What's In DFB's Cabinet?

[skinnyb]

There are plenty of great paint coatings on the market, of which I would gravitate towards Gyeon Mohs EVO, Gtechniq CSL/EXO and the ADS Quartz duo.

However, when it comes to wheel coatings, the ADS Wheel Coating is a clear leader for durability, hydrophobics and slickness. It costs more, but then it will last longer.

Armour Wheel Coating – Armour Detail Supply
ARMOUR Detail Supply Wheel Coating - Detailing Shed

Not being a daily and with the application of Hydr02 on a regular basis, you should get two years out of Q2 RIM. The main thing you miss out on with Q2 RIM would be slickness, but the Hydr02 would address that.

Yeah, as long as it repels and keeps brake dust from sticking so bad, I am good. Slickness doesn't concern me on wheels as I only touch them when cleaning (wash mit, brush or pad) and I blow dry thoroughly when done, I don't dry with a towel...

Sponsored

 

[skinnyb]

Well finished up my detailing project today. Did a rinseless wash on the paint (DIY Detail this time ) , a quick dry with ADS Amplify, then used the trusty P21S polishing soap on my exhaust tips to freshen them up. Wiped down with rinseless wash and dried, then a decon wipe (NV Clarity) and put some of the Q2 Rim coating on them since its supposed to be good to 1400 degrees... All good for now turned out really nice.. On to the interior next weekend, really only needs a vacuum and scrub the mats, and wipe down the dash and console...

 

[radar]

Thanks for that D
Love the digital dash in my 18 but always default to most simple traditional style.
I think the range of options is now distracting and potentially brings about what behavioural experts refer to “the paradox of choice”.
I wish we got the dash mounted additional PP gauges for oil pressure etc in Australia - first world problem.
Note the 800 km tank range on my last trip

 

[jd_cobra]

I apologize if it’s been asked and answered before but my phone app is glitching out.

Was just curious what you would use for swirl marks on the outside side mirrors @DFB5.0

 

[DFB5.0]

Well finished up my detailing project today. Did a rinseless wash on the paint (DIY Detail this time ) , a quick dry with ADS Amplify, then used the trusty P21S polishing soap on my exhaust tips to freshen them up. Wiped down with rinseless wash and dried, then a decon wipe (NV Clarity) and put some of the Q2 Rim coating on them since its supposed to be good to 1400 degrees... All good for now turned out really nice.. On to the interior next weekend, really only needs a vacuum and scrub the mats, and wipe down the dash and console...

I want those exhaust tips!

 

[DFB5.0]

I apologize if it’s been asked and answered before but my phone app is glitching out.

Was just curious what you would use for swirl marks on the outside side mirrors @DFB5.0

I'm assuming you mean the painted caps and not the black plastic sections? Any light to medium polish should have that sorted, by machine or hand. Something like Sonax Perfect Finish or Rupes DA Fine on a foam applicator pad (hand) or foam finishing pad (machine).

 

[DFB5.0]

Old vs New!

I remember back when the S650 was unveiled in 2022, there was a lot of conjecture as to how “new” the new Mustang was. This only intensified once the press began to closely scrutinize the new model. The main cause of contention being that this new model was more of heavy refresh and not the new generation Ford would have you believe. And, I guess, that is a valid question. The thing is, Ford have an evolutionary approach to the Mustang. What I’m about to describe will sound familiar to Australian readers and a certain other Ford model.

Ever since the second-generation model went into production, the Mustang has always teetered on the brink of viability for Ford. I don’t mean this in a derogatory manner, it’s just the reality of a volume-centric company making consumer goods. Mustang is not a volume proposition for Ford, but it does have a tonne of market recognition and is seen as a brand builder. That’s not to say Ford lose money on every Mustang, rather the profit per car is significantly lower than a F-150 for example. This then limits Ford’s ability to reinvest come model update time.

You will see this budget constraint in the choice of materials and overall build quality, but also the core engineering of the car itself. And so, when it comes to creating a new model, Ford have to be smart with how and where they spend the money. This is why you don’t see wholesale platform or engine changes at every new model, and each generation lasts often double that of a more mainstream Ford. The exact same thing happened with Australian Ford’s, just on even lower budget.

