we were able to tune the exhaust system for a unique sound. Combined with the rush of the intake, the exhaust system really envelops the driver in V8 sound.”

Every Boss features a unique quad exhaust system: Two outlets exit in the rear similar to a standard Mustang GT. The other two outlets exit to either side of the exhaust crossover, sending exhaust through a set of metal discs that act as tuning elements before the pipes terminate just ahead of the rear wheel opening. Visually subtle, the side pipes flow very little exhaust but a lot of exhaust sound, providing a sonic experience unlike any other Mustang.

Suspension and steering
In keeping with the Boss mandate to provide the best-handling Mustang ever, the already strong Mustang GT suspension system has been further refined. Higher-rate coil springs on all four corners, stiffer suspension bushings and a larger-diameter rear stabilizer bar all contribute to the road racing mission, and Boss models are lowered by 11 millimeters at the front and 1 millimeter at the rear versus the Mustang GT. The real key to handling, though, is in the adjustable shocks and struts, standard on all Boss Mustang models.

“We’ve given drivers five settings for their shocks,” says Brent Clark, supervisor of the Mustang vehicle dynamics team. “One is the softest, two is the factory setting and five is the firmest, and we’ve provided a wide range of adjustment. A customer can drive to the track on setting two, crank it up to five for improved response on the track, then dial down to one for a more relaxed ride home. What’s unique is that drivers will find – thanks to the way the suspension works as a complete system – the softest setting isn’t too loose and the firmest setting isn’t too controlled; each step just provides additional levels of control.”

Also unique is the method of shock adjustment. Ditching the weight and complexity of electronic wizardry, the Mustang team opted for traditional race-style hands-on adjustability – similar to the Gabriel shocks available on the original Boss 302.

“The shock adjustment is right at the top of the shock tower, built into the rod and easily accessible from under the hood or inside the trunk,” says Clark. “You just take a small flat-head screwdriver, turn the adjustment screw between one and five, and head back onto the track.”

To complement the suspension, the speed-sensitive electronic steering system has been retuned to maximize feedback and road feel to the driver. The driver is also given the option of fine-tuning the steering feel to his liking by selecting one of three settings through the instrument cluster menu: Comfort, normal and sport modes help offer track-tuned steering when desired without sacrificing low-speed maneuverability in parking situations and everyday commuting.

Similarly, Boss receives unique traction control system (TCS) and electronic stability control (ESC) settings to help drivers achieve maximum performance whether on the street or at the track.

Both systems can be completely disabled in controlled track situations where maximum driver skill is utilized, or fully engaged for maximum safety during normal driving or in less-than-ideal traction conditions. Intermediate sport mode allows drivers to push their cars hard at the track without completely disabling the safety systems, permitting more aggressive driving before the TCS and ESC intervene.

Brakes, wheels and tires
Working in concert with the suspension upgrades, Boss 302 receives unique, lightweight 19-inch black alloy racing wheels in staggered widths: 9 inches in front, 9.5 inches in the rear. The Pirelli PZero summer tires are sized specifically for each end of the vehicle, with the front wheels receiving 255/40ZR-19 tires while the rear stays planted thanks to 285/35ZR-19 rubber.

The combined suspension and tire package allows Boss to achieve a top speed of 155 mph and become the first non-SVT Mustang ever to achieve more than 1.0 g of lateral acceleration.

Boss braking is also up to the challenge, using Brembo four-piston front calipers acting on 14-inch vented rotors. In the back, standard Mustang GT brakes are upgraded with a Boss-specific high-performance pad compound. Combined with vented brake shields and unique Anti-Lock Brake System (ABS) tuning, Boss drivers get maximum control and rapid, repeatable fade-free stops in road and race situations alike.

The Mustang team spent considerable time ensuring the brake pedal feel met the expectations of performance drivers. Boss receives unique low-compressibility brake lines that expand up to 30 percent less than traditional flexible brake lines, allowing maximum fluid pressure to reach the calipers in the least amount of time, giving the driver a sensation of being connected directly to the brake pads.

“This car is wicked fast, so we put a lot of emphasis on giving it comparable stopping power,” says Clark. “We started with a race-proven brake system and tuned it specifically for the characteristics of the Boss 302 and its mission. They’re the best brakes ever installed on a Mustang, and they give consistent, repeatable braking performance on the street and the track.”

As a result 60-0 stopping distances for the Boss are improved by approximately three feet versus the Mustang GT with available brake package; combined with suspension and engine improvements, Boss is expected to show approximately a 2-second lap time improvement over the GT on a typical road race course. But the numbers tell only part of the story.

“We achieved measurable improvements over GT, which was already one of the best-braking cars we’ve ever designed,” explains Clark, “but what’s harder to quantify is how good these brakes feel to a driver in a race situation. Like everything on this car, the brakes are more than the sum of their parts: They’re tuned from pad to pedal to work perfectly as a system, and the difference is dramatic.”

Exterior and interior design
Changes to the Mustang Boss exterior are subtle but unmistakable. True to its race-bred heritage, every component that could potentially aid aerodynamics or engine/brake performance was examined to make the vehicle more competitive, while chief designer Darrell Behmer refined the styling to evoke the 1969 Boss in a contemporary way.

“We approached this as curators of a legend,” explains Behmer. “We’ve taken design cues from the ’69 Boss street car and the menacing Bud Moore/Parnelli Jones race cars and carefully updated them to give the 2012 the proper bad-boy attitude that is unmistakably a Boss Mustang.”

To set Boss apart, each car will have either a black or white roof panel, coordinated to the color of the side C-stripe. Available exterior colors are Competition Orange, Performance White, Kona Blue Metallic, Yellow Blaze Tri-Coat Metallic and Race Red.

The unique fascia and grille are highlighted by the blocked-off fog lamp openings and aggressive lower splitter, a version of the design proven on the Boss 302R race car. The front splitter is designed to function at high speeds by efficiently managing the air under and around the car. It helps to reduce underbody drag and front-end lift while more effectively forcing air through the Boss-specific cooling system. The rear spoiler complements the front aero treatment and minimizes overall drag.

“What we were after on Boss was reduced overall lift with improved balance,” says Pericak. “We needed to keep the car glued to the street or the track at high speeds without increasing drag or affecting top speed and fuel usage. The end result is an aero package that uses front, rear and underbody treatments not for show, but for effect – the balance and stability of this car all the way to its 155-mph top speed is just outstanding.”

