I agree with it being an EPA thing as well as a supply chain type thing as well as maybe typical customers may not want to deal with an oiled air filter they need to periodically clean vice just replace. It can be all of the above or none of those reasons. Only the ford engineers can say.

 

Auto manufactures must meet strick laws about sound levels too. They put a CAI on the 2010 GT500, but had to build a big ugly baffle to keep it quite.
They also have a HUGE aftermarket business too. Anyone ever heard of FRPP? (Ford Racing Performance Parts)
Seems pretty smart to me.
FRPP makes CAI's for all Ford cars...

I was told that Ford can make peanuts on the car, but can make tons on the parts that owner will purchase for that car.

Open filters have a quicker "need to change" inturval as well.
So EPA, Sound restrictions and the ability to make parts to improve on an already good thing is why they don't come with them.

As for the BOSS, all above holds true as well as they already had the part done and sitting on a shelf from the regular GT.
Watch, FRPP will have a BOSS Specific CAI coming out soon...

 

That's what I was thinking. A lot of people love the sound. Some hate it. Either way there is no denying the fact that an open CAI generates a lot of noise. Often times you'll hear the CAI overpower the noise of a moderately aggressive exhaust.

 

That's how Harley makes their money too. Ever see a stock Harley? They are difficult to find. Even the ones on the showroom floors typically have some sort of aftermarket mods to the seat, grips, intake/exhaust, handlebars etc.

 

Thats right......About Harleys....WRX...did you get my Voice mail about your VIN inquiry I did?

 

I hope it's not my VIN lol.

 

No....was checking with my sevice guy on the Ticking sound for WRX ........mines on list, his might tick , but his build date not in the BAD list as they say..LOLwaiting on a Loaner and the tool to be sent to Ford here.

 

I don't think I have ticking, I guess I'd have to hear another one with the ticking to make sure. I do have a cold start 1-2 shift issue, but it resolves itself and have had that in other cars, so am not too concerned.

 

Nope. ,mine shifts fine......Pretty much a strong arm and a loud radio fixes most these issues LAMO.....as my sevice guys said, you read all the TSB's out there on any car, will drive you nuts, will be looking and listening for everything, until I turned radio down, never heard my new Brembos squeak when I come to stop or the tick LOL

 

Actually, the engine in the BOSS went through major re-engineering.
http://www.muscularmustangs.com/2010...302_engine.php

QUOTE......................

"Harrison and his team began exploring Boss 302 concepts starting with the engine's ability to breathe - essential to the production of horsepower. Because credible track performance requires high power production between 5,000 rpm and 7,000 rpm, the team needed a new approach to intake manifold design. Borrowing from the Ford Daytona Prototype engines, the resulting short-runners-in-the-box design virtually eliminates lag when the throttle is snapped open while producing peak power output at high rpm.

"The effect of the new intake design is dramatic," says Harrison. "When I took the prototype car to Mustang Chief Engineer Dave Pericak, he took a short drive, tossed me the keys and said ‘Book it…it's in the program.' He knew what we were onto, and that's really the point where the Boss 302 was born."

To take advantage of the racing intake manifold, cylinder head airflow was fully optimized by CNC porting the entire intake and exhaust port and combustion chamber. The painstaking machining process takes 2.5 hours per head to complete. To accompany the higher peak-power engine speed, the team had to engineer a lightweight, high-speed valvetrain and bulletproof reciprocating assembly that would not only hold together for 150,000-plus miles but also produce power at peak rpm.

"What most people don't realize is that engine stresses increase exponentially as engine speeds rise," explains Harrison. "So moving up from GT's 7,000 rpm redline required significant re-engineering of many different parts. Sacrificing reliability and usability over the GT engine was never an option."

Some of the Boss-specific parts contributing to the Boss 302 V8's output and durability include:
-Revised composite intake system with shorter runners, inspired by Daytona Prototype racing engines, for high-rpm breathing
-Forged aluminum pistons and upgraded sinter-forged connecting rods for improved strength, needed for the higher combustion pressures and engine speeds
-New high-strength aluminum-alloy cylinder heads with fully CNC-machined ports and chambers for exceptional high-rpm airflow without sacrificing low-speed torque
-Lightened valvetrain components to provide excellent dynamic performance up to speeds well above the engine redline
-Sodium-filled exhaust valves for improved heat dissipation
-Race-specification crankshaft main and rod bearings for higher load capability and improved high-speed durability
-5W50 full-synthetic oil with engine oil cooler for improved oil pressure and longer-lasting lubrication during extreme racing conditions
-Revised oil pan baffling for improved oil control under racing conditions and during cornering loads greater than 1.0 g

I seriously doubt they used the GT airbox because it was "sitting on the shelf"