So, where does the S650 sit in the grand scheme of things? First, we need to consider its predecessor and its legacy in the long line of previous Mustang’s. Many will cite that the S550 was the first Mustang to have IRS, which is not actually the case. The SVT Cobra from 1999 had the same double wishbone IRS found in the AU Falcon, Jaguar S-Type and XF, and Lincoln LS. Still, the S550 was the first to have IRS across the range, which was matched to a redesigned strut front suspension. These two changes fit into the evolutionary model; new suspension adapted to a carry-over platform. In addition to that, the exterior body was all new, as was the interior. In other words, it was the newest Mustang in a very long time.

Early on, there were rumors Ford were going to adapt the new rear-wheel-drive platform that debuted with the current generation Ford Explorer and Lincoln Aviator. I remember there being a lot of push back on that among fans, that the Mustang was going to be lumped with an SUV platform. That’s not how it would have been implemented, Ford would have taken sub-systems from the new platform and built them into the Mustang. Expensive items like the fire wall and engine “box”, electrical architectures and suspension designs would have given Ford economy of scale compared to the orphan Mustang platform. This would have been a more expensive endeavor upfront but would have made sense in the longer term. But……..Ford being Ford chose the cheaper option………….a top hat refresh of the existing platform.

And so, we now arrive at what the S650 became. Keep in mind the chassis hardware had seen significant updates for S550, so it's not like past Mustang’s. Think of this like BF MK II to FG Falcon generational change, a top hat refresh over proven mechanicals. The S550 in comparison was like an AU to BA Falcon type of update. And in some ways, this is not a bad thing.

For S650, most of what sits beneath the skin is carry over. This includes front and rear suspension modules, the floor pan, fire wall and engine bay panels. For the stuff you can see, the roof and both windshields carry over. While the door skins have been changed, the door and glass itself are carried over, including the side mirrors. Ford would dispute that sighting different part numbers, but all they did was change the outer skin and exterior door handle.

The same reskin applies to the boot lid, the actual boot opening is the same and the underside of the boot lid follows the same shape as S550. Actually, it's quite impressive how they changed the look here without a completely new body panel. The rear quarter panels show the most difference, but again, its an outer skin and they follow the carry-over roof and glass hard points.

Obviously, the most visual change has been made via new front quarter panels, headlights, hood and bumper, while the rear had a reprofiled lower truck panel, lights and bumper.

The interior is also a little of something old, a little of something new. The dashboard is completely new, as is the excellent flat bottom steering wheel. The door trims are made with new materials, but are carry over, right down to the same window switches, door handle and grab handle.

The center console is modified for the new electric handbrake/drift brake and a different shifter surround, but otherwise carry over. Seats have new coverings, but also carry over. Missing from the new generation, the secret owner’s manual compartment in the glove box, and the spring loaded compartment below the steering wheel (handy for sun glasses, coins, pens ect). Actually, there is no physical owner’s manual now, its located within the menu system. The pedals, door sill trim panels and gear shifters for manual and automatic transmissions are S550 items too. The most visual change will naturally be those screens and the effort put into the graphics and massive amount of customization options. S650 also moved from Sync 3 to Sync 4 infotainment system.

Mechanically, it’s all about subtle refinement. Both 2.3 EcoBoost and 5.0 Coyote V8 engines remain, but with refinements. The EcoBoost gained a twin-scroll turbo and a small power increase, but it’s only available with the 10R80 automatic. The Coyote enters its 4th generation for S650, it gaining a new dual throttle body and intake system for additional power. Ford also went back to a steel oil pan, probably to suppress the typewriter tick. Exhaust systems carry over, but with different tuning for the Active systems standard on all AUS cars. Both the MT82-D4 6-speed manual and 10R80 10-speed auto carry over, the Darkhorse being the exception, it gets the Tremec TR-3160 6-speed over the MT-82-D4. In the engine bay, some items have moved, the coolant tank for instance, and there is now a remote positive battery post.

While the basic suspension remains, the Performance Pack models come with some significant changes to accommodate the Drift Brake system and inclusion of Brembo calipers. All Performance Pack models take the majority of the rear suspension components used on the S550 GT350 and GT500, you also get a separate caliper for the handbrake. Ford also redesigned the electric power steering for faster and more direct response, Performance Pack models also get the revised steering rack from the S550 Mach 1. Finally, Australian cars now get the strut tower brace.

Please don’t read all the above as me roasting the S650. As I’ve said in the past, the above is me being my analytical self. The thing is, would we have a new Mustang if it weren’t for some items carrying over? Maybe, maybe not. I for one am grateful Ford still sees value in offering the Mustang in its current gas-burning state. A world without a V8 Mustang would be a sadder place, so if the latest generation seems rather familiar, who cares. Ask Camaro fans about this…………….oh wait, GM took the easy path and discontinued their muscle car, and Dodge have done the same by deleting the Hemi V8 for the forthcoming new Challenger and Charger.