Inside, a unique Boss steering wheel covered completely in Alcantara suede complements the standard seats, which are trimmed in cloth with a suede-like center insert to firmly hold occupants in place. Boss customers who want the ultimate seating experience can select a package that includes Recaro buckets, designed by Ford SVT in cooperation with Recaro for high performance Mustang models, and shared between the Boss and GT500.

A dark metallic instrument panel finish, gauge cluster and door panel trim also differentiate Boss from the standard Mustang, while a black pool-cue shifter ball and “Powered by Ford” door sill plates further remind customers they’re in a special car.

The Boss interior allows occupants to further enjoy the intake, engine and exhaust note.

“Boss is a hallowed word around here, and we couldn’t put that name on a new Mustang until we were sure everything was in place to make this car a worthy successor,” explains Pericak. “We were either going to do it right or not do it at all – no one on the team was going to let Boss become a sticker-and-wheel package.”

The Barrett-Jackson Auction Company will sell an exciting and pristine collection of American muscle cars at No Reserve during the 40th Annual Barrett-Jackson Scottsdale Auction at WestWorld of Scottsdale, Jan. 17-23, 2011. SPEED will capture the action during its 40 hours of live coverage.

To celebrate, Barrett-Jackson has planned a seven mile Road Rally on Saturday, Jan. 15, through the streets of downtown Scottsdale, followed that evening by “Barrett-Jackson Night” at the Scottsdale Pavilions with a car show, ticket sales and giveaways. In addition, the annual “Drive the Dream” charity gala will take place Saturday, Jan. 15; and Family Value Day benefiting COX Charities and the official, invitation-only Opening Night Gala are both taking place Monday, Jan. 17.

Enthusiasts and spectators really enjoy the variety of cars and memorabilia shown at these events. A great time will be had by all and some lucky buyers will take home a classic like the 1970 Ford Mustang BOSS 302 Fastback being sold at No Reserve. Be sure to check out lot #1324.1 1 of 499 1970 Ford Mustang BOSS 429 Fastbacks produced.

Good luck to all the bidders and consignors.

Mustang Competes in The NHRA ProStock

It has been one of the most commonly asked questions of Ford Racing over the last 15 years. When is Ford going to return to Pro Stock?

Not since the mid-1990s heyday of the legendary Bob Glidden in the Motorcraft Thunderbird has “The Blue Oval” approached a season of NHRA Pro Stock competition ready to battle in the most competitive class of racing in NHRA drag racing – Pro Stock – where the entire field is usually separated by a fraction of a second.

Technically, the answer to the question is 2009, when Ford Racing ran a yearlong testing and developmental program with Jim Cunningham Racing aimed at the creation of a new Pro Stock engine and a new Pro Stock Mustang body. While Jim Cunningham and Erica Enders ran the chassis and engine combo at the NHRA Finals at Pomona last November, the engine was still in full development and thus the outing was little more than a high visibility test.

In reality, the “official return” is this weekend when, after a fervid 14-month journey, the polished combination of Ford Racing’s new Ford 500 Pro Stock engine and the 2010 Mustang Pro Stock body will take to the famed quarter-mile at the 50th NHRA Winternationals in a pair of Larry Morgan Racing Lucas Oil Summit Racing entries.

“I’m so excited, I almost can’t hardly stand it, just to get there,” said Morgan a 10-time Pro Stock winner who is switching to Ford after years of running a Dodge Stratus. “It’s incredible. We ran real well in testing, both times we were out. We’re just so excited for Ford to get the Ford Mustang out there and show off what Mose [Nowland] has been working on for months.”

Morgan and his teammate John Nobile will be the only Ford Mustangs in the field of 22 cars at Pomona this weekend. Cunningham Racing is expected to make its 2010 Pro Stock debut at Gainesville, Fla. in mid-March.

The evolution of the new Ford 500 and the 2010 Mustang Pro Stock body has come under the watchful eye of Mose Nowland, Ford Racing’s engine engineer who has been involved with successful high profile Ford Racing programs dating back to the legendary Le Mans program in the 1960s. Nowland was charged in late 2008, by then Ford Racing director Brian Wolfe, to chart a course for a Ford return to Pro Stock. The difference was Ford would be returning to Pro Stock not as a factory program, but as part of a larger NHRA strategy that embraced sportsman racing, added performance parts offerings, and included activating Ford as Official Vehicle of NHRA.

“We’ve made considerable progress with our engine and we’re very excited about it,” said Nowland. “We’ve had several test trips and we’ve done extensive dynamometer testing. The development work has been on the top end basically, the manifold and induction system and so on. We were excited about the performance of this thing. We actually met our goal the first time out on the dynamometer. In fact, we eclipsed our goal, our expected goal, and that has really set the excitement high. We’re very grateful for our two participating teams, the Morgan team and the Cunningham team, they’ve been great contributors.

“Certainly, since we left Pro Stock racing, about the time Bob Glidden retired, there’s been a lot of breakthroughs on alloy, compositions, strength and methods of valve train dynamics, “ said Nowland. “It was very delightful for me to have spent so much time on NASCAR projects that there’s a lot of things we learned there that we applied to this engine. We just have learned over the years what works and what doesn’t work. Our goal was to get out there pretty quick with an engine that would stand a good chance to qualify and keep the price down. I believe we’ve met the challenge pretty good.”

The Ford return to Pro Stock is coordinated with the launch of a variety of racer friendly or grassroots initiatives. Ford Racing diversified its NHRA program with an expansion of teams in Funny Car, with entrance as a customer supplier into Pro Stock and with a recommitment to sportsman racing with the re-introduction of the 2008 and 2010 Mustang Cobra Jet. As a result, there will be an increased Ford presence at NHRA events in coming years both on and off the track.

Now the challenge of racing in the most competitive class in NHRA now becomes a reality for Nowland, Cunningham and Morgan and the fledgling Ford Pro Stock program.

“My expectations are running high right now,” said Nowland. “We realize our competition is tough and we’ve got the Mike Edwards, Jeg Coughlin and the Johnson’s and others out there. I know they weren’t sitting on their laurels over the winter. We’ve been working real hard and we’re certainly going to have a qualifying car, there’s no doubt in my mind, unless some unforeseen thing pops up. From what we see and feel right now, we’re going to be in that ladder somewhere.”

Morgan is a proven winner throughout his career and he knows what it takes to visit the Winner’s Circle. “You can’t get in there enough, I can tell you that right now. It’s quite a thrill. More than anything, my next race win is going to be in a Ford Mustang and I can’t wait. Hopefully, that will be Sunday night.

Mustang is poised to set a new standard in sports coupes. A new all-aluminum 3.7-liter V-6 using Twin Independent Variable Camshaft Timing and six-speed automatic results in 305 hp and 30 mpg highway – an unbeatable combination in its class.

The 2011 Ford Mustang puts 305 high-performance horses in the hands of V-6 coupe buyers with a new all-aluminum dual-overhead cam (DOHC) engine that delivers a projected 30 mpg on the highway with a six-speed automatic transmission and fun for drivers on nearly every road.

For 2011, Mustang’s new 3.7-liter Duratec 24-valve V-6 uses advanced engineering to deliver its power and economy: Twin Independent Variable Camshaft Timing (Ti-VCT) adjusts the valvetrain in microseconds. Aluminum construction means light weight. It’s an engine designed to crank out torque down low, rev to 7,000 rpm and deliver the mechanical music sports coupe lovers crave everywhere in between.

“Mustang is completely transformed with this new engine,” said Derrick Kuzak, group vice president, Global Product Development. “Everything people love about the car is still there and now under the hood is a V-6 engine that uses premium technology to deliver the power, the feel, the fuel efficiency, even the sound of the best sports coupes in the world.”

New 3.7-liter V-6 engine
With Ti-VCT operating its four valves per cylinder, the new Mustang V-6 powerplant sends significantly more horsepower and torque (305 hp and 280 ft.-lb.) to the rear wheels than its predecessor – despite its smaller displacement. The behind-the-wheel feel is unlike any Mustang ever produced.

“This new V-6 engine really speaks to what Mustang is all about,” said Barb Samardzich, Ford vice president of global powertrain engineering. “It produces power everywhere in the rev range and loves to be pushed hard. The Duratec 3.7-liter builds on our promise to use advanced technology to deliver both power and fuel economy.”

The high output is due largely to Ti-VCT which allows variable control of valve operation across the rev range. The variable cams operate on a Direct Acting Mechanical Bucket (DAMB) valvetrain using polished buckets to reduce friction. The end result is as much as a 3 percent improvement in fuel economy and a 10 percent improvement in power output versus traditional engines without these advanced features.

Ti-VCT is complemented by special-tuned composite upper and lower intake manifolds for efficient air delivery and lighter weight. Ignition power is delivered by a high-energy coil-on-plug design, while piston-cooling jets and a lightweight die-cast aluminum cylinder block improve the durability and efficiency of the 3.7-liter V-6 design.

Performance was the mantra for every aspect of engine design. A cold air induction system and dual exhaust give the 3.7 its free-breathing style with a 7,000 rpm redline and near-instantaneous response to throttle inputs.

A die-cast aluminum deep-sump oil pan provides 10,000-mile oil change intervals, saving drivers money on maintenance and resulting in less waste in oil disposal.

Engineers also worked to ensure aggressive, high-performance sounds come from the new engine, from intake to exhaust. Not only does the retuned air intake system minimize losses, it also provides the driver with a satisfying intake rush on hard acceleration. The all-new dual exhaust system is mellow at idle but opens up with a howl at full-tilt, letting Mustang drivers know they’re behind the wheel of a world-class sports coupe.

“This car marks a new type of Mustang,” said David Pericak, Mustang chief nameplate engineer. “We’re using a high-performance quad-cam V-6 with all the bells and whistles in a car that’s become legendary for its handling and roadholding; it’s really going to get a lot of new sports coupe fans excited about Mustang, some for the first time ever.”

Powertrain improvements
Drivers can get the most out of the new V-6 engine’s output using either an all-new six-speed manual gearbox or a six-speed automatic transmission. Both come with the flexibility and fuel economy benefits of six forward ratios regardless of whether buyers want to shift for themselves or not.

Drivers who prefer a manual gearbox will enjoy the short throws and direct feel of the shifter along with the relaxed cruising permitted by the extra top gear ratio. Customers choosing the automatic will be pleasantly surprised to find the advanced six-speed 6R60 transmission does not sacrifice fuel economy – or performance – for convenience, delivering an expected 30 mpg highway with crisp, quick shifts that maximize torque and horsepower.

The automatic transmission also features a grade-assist or “hill mode” to improve drivability on hilly terrain. This technical innovation uses vehicle input – acceleration, pedal position, vehicle speed and brake status – to automatically determine the correct gear ratio while on an incline or decline. Hill mode eliminates sixth gear, extends lower gear operation on uphill climbs, and provides additional grade or engine braking for coast downs.

The standard 2.73 rear axle provides an ideal blend of cruising fuel economy and acceleration, aided by the wide ratio spread permitted through the use of six forward speeds in the gearboxes. Performance enthusiasts can select an available 3.31 rear axle ratio for better off-the-line launch characteristics.

Fuel economy improvements
Extra horsepower and refined engine operation will be the most noticeable features to new 2011 Mustang 3.7-liter V-6 buyers while projected class-leading fuel economy, also a standard feature, offers an additional bonus. The numbers speak for themselves:

•19 mpg city/30 highway with six-speed automatic transmission, up from 16 mpg city/24 highway on the 2010 model with automatic – a 25 percent improvement over 2010
•18 mpg city/29 highway with six-speed manual transmission, up from 18 mpg city/26 highway on the 2010 model with manual
Refinements throughout Mustang’s body, powertrain and chassis design contribute to the improved fuel economy numbers. Examples include:

•The new Electric Power Assist Steering (EPAS) system which eliminates the drag of an engine-operated hydraulic power steering pump
•Six-speed transmissions that allow lower cruising revs without sacrificing off-the-line performance
•Aerodynamic improvements such as a new front fascia, tire spats on the rear wheels, modified underbody shields, a taller air dam and an added rear decklid seal
Handling and driving dynamics
With so much additional horsepower standard, the 2011 Mustang received enhancements to its chassis to maintain the outstanding balance and driving behavior Mustang owners expect. Damper tuning and spring rates were revised to provide a smooth highway ride while a new rear lower control arm and stiffened stabilizer bar bushings improve stiffness and handling for better cornering response.

While Mustang’s aerodynamic improvements were designed mainly to improve fuel economy, engineers also adjusted the vehicle’s front/rear lift balance. The result is a car that tracks more securely and feels more “planted” to the road surface at higher speeds, helping to keep the tires in better contact with the pavement.

The addition of EPAS marks a new era in driving dynamics for Mustang owners. Steering effort at parking lot speeds is reduced, while high-speed and highway feel is improved for more precise steering and handling. Because the belt-driven power steering pump is eliminated, EPAS provides a quieter vehicle with fewer components drawing engine power.