Long Live The V8 Muscle Car!

 

[kilobravo]

I sure saw a lot of similarity between the interior of your new girl and Sarah, D. One gauge cluster looked nearly identical as do the door panels, etc. Clearly an evolutionary change.

 

[skinnyb]

I want those exhaust tips!

Man, that is the one thing I have zero desire to upgrade on my Mach 1. First mod on my GT was my Borla exhaust. Ford got the Mach 1 correct out of the box. From the look to the sound, it is just perfect.

 

[DFB5.0]

Polishing!

I have been planning this for more than two years now, how will I be polishing and protecting this new car. And after countless hours of procrastination, I finally arrive at this moment where I immerse myself in getting this car to look the best I can possibly achieve.

In the past, today would have been a very intensive endeavor. Typically, I will wash and decontaminate the car, including iron removal and clay. Drying and taping up would follow, then polishing. This would evidently lead to an element of rush and corners cut. Yes, you read right. Not this time, I wanted to do this at a relaxed pace.

The decontamination took place last week, including iron removal, high pH soap, low pH soap then claying.

After its last wash on Saturday, the car had sat unused while I carried on with my normal schedule of gardening work. So, to start today, all that was needed was a quick rinse-less wash to remove any dust that had settled. Product of choice being the surfactant-based McKee’s N-914, followed by Carpro Eraser to dry the car. I then removed the number plates.

You will notice I have covered up the wheels. After umming and ahhing about buying a set of those for about two years, but I finally pulled the pin. Many detailing companies have a version of these, but to me the Gyeon ones appeared to be better quality compared to the fabric Gtechniq and Maxshine. These simply slip over and hook over the tyre, the base cut straight to line up with the floor. The concept here is to keep polishing dust or splatter off freshly cleaned/detailed wheels. Overall, they proved their worth.

Gyeon Q2M Wheel Covers (4 pack) | Detailing Shed

Then it was time for that time consuming and tedious task of taping up all the trim, badges and headlights. For this car, I took longer than I ever have doing this job.

Get CarPro Masking Tape | 4 Sizes | Waxit – Waxit Car Care

You will see I also placed towels at the base of the windscreen to collect the polishing dust.

In terms of paint condition, it's a mixed bag. It's funny, when you get this up close and personal with a car, you start to notice things. Overall, there were very few scratches, only a couple on the driver's side A-pillar that were easily removed. The gloss black hood vent is atrocious, it being hazed out quite badly, but that's part of the deal with gloss trim. I could also see some mild isolated water spots on the hood and a dust nib on the roof. The main concern for me though is the alarmingly thin paint on the edge of the doors. All of these can be dealt with or ignored, you have to reach a point where you understand that this is a mass-produced car.

In terms of pad and polish, I started with a proven combo of Sonax Perfect Finish on an ShineMate blue intermediate foam pad. After a test spot, I felt I needed just a little more, so switched to the firmer yellow ShineMate cutting pad. I then did the front quarter panels and decided to try a second set of passes with Carpro Relfect and the orange ShineMate polishing pad. Winner! So yeah, I'm effectively two stepping this car.

Now, you might question why I'm two stepping with finishing compounds? Well, Perfect Finish can do some decent cutting, especially teamed with a cutting pad like I did, but then "finish" down acceptably. In my case, adding the super fine Reflect on a softer polishing pad was purely for refinement and extra gloss. I mean, I could have swapped the Perfect Finish for something more aggressive like CutMax of DA Coarse, but why remove more paint when it wasn't needed. I will probably have this car for a while, I want to leave something in the bag for later down the track.

Adding that extra step, I was glad I decided to keep my old ShineMate EB351's, no pad swapping between steps! This also gave me a chance to use both my new Rupes and ShineMate side by side. For the Perfect Finish, I used the Rupes HLR 15 5-inch and the ShineMate 3-inch. I was initially apprehensive about how the new Rupes would perform with the ShineMate pads, there has been suggestion that the HLR doesn't like non-Rupes pads. However, the two worked well together, probably due to the Rupes and ShineMate pads being similar thickness, which helps with regard to the wafer thing backing plate of the HLR.

Switching to the ShineMate 5-inch for the Reflect, you certainly notice how much smoother than Rupes is, but the difference is not the gap you would think. I find the ShineMate's run slower in every position but seems to have a slight edge in torque. The Rupes spins faster and has more speed headroom, but pad stall seems a little more prevalent. And yes, you do need to be mindful of the battery placement on the Rupes, but it's not the issue many would have you believe.