EPAS also enables new technologies that adjust for minor driving annoyances. Pull-Drift Compensation adjusts the steering to correct for crosswinds and minor road crowning, while Active Nibble Control helps eliminate the “shimmy” felt at high speeds when a wheel is out of balance or a brake rotor is warped. Both conditions are alleviated by EPAS independent of driver input, helping ensure Mustang delivers a smooth, comfortable driving experience in all conditions.

Mustang buyers choosing the new V-6 will also get a standard limited-slip differential that provides better handling and more sure-footed grip in poor weather conditions by directing engine torque to the rear wheel with the most traction. When the time comes to slow things down, the 2011 Mustang is also equipped with larger four-wheel ABS disc brakes, with 11.5 inch front and 11.8 inch rear rotors.

Refinements complement advanced features
To reinforce the sporty nature of the 2011 Mustang, all V-6 models will come standard with new instrument cluster graphics, including a speedometer that reads up to 160 mph and a tachometer that reads to 8,000 rpm, reflecting the free-revving style of the new engine.

Additional lightweight soundproofing measures help filter unpleasant, high-frequency noises while tuned intake and dual exhaust add the sounds Mustang buyers relish.

Occupants also benefit from new door seals and a rear wheel arch liner that reduce road noise for a quieter, more enjoyable drive, all with minimal weight gain compared to the 2010 model.

Enthusiasts who want a premium performance-oriented Mustang V-6 can opt for the new Performance Package, which will be available August 2010. Designed for driving enthusiasts, the Mustang V-6 Performance Package comprises:

•A 3.31 rear axle ratio for quicker off-the-line acceleration
•Firmer Mustang GT suspension
•19-inch wheels
•Summer performance tires for improved grip
•A strut tower brace for increased chassis rigidity
•Unique electronic stability control calibration with sport mode for performance driving
For 2011, Mustang also ups the ante on technology and convenience features, including a standard driver’s message center in the instrument cluster and integrated blind-spot mirrors in the side-view mirror housings.

Ford’s MyKey™ system, designed to encourage safer teen driving and safety belt use, also is newly available on Mustang. MyKey allows owners to program the vehicle key using the driver’s message center to incorporate features such as limited top vehicle speed and audio volume, a traction control system that cannot be deactivated, a persistent Belt-Minder® safety belt reminder and various speed alert chimes.

Top safety marks expected
Mustang’s technological advances are also incorporated in the structure of the vehicle to improve safety. The 2010 Mustang coupe earned the U.S. government’s top five-star crash-test rating, a designation the 2011 model is expected to achieve.

The Mustang’s considerable body stiffness contributes to the coupe and convertible’s driving performance and has a parallel benefit in accident protection. While the coupe’s body structure is approximately 31 percent stiffer than the previous Mustang platform, the convertible’s is more than twice as stiff – creating a structure that helps protect the cabin from deformation and intrusion in an impact.

Mustang also uses high-strength steel in its body structure and ultra-high-strength steel in the door intrusion beams for additional side-impact protection.

The front structure’s crush zones are computer-designed to absorb energy in a controlled manner and help dissipate it before it can reach the passenger compartment. Ford engineers have run thousands of design iterations of the Mustang’s front rails to arrive at an octagonal shape that helps spread crash forces evenly to aid in protecting occupants.

State-of-the-art technology adds to the convenience and safety of the 2011 Mustang, from the availability of the latest version of Ford SYNC®, with applications such as Traffic, Directions and Information, 911 Assist™ and Vehicle Health Report, to standard AdvanceTrac® Electronic Stability Control, which complements the all-speed traction control and standard Anti-lock Braking System (ABS).

Additional standard safety equipment includes the Personal Safety System™ which features dual-stage driver and front passenger air bags, safety belt pretensioners and Belt-Minder.

The 2011 Mustang will be built at the Auto Alliance International Plant in Flat Rock, Mich. The new 3.7-liter V-6 will be built at Ford’s recently retooled Cleveland Engine Plant No. 1.

CONCORD, NC and ANN ARBOR, MI – A new era of Mustang racing rolled out here today, piloted by an All-American driver and with a returning sponsor familiar to loyal NASCAR fans.

Three major events were rolled into one today as Ford teamed up with Roush Fenway Racing and Con-way Freight (NYSE: CNW) to unveil the No. 16 Con-way Freight Mustang with driver Colin Braun at Roush Fenway Racing headquarters in Concord, N.C.

Ford announced in July that Mustang, the iconic pony car that has raced for all 45 years of its existence, would compete in the NASCAR Nationwide Series beginning in July 2010 when a limited rollout of NASCAR’s new car begins at Daytona International Speedway. Today marked the first time the NASCAR Mustang was seen in public.

Braun, 21, a native of Ovalo, Texas, will make the move from the NASCAR Camping World Truck Series, where he was the 2008 Raybestos Rookie of the Year, to a full-time Nationwide program next season, along with Con-way Freight, which has been his sponsor for the last two years. Roush Fenway and Con-way Freight recently agreed on a contract extension to remain as a primary sponsor for 18 Nationwide races within the organization.

“I’m so happy that Con-way Freight decided to move up with me to the Nationwide Series for 2010,” Braun said. “They have been a great sponsor for the past two years in the truck series so it means a lot to me that they will continue to support me in the future. I’m also looking forward to driving a Mustang next year. I’ve always thought they are such incredible cars, but have never owned one. Maybe when I win my first race the guys at Ford will want to give me one of my own.”

Hear Colin Braun on his move to the Nationwide Series at www.con-wayracing.com/team/podcasts.

Mustang has a storied history in motorsports and can claim more than 2,000 professional race wins worldwide. Its iconic standing in the auto industry aside, Mustang brings a breath of fresh air and new sense of excitement to the NASCAR Nationwide Series.

“This truly marks the start of the next era of Mustang racing,” said Brian Wolfe, director, Ford North America Motorsports. “We fully expect this Mustang, with drivers like Colin behind the wheel, to start to enjoy the kind of success so many other Mustang racing programs have enjoyed throughout the last four decades. Mustang is a proud and historic brand for Ford. This is a car born to race, and NASCAR is the next logical step for its racing pedigree.”

Braun and Con-way Freight have had good success together and are experiencing a breakout season in 2009. Braun started the season by capturing the first of his three poles to date in the season-opening race at Daytona, and followed that up with his first NASCAR win, which came at Michigan International Speedway in June. He finished 13th in the point standings last year and currently sits seventh with five races remaining this season.

“We’re excited to help unveil the 2010 NASCAR Nationwide Mustang, and to announce Con-way Freight’s first-ever sponsorship in the Nationwide Series,” said John G. Labrie, president, Con-way Freight. “The opportunity to continue working with Ford, Roush Fenway Racing and Colin Braun is a great one for us. Colin’s talent on the track and competitive spirit remind us of our more than 20,000 employees and the commitment they bring to their jobs every day. All of us at Con-way Freight look forward to supporting Colin all the way to another Rookie of the Year win in 2010.”

Con-way Freight’s first venture into racing took place in 2005. In 2006, the company rebranded and changed its name and a racing sponsorship provided an ideal opportunity to build awareness of the Con-way Freight brand in an entertaining and exciting way for both customers and employees.

“Through the first five years of Con-way Racing, we saw that the program was a huge win for Con-way Freight and our customers, so we made the decision to move forward with a new affiliation with Ford, Roush Fenway Racing and Colin Braun,” said Bill Wynne, vice president of marketing, Con-way Freight. “We’ve seen tremendous rewards from those relationships, and that’s why we’re here today to announce a new era of Con-way Racing action in the NASCAR Nationwide Series.”

Mustang currently competes professionally in the NHRA Funny Car and Pro Stock divisions and places like the Grand-Am KONI Challenge, SCCA World Challenge and the Mustang Challenge Series. In addition, thousands of Mustangs see action by grassroots racers at road courses and drag strips all across America.

“I have been a Mustang owner and enthusiast for many years myself so this is an exciting day to see this car racing in NASCAR,” said car owner Jack Roush. “My teams have won several road racing championships over the years in Mustangs, and I look forward to winning more with Colin, Carl (Edwards) and Ricky (Stenhouse, Jr.). With the continued support of Ford and Con-way Freight we plan to give Colin the opportunity for his second Rookie of the Year title in NASCAR, and ultimately a Nationwide Series championship.”

Overall, Roush Fenway Racing has the most all-time victories in the NASCAR Nationwide Series with 107 and two driver championships, courtesy of Greg Biffle (2002) and Carl Edwards (2007).

About Ford North America Motorsports

Ford North America Motorsports, based in Dearborn, Mich., is responsible for major racing operations in North America, including NASCAR (Sprint Cup, Nationwide Series, Camping World Truck), Grand American sports car racing, NHRA drag racing, USAC midget car racing and the Ford Racing Mustang Challenge for the Miller Cup. Ford North America Motorsports also oversees the development and marketing of Ford Racing Engines and Performance Parts, the outreach programs with all Ford Clubs and Ford enthusiasts, and the marketing of the Ford Racing brand through initiatives such as Team Ford Racing. For more information regarding Ford Racing’s activities, please visit www.fordracing.com.

About Roush Fenway Racing

Roush Fenway Racing is NASCAR’s largest team operating nine motorsports teams. Five in the NASCAR Sprint Cup Series with drivers Matt Kenseth, Jamie McMurray, Greg Biffle, Carl Edwards and David Ragan; three in the Nationwide Series with Kenseth, Biffle, Edwards, Ragan, Erik Darnell, Ricky Stenhouse, Jr. and Colin Braun; and one in the Camping World Truck Series with Braun. For more information on any of the Roush Fenway Racing teams, log onto www.RoushFenway.com. For sponsorship inquiries please contact Robin Johnson at 704.720.4645.

About Con-way Freight

Con-way Freight is the industry’s leading less-than-truckload (LTL) freight transportation company, providing guaranteed, day-definite regional and transcontinental service with exception-free delivery, on-time service performance and faster transit times through a single, unified network of more than 300 service centers in the United States, Canada, Mexico and Puerto Rico. Con-way Freight offers LTL freight transportation across North America and through Global LTL™ delivery in the United States from around the world. Global solutions include international less-than-container (LCL) ocean shipments from Asia through its OceanGuaranteed® service; expedited U.S. delivery for inbound international cargoes from Europe through an exclusive alliance with TNT; direct service to more than 30 Bahamian and Caribbean ports through TropicalDirect(SM); and domestic offshore transportation to Alaska, Hawaii and Puerto Rico. Based in Ann Arbor, Mich., Con-way Freight is a certified FAST highway carrier and is ISO 9001- and 14001-, C-TPAT/PIP, ACE- and CSA-certified.

Con-way Freight is a subsidiary of Con-way Inc. (NYSE: CNW), a $5 billion diversified freight transportation and logistics services company. For more information, visit www.con-way.com/en/freight.

Win One of Two New Ford Mustangs at Four Winds Casino Resort on October 24

NEW BUFFALO, MI– Four Winds Casino Resort, the premier gaming destination in the Midwest, is pleased to announce that it will be awarding a 2010 Roush® 427R™ Mustang, valued at $50,000, and a 2010 Ford Mustang GT™, valued at $32,000 along with $22,500 in cash prizes to W Club members on Saturday, October 24. The Roush 2010 427R Mustang includes the new Roushcharger®, which provides 435 horsepower and 400 ft-lb of torque. Additionally, in September more than $185,749 in cash was awarded to 199 W Club members through Four Winds Casino Resort’s W Club Jackpots, which are randomly awarded to players using their W Club card.

Drawings for the cars and for cash prizes, ranging from $1,000 to $3,000, will be held at the top of every hour from 1 p.m. through midnight on Saturday, October 24. The drawing for the Mustang GT will be held at 3 p.m. and the drawing for the Roush Mustang will be held at 10 p.m. W Club members can receive one free entry daily between Monday, September 28 and Saturday, October 24, by visiting the W Club Players Club. Players can earn additional entries by playing slots or table games with their W Club Players Club card through Saturday, October 24. More information on this promotion is available at the W Club.

For more information on Four Winds Casino Resort or to make a reservation, please call 1-866-4WINDS1 (866-494-6371) or visit www.fourwindscasino.com.

The car that was “born to race” is doing just that in 2009… and winning races and championships nationwide.

The 2009 race season is proving to be a banner year for the Ford Mustang. In addition to celebrating its 45th anniversary this year, the iconic pony car has won two series championships already and is positioned to possibly win championship titles in NHRA Full Throttle Drag Racing Funny Car Series, SCCA Speed World Challenge GT Series, and Formula Drift Professional Drifting Championship Series.