And this is where I started to zone into the job at hand and the photo's stopped. In my ears today, the always entertaining Smoking Tire Podcast. Compared to my usual approach, I started on the vertical panels for this car instead of the usual hood, roof and boot. I worked several panels before calling time for today. The car was then covered up and I'll resume proceedings in the morning.

I still have plenty left to do, including the glass. I'm still un-decided on what to do with the wheels, but the factory items need to be coated before they get too much brake dust exposure. I think I'll get the polishing done, coat the paint, glass and trim, then pull the wheels off and replace them with the HP items off my S550. I can then coat the S650 wheels at my leisure while I make my decision which set will stay on the car.

 

[Bulutt]

Old vs New!

I remember back when the S650 was unveiled in 2022, there was a lot of conjecture as to how “new” the new Mustang was. This only intensified once the press began to closely scrutinize the new model. The main cause of contention being that this new model was more of heavy refresh and not the new generation Ford would have you believe. And, I guess, that is a valid question. The thing is, Ford have an evolutionary approach to the Mustang. What I’m about to describe will sound familiar to Australian readers and a certain other Ford model.

Ever since the second-generation model went into production, the Mustang has always teetered on the brink of viability for Ford. I don’t mean this in a derogatory manner, it’s just the reality of a volume-centric company making consumer goods. Mustang is not a volume proposition for Ford, but it does have a tonne of market recognition and is seen as a brand builder. That’s not to say Ford lose money on every Mustang, rather the profit per car is significantly lower than a F-150 for example. This then limits Ford’s ability to reinvest come model update time.

You will see this budget constraint in the choice of materials and overall build quality, but also the core engineering of the car itself. And so, when it comes to creating a new model, Ford have to be smart with how and where they spend the money. This is why you don’t see wholesale platform or engine changes at every new model, and each generation lasts often double that of a more mainstream Ford. The exact same thing happened with Australian Ford’s, just on even lower budget.

So, where does the S650 sit in the grand scheme of things? First, we need to consider its predecessor and its legacy in the long line of previous Mustang’s. Many will cite that the S550 was the first Mustang to have IRS, which is not actually the case. The SVT Cobra from 1999 had the same double wishbone IRS found in the AU Falcon, Jaguar S-Type and XF, and Lincoln LS. Still, the S550 was the first to have IRS across the range, which was matched to a redesigned strut front suspension. These two changes fit into the evolutionary model; new suspension adapted to a carry-over platform. In addition to that, the exterior body was all new, as was the interior. In other words, it was the newest Mustang in a very long time.

Early on, there were rumors Ford were going to adapt the new rear-wheel-drive platform that debuted with the current generation Ford Explorer and Lincoln Aviator. I remember there being a lot of push back on that among fans, that the Mustang was going to be lumped with an SUV platform. That’s not how it would have been implemented, Ford would have taken sub-systems from the new platform and built them into the Mustang. Expensive items like the fire wall and engine “box”, electrical architectures and suspension designs would have given Ford economy of scale compared to the orphan Mustang platform. This would have been a more expensive endeavor upfront but would have made sense in the longer term. But……..Ford being Ford chose the cheaper option………….a top hat refresh of the existing platform.

And so, we now arrive at what the S650 became. Keep in mind the chassis hardware had seen significant updates for S550, so it's not like past Mustang’s. Think of this like BF MK II to FG Falcon generational change, a top hat refresh over proven mechanicals. The S550 in comparison was like an AU to BA Falcon type of update. And in some ways, this is not a bad thing.

For S650, most of what sits beneath the skin is carry over. This includes front and rear suspension modules, the floor pan, fire wall and engine bay panels. For the stuff you can see, the roof and both windshields carry over. While the door skins have been changed, the door and glass itself are carried over, including the side mirrors. Ford would dispute that sighting different part numbers, but all they did was change the outer skin and exterior door handle.

The same reskin applies to the boot lid, the actual boot opening is the same and the underside of the boot lid follows the same shape as S550. Actually, it's quite impressive how they changed the look here without a completely new body panel. The rear quarter panels show the most difference, but again, its an outer skin and they follow the carry-over roof and glass hard points.

Obviously, the most visual change has been made via new front quarter panels, headlights, hood and bumper, while the rear had a reprofiled lower truck panel, lights and bumper.