GRAND-AM KONI CHALLENGE
For the second consecutive year, the Ford Mustang FR500C swept the triple crown of the Grand Am KONI Challenge, winning team, driver and manufacturers’ championships. Ken Wilden claimed the driver and Wilden and his teammate Dean Martin captured the team title for Rehagen Racing with a sixth place finish at the season-ending Bosch Engineering Octoberfest at Virginia International Raceway. The championship was the first for Wilden and the Rehagen Racing team.

“We took over the points lead by the second race,” said Ken Wilden. “Our performance has been solid and consistent. The Mustang has been a phenomenal car. It feels good to win the championship. It’s been 13 years since my last championship, and it’s been a while since I’ve been in a car that I could say I could win one in.”

Bret Seafuse and James Gue drove their JBS Motorsports Ford Mustang GT to victory at VIR and in doing so jumped Ford to the top of the manufacturers’ standings, edging BMW by four points (348-344) to help Ford capture back-to-back manufacturers’ titles. Ford Mustangs dominated the 2009 KONI Challenge, winning five races and finishing on the podium in eight of the eleven races.

NHRA
With three races remaining in the 2009 NHRA Full Throttle Drag Racing series, six of the 10 drivers eligible for the Countdown to 1 playoff run pilot Mustangs. Carrying the Blue Oval and the pony car into championship run are 14-time champion John Force, Ashley Force Hood, Robert Hight, Mike Neff, Bob Tasca III and Tim Wilkerson. The Ford Mustang drivers have hoisted the coveted Wally Trophy in six out of the last seven races. Heading into Richmond this weekend, Force Hood sits atop the points standings while Hight is a close second, Tasca remains in sixth while Force, Wilkerson and Neff occupy the seventh through ninth positions, respectively.

Hight said it best after clinching the final spot in NHRA’s Countdown to 1, “I’m excited that six of the top 10 are Ford Mustangs and, you know what, one of us ought to win this championship.”

SCCA SPEED WORLD CHALLENGE CHAMPIONSHIP GT SERIES
SCCA Speed World Championship GT Series Mustang driver Brandon Davis is leading the point standings with only one race to left in his season. Davis needs to finish sixth or better in the last race at Mazda Raceway Laguna Seca this weekend to win the Speed World Challenge GT Championship. In his last outing at Road Atlanta, Davis raced in the new 2010 Mustang and hopes to capture the title in the latest model.

“We are optimistic going into the final round, but the fact is, it’s not over yet,” said Davis. “We’re very aware of that, and we’ll be celebrating afterwards hopefully, but for right now, we’re still focused on the task at hand.”

FORD RACING MUSTANG CHALLENGE FOR THE MILLER CUP
One Mustang driver, Andrew Caddell, has already claimed his 2009 championship when he took the checkered flag at Miller Motorsports Park two weeks ago. Caddell is now the two-time Ford Racing Mustang Challenge Series champion. Caddell successful defended his inaugural Mustang Challenge title despite fierce competition from Ted Anthony Jr.

“We won the first race of the year, and then we struggled after that. After the Barber Motorsports Park and the 45th Anniversary of the Mustang, we took the car to the dyno and found that we were 12 horsepower down. We changed the motor, and once we did that, the rest of the season went great,” said Caddell. “We won in New Jersey, we finished second at Laguna and then we finished the season off with another win. It was just a great year.”

FORMULA DRIFT PROFESSIONAL DRIFTING CHAMPIONSHIP
One of the most recognizable cars in the Formula Drifting Professional Drifting Championship Series is the Falken Mustang driven by Vaughn Gittin Jr. Gittin sits third in series standings with one race left in the season. The last round in the series takes place October 16th-17th at Toyota Speedway in Irwindale, California.

OTHER MUSTANGS
Brent Hajek and his Hajek Motorsports stable of ’08 Cobra Jet Mustangs have made a significant impact at the dragstrips in 2009, including winning the season-opening NHRA Winternationals in the car’s debut. Hajek Motorsports also took an E-85 Mustang to Talladega earlier this year where Bill Elliott set a closed course speed record for an E-85 powered car. Next up on the on the horizon for Hajek Motorsports, a land speed record attempt in an E-85 powered 2010 Mustang at the famed Bonneville Salt Flats.

DANVILLE, Va. – James Gue and Bret Seafuse did what they set out to do – win the 2009 Grand-Am KONI Sports Car Challenge Grand Sport (GS) season-ending Bosch Engineering Octoberfest on Sunday at Virginia International Raceway. However, Ken Wilden’s sixth-place finish was enough to keep the points lead and take his first series title.
In the Street Tuner (ST) class, Christian Miller’s car retired just over an hour into the four-hour race, but he was able to hold on to win that title, in a race won by Tom Long and Derek Whitis in the No. 145 Mazda/Freedom Autosport Mazda MX-5.

Gue took the lead on Lap 83 of 108 and led the final 26 laps after taking control from Seafuse – who had led from Laps 66-82 at the point – during the JBS Motorsports team’s final pit stop. Gue and Seafuse celebrated their second victory of 2009 in the No. 37 Trumansburg ShurSave Ford Mustang GT, as they led twice for a race-high 66 laps.

Seafuse – who stated before the race the goal was simply “to win” – started ninth, but Gue moved the car into the lead during his stint, and the two were never shuffled out of the top five.
Meanwhile, polesitter Wilden led the opening two laps, and he and co-driver Dean Martin participated in a different pit stop sequence, opting to stay out during the first of three caution periods while many of the leaders pitted. Martin led two laps during his stint, and Wilden was able to move into the top five during the race’s final hour.

However, Wilden fell outside the top five at the beginning of the final hour, and was eighth on the race’s final restart. Running conservatively enough to stay out of trouble, but aggressively enough to keep the championship lead, Wilden dropped to ninth in the first turn. He eventually finished seventh and was promoted to sixth following a penalty on Billy Johnson, showing emotion upon taking the checkered flag.
The final advantage for Wilden was nine points (317-309) over Gue – who pulled away on the final restart – and Seafuse, who had to settle for second in the championship for the second straight season. Last year, they finished six points behind titlists Scott Maxwell and Joe Foster.

“I wasn’t worried (when they fell behind early in the race),” said Wilden, whose VIR finish tied his season worst. “I knew what our strategy was, and it played out. We just needed to do what we had to do, and we executed. On the first pit stop, we probably should have pitted with the leaders, but we knew we’d catch up again. We expected another yellow. On the championship, I’m just thrilled for the No. 59 Rehagen Mustang, 986 Cooling and Belesta.
“This is a really tight year for us and for Rehagen financially, and they really stepped up for me to come in here and show what we could do,” Wilden continued. “Running with Dean is like having two pro drivers. Hats off to the crew, one of the best pit teams in the paddock. The car was flawless all year. We did not have one failure, and we didn’t replace one body panel all year. I’m very happy and very pleased.”