The interior is also a little of something old, a little of something new. The dashboard is completely new, as is the excellent flat bottom steering wheel. The door trims are made with new materials, but are carry over, right down to the same window switches, door handle and grab handle.

The center console is modified for the new electric handbrake/drift brake and a different shifter surround, but otherwise carry over. Seats have new coverings, but also carry over. Missing from the new generation, the secret owner’s manual compartment in the glove box, and the spring loaded compartment below the steering wheel (handy for sun glasses, coins, pens ect). Actually, there is no physical owner’s manual now, its located within the menu system. The pedals, door sill trim panels and gear shifters for manual and automatic transmissions are S550 items too. The most visual change will naturally be those screens and the effort put into the graphics and massive amount of customization options. S650 also moved from Sync 3 to Sync 4 infotainment system.

Mechanically, it’s all about subtle refinement. Both 2.3 EcoBoost and 5.0 Coyote V8 engines remain, but with refinements. The EcoBoost gained a twin-scroll turbo and a small power increase, but it’s only available with the 10R80 automatic. The Coyote enters its 4th generation for S650, it gaining a new dual throttle body and intake system for additional power. Ford also went back to a steel oil pan, probably to suppress the typewriter tick. Exhaust systems carry over, but with different tuning for the Active systems standard on all AUS cars. Both the MT82-D4 6-speed manual and 10R80 10-speed auto carry over, the Darkhorse being the exception, it gets the Tremec TR-3160 6-speed over the MT-82-D4. In the engine bay, some items have moved, the coolant tank for instance, and there is now a remote positive battery post.

While the basic suspension remains, the Performance Pack models come with some significant changes to accommodate the Drift Brake system and inclusion of Brembo calipers. All Performance Pack models take the majority of the rear suspension components used on the S550 GT350 and GT500, you also get a separate caliper for the handbrake. Ford also redesigned the electric power steering for faster and more direct response, Performance Pack models also get the revised steering rack from the S550 Mach 1. Finally, Australian cars now get the strut tower brace.

Please don’t read all the above as me roasting the S650. As I’ve said in the past, the above is me being my analytical self. The thing is, would we have a new Mustang if it weren’t for some items carrying over? Maybe, maybe not. I for one am grateful Ford still sees value in offering the Mustang in its current gas-burning state. A world without a V8 Mustang would be a sadder place, so if the latest generation seems rather familiar, who cares. Ask Camaro fans about this…………….oh wait, GM took the easy path and discontinued their muscle car, and Dodge have done the same by deleting the Hemi V8 for the forthcoming new Challenger and Charger.

Long Live The V8 Muscle Car!

My issue with the 650 is the digital dash. Not that I think it’s bad, only that there is nothing Mustang about it. It looks just the same as the dash in a hundred other cars now. Nothing distinguishes it as a Mustang. We have the same dash in my wife’s Mercedes A250.

https://www.flickr.com/photos/10983301@N06/51095997989/in/photostream/

 

[DFB5.0]

My issue with the 650 is the digital dash. Not that I think it’s bad, only that there is nothing Mustang about it. It looks just the same as the dash in a hundred other cars now. Nothing distinguishes it as a Mustang. We have the same dash in my wife’s Mercedes A250.

Agreed, I think Ford could have integrated the screen into a traditional Mustang dashboard design to keep that heritage look.

There has been some suggestion that car makers like this placement of screens because it makes it easier to deal with should there be a warranty claim, as in they don't have to gut the dashboard to get access to the screen. Not sure if that plays out for every brand, but it certainly has merit.

 

[Bulutt]

Agreed, I think Ford could have integrated the screen into a traditional Mustang dashboard design to keep that heritage look.

There has been some suggestion that car makers like this placement of screens because it makes it easier to deal with should there be a warranty claim, as in they don't have to gut the dashboard to get access to the screen. Not sure if that plays out for every brand, but it certainly has merit.

Yes. You are correct. They make millions of them for all brands and if one fails it’s a cheap swap out rather than repairing it. By the way, I love the technology of the digital dash in my Bullit but would have preferred a traditional double gauge arrangement With smaller side gauge.

 

[MAGS1]

Here we go, DIY Detail vs Clean by Pan spray sealant…

 

[50ALM]

I somehow ended up on this ChatGPT thingo today, only for the second time ever.

Initially asking random questions on absolutely nothing to do with cars, but then out of the blue asked about Pan's product release.

Entirely accurate, IMO.


This is in stark contrast to this well-earned AI summary!

Also entirely accurate.

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