The championship was also the first for Wilden’s team, Rehagen Racing, and the second consecutive for Ford, which defeated BMW by four points (348-344).

Disappointed with not winning the title, Gue was nonetheless content with winning the race. He held off Salt Lake City 200 race co-winner Johnson on the final restart and pulled away. Side-to-side contact between Johnson and Bill Auberlen in the No. 96 Motul BMW M3 allowed Terry Borcheller to jump ahead of both and into second, 1.305 seconds behind Gue. All 11 GS races this season finished with a margin of victory under five seconds.

“We came into this race knowing we had to win, and that’s all we could control,” Gue said. “I know the (No.) 59 guys had a rough time today, but they still had enough for the championship. But it’s been a great year. We came up a little short in the championship, but I’m proud of Bret and all the guys. They did an outstanding job.”

Borcheller co-drove with No. 28 Fall-Line Motorsports BMW M3 driver Andrew Hendricks, making only his second career KONI Challenge start. Borcheller led 20 laps during the race’s first hour. It was the best-ever finish for Fall-Line Motorsports.

Johnson was issued a 45-second penalty for the contact as well as blocking, dropping him and co-driver Jack Roush Jr. to ninth, the final car on the lead lap, and giving Dan DiLeo and Eric Foss third in the No. 8 Maxwell Paper Products Co. Porsche 997. It marked Maxwell’s first-ever KONI Challenge podium.
Auberlen and Matt Bell finished fourth, while Charles Espenlaub and Charlie Putman took fifth in the No. 91 Sparco/Imported Car Store BMW M3.

Virginia-based Motorsport Technology Group and the No. 18 Evolution Motorsports Porsche 997, with drivers Ryan Dalziel and Payton Wilson of Chantilly, Va., finished 14th, one lap down.

The race marked the debut of the Chevrolet Camaro in KONI Challenge competition. Second-generation drivers David Donohue and Jeff Bucknum co-drove the No. 6 Sunoco entry fielded by Stevenson Motorsports – carrying the blue and yellow colors campaigned by Mark Donohue and Ronnie Bucknum for Penske Racing in the 1969 SCCA Trans-Am Championship. David Donohue qualified 13th and had the car up to third before turning the car over to Bucknum, who retired with clutch problems with 80 minutes remaining. They finished 23rd in class.

The race’s three cautions – all for stalled cars – slowed the race’s average to 88.093 mph.

Miller Wins Title Despite Retirement
Needing only to finish 28th, Miller watched as several cars were withdrawn during the weekend in regards to accidents or mechanical problems. When only 24 cars took the green flag for the start of the race, Miller was given the go-ahead to race for the victory.

Just over an hour into the race, Miller brought his No. 74 Skunk2/034 Motorsport Honda Civic Si to the garage area with a broken axle. He had apparently run over a curb hard enough to cause the damage. He would have liked to have finished the race – one in which he was classified in a season-worst 21st place after starting seventh – instead of sitting in the pits, but he was able to flash a smile after picking up his first series title.

“Absolute reliability,” said Miller, who finished the season with two victories and nine top 10s. “Everybody – Honda, Skunk2, Compass360, every single person involved with this team made this happen. We only won a couple of races early in the season, and every single race, the car has been flawless. We’ve stayed out of trouble and we were able to do the whole distance without scratching the car. New Jersey was amazing, we went 1-2-3 with the team, it proved how hard these guys work and what they can accomplish. From the team standpoint, that was probably the best one.

“I think the car has a soul, and knew that its job was done, and ‘alright, I’m tired, put me away now,’” Miller concluded. “Winning the championship is absolutely incredible. It’s been a long time coming. I’m speechless about how I feel. I’m just thankful, thankful to my folks, and everybody in my life who’s made this possible on a personal level.”

In addition, Miller helped Compass360 Racing and Honda earn their first team and manufacturer titles respectively.

Andrew Aquilante finished fifth in the No. 111 Subaru of America Subaru Legacy with co-driver Kristian Skavnes, able to finish 15 points (296-281) behind Miller for the championship. Both Aquilante and Skavnes ran up front, with Skavnes leading after the first hour, and Aquilante and Skavnes second after the second and third hours. Yet, the final caution dropped them back to their final position, their sixth top five of 2009, after the No. 111 led 38 laps.

“We’re racing against good teams and tough competition, and we came up short at the end,” Skavnes said. “But the team did a great job and I’m proud of them. They did the best they could and we gave them a great battle.”

Long took the lead from Randy Pobst on Lap 87 for ST competitors; he had previously taken second from Freedom Autosport teammate Andrew Carbonell after Carbonell experienced a miss in the engine. He held off Will Turner – who climbed from fifth to second during the final two laps – by 0.342 seconds.
Long ran up front for much of his stint, recording a race-high 35 laps led. He qualified fifth, then led 18 laps before Whitis took over. Then, he passed teammate Carbonell and finally Pobst with 17 laps remaining for the final lead change in ST.

For Long and Whitis, it was their first KONI Challenge victory. Long watched as Carbonell, whom the team hired earlier this year, win at Le Grand Prix de Trois-Rivières, and Long had several podiums both in ST and previously in GS before taking the checkered flag first.

“This Mazda MX-5 was amazing this weekend,” Long said. “Our Performance Friction Brakes lasted the entire four-hour event and Derek Whitis had a fantastic middle stint. I was lucky to get a great restart there at the end. I passed a few cars to get us into contention.”

For Turner’s No. 95 Turner Motorsport BMW 328i co-driver Paul Dalla Lana, it was his first podium. Finishing third were Carbonell and Mark Pombo – two second-generation drivers – in the No. 146 Mazda/Freedom Autosport Mazda MX-5, followed by Pobst and Jamie Holtom in the No. 75 Skunk2/Speed Sport Life Honda Civic Si.

With his seventh place finish, Bret Spaude earned the MESCO Building For The Future Rookie of the Year honors, four points (240-236) over Josh Hurley. Spaude drove the No. 29 Southern Auto Auction Honda Civic Si with Bob Beede and Matt Plumb.

Virginia-based RRT Racing, with its No. 21 RRT Racing BMW 330i, finished ninth with drivers Barry Battle and Michael Dayton. Battle led seven laps.

The season-ending banquet will be held Monday, Oct. 12, at Seminole Hard Rock Hotel & Casino, in Hollywood, Fla.

Sunday’s race will feature the return of a reigning series titlist as well as the Camaro and Challenger to the series. Overall, both classes will crown new driving and team champions, who need only to finish their seasons the same way they started – with strong, consistent finishes.

Ken Wilden (Oakville, Ontario) has led the GS points since he finished third at Homestead-Miami Speedway. He won two races – at Mazda Raceway Laguna Seca and Mid-Ohio Sports Car Course – and finished eighth or better in every race.

Co-driving with Dean Martin (Westland, Mich.) in the No. 59 Rehagen Racing Ford Mustang GT, Wilden needs only to finish 13th to sew up the championship. That shouldn’t be a problem – the No. 59 has finished inside the top 10 in 16 consecutive races dating back to last year. Martin is third in the standings, having only missed the race at Homestead-Miami in his Rehagen Racing team’s bid at a first-ever title.

Christian Miller (San Jose, Calif.) wasn’t originally signed to contest a second season on the ST tour, but he hooked up with team owner Karl Thomson (Toronto) late last year to put together another season-long deal, one which included driving with veteran Randy Pobst (Atlanta). Together, the pair won twice, taking the point lead following their second victory of the season at New Jersey Motorsports Park. Now, Miller needs only to finish 28th in the No. 74 Skunk2/034 Motorsport Honda Civic Si at VIR for his first Grand-Am championship.

Like Wilden’s efforts, it shouldn’t be difficult. The only time Miller – who has started in the top two rows following each of his 10 qualifying attempts – and Pobst have finished outside the top 10 was in January’s Fresh From Florida 200 at Daytona International Speedway, where they finished 12th.

But five other drivers – three in GS and two in ST – still have the chance to steal those titles. In GS, JBS Motorsports teammates James Gue (Alpharetta, Ga.) and Bret Seafuse (Trumansburg, N.Y.) in the No. 37 Trumansburg ShurSave Ford Mustang GT trail by 18 points (292-274), as their ability to produce top finishes has been on par with Wilden’s. Gue and Seafuse won at Barber Motorsports Park, and like Wilden, have finished all 10 races this season in the top 10. However, Wilden owns more podium finishes, and would own the tiebreaker in the case Gue and Seafuse – who finished second in the points in 2008 – won at VIR, by virtue of more second-place finishes.

Matt Bell (Los Altos, Calif.) in the No. 96 Turner Motorsport BMW M3 kept his title chances alive after finishing second Sept. 18 in the Salt Lake City 200 at Miller Motorsports Park. His two victories this season tie Wilden, Martin and Billy Johnson (San Clemente, Calif.) for most in class, but a pair of finishes outside the top 10 early in the season has him fighting more specifically for another victory. Bell, 32 points out of the lead, and Bill Auberlen (Redondo Beach, Calif.) will drive together at VIR.

In ST, Miller’s only threat comes from the Subaru Road Racing Team and No. 111 Subaru of America Subaru Legacy co-drivers Kristian Skavnes (Sparta, N.J.) and Andrew Aquilante (Chester Springs, Pa.), who are 31 points (286-255) in arrears of Miller. Still searching for their first victory of 2009, Skavnes and Aquilante led the standings following Homestead-Miami Speedway, but have been chasing since New Jersey, where they finished sixth. They have top-10 finishes in eight of 10 races.

On the manufacturer side, Ford holds a two-point edge over BMW for the title, which with a victory in GS would snatch the title away. In ST, Honda has the lead, needing only to complete one lap in an effort to secure its first-ever Grand-Am crown.

Aside from the championship, the manufacturers will play a major role this weekend as well. For the first time this season, five different types of cars are entered for the GS race. In addition to the Dodge Challenger, which has recently completed several tests and deemed a “challenger for top finishes” by one of its drivers, Tom Nastasi (Stamford, Conn.), the new Camaro will be on track for the first time.

Stevenson Motorsports’ No. 6 Sunoco Chevrolet Camaro will be co-piloted by David Donohue (Malvern, Pa.) and Jeff Bucknum (Lake Havasu City, Ariz.), whose fathers took a similarly painted Camaro to a road racing championship in 1969. It marks the first time since 2003 a Camaro has been entered for a KONI Challenge race. Nastasi will be joined by Ian James (Paradise Valley, Ariz.) and Erich Heuschele (Detroit) in the No. 5 Blackforest Motorsports TPN Racing Dodge Challenger.

Turner Motorsport will bring its No. 97 Turner Motorsport BMW M3 for Lime Rock Park co-winners Joey Hand and Chris Gleason, while Kinetic Motorsports will bring four BMW M3s and 2007 team champion Automatic Racing two. Race-winning Porsche 997s from this season will come from TRG and Motorsport Technology Group, one of two Virginia-based teams entered. Horsepower Ranch will also bring its No. 61 Valvoline/Roush Ford Mustang GT, which won at Miller Motorsports Park with Johnson and Jack Roush Jr. (Livonia, Mich.).

APR Motorsport has been strong on the ST side, winning four of the last five races. Josh Hurley (Cooper City, Fla.) and Ian Baas (Noblesville, Ind.) one of those races in the No. 171 APR/Gunther VW Volkswagen GTI, and are fifth in driver points and third in team points. Their No. 181 APR/BBS Volkswagen GTI teammates, Dion von Moltke (Coral Gables, Fla.) and Mike Sweeney (San Luis Obispo, Calif.), have a season-high three wins. Hurley leads the MESCO Building For The Future Rookie of the Year point standings by 11 (227-216) over Bill Fenton Motorsports driver Bret Spaude (Bushnell, Fla.).

Also entered is Grand Prix de Trois-Rivières co-winner Andrew Carbonell (Miami) in the No. 146 Mazda/Freedom Autosport Mazda MX-5, one of three cars entered by Freedom Autosport, and the Lime Rock-winning No. 75 Skunk2/Speed Sport Life Honda Civic Si, with reigning ST champion Jamie Holtom (Ottawa) among those scheduled to drive that car.

RRT Racing of Dulles, Va., is the lone Virginia-based ST team, entered with drivers Michael Dayton and Barry Battle, both natives of the Old Dominion State.

Official practice for the Bosch Engineering Octoberfest is scheduled to start at 10 a.m. ET Saturday, with qualifying at 3 p.m. The race is scheduled for noon Sunday.