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S650 2023 Mustang Chief Engineer / Program Director is Michael Celetino

Discussion in 'Mustang S550 General Forums' started by amk91, Jul 23, 2020.

  1. amk91

    amk91 Well-Known Member

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    #1 amk91, Jul 23, 2020
    Last edited by a moderator: Jul 23, 2020
    Doing some fishing around, I think I found the guy in charge of the whole shebang. Michael Celetino. And judging by the date he started, seems like CD6 Stang was shelved right when Hackett took over in May 2017.

    Looks like 5 years is being spent on this by him. He previously worked on 2017 Lincoln Continental (cough MKS), MKS, and Taurus.

    Wonder if Ford can really manage making CD6 work for the Mustang in 2027, if a Lincoln Zephyr sports sedan was supposed to be on it originally.


    Screenshot_20200723-003951_Chrome.jpg
     
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    amk91

    amk91 Well-Known Member

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    #2 amk91, Jul 23, 2020
    Last edited by a moderator: Jul 23, 2020
    Looks like some important stuff wrapped up in May 2020 as well, via another S650 engineer. Hopefully that's a good thing.


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  3. Twin Turbo

    Twin Turbo Super Moderator
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    Good info, yet again Sir!

    I'd assumed Carl Widmann would have still been the Chief Engineer for S650. As most will know, Dave Pericak was Chief Engineer for S550 through development to production. He was then promoted to head up Ford Performance and is now head of "Icons". Carl Widmann took over from him at lead the team for the '18 refresh up until now.

    However, I guess there would be an overlap over responsibilities as development of S650 would have been underway at the same time as new S550 derivatives (such as Mach 1 and the Ecoboost HPP). Perhaps it doesn't make sense for the same person to be responsible for both.

    In the film "A Faster Horse", Hau Thai-Tang (Chief Engineer for S197) said something along the lines of " if you're a successful Mustang Chief Engineer you get asked to do something better, if not, you're asked to do something else". I expect (hope) Mr Widmann is moving onto bigger things. That being said, working on Mustang IS the pinnacle in my opinion!
     
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  4. DarthMalice

    DarthMalice Well-Known Member

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    Wonder if this new guy was in a faster horse at all? Widmann was the aerodynamics guy on S550. I also wonder if that Barnes guy is still on Mustang. Wish that movie was still on Netflix.
     
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  5. Twin Turbo

    Twin Turbo Super Moderator
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    Tom Barnes is still with Team Mustang. His name was mentioned a couple of times by Jim Owens during the Mach 1 launch. Tom is a lovely gent, I had the pleasure of meeting him outside the Henry Ford Museum a few years back :)
     
  6. Brian@BMVK

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    Barnes is the Vehicle Engineering Manager. That role is responsible for vehicle requirements, attribute integration, trade-off decisions and the overall validation plan of the product to requirements.

    It's what I do for a different company.
     
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  7. IrishStallion

    IrishStallion Well-Known Member

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    Just being an observer, but I would guess this second muscle era is just about done. This covid is the proverbial fork in the back. Manufacturers are not going to be in a rush to produce any of the “fun” stuff until there are signs of the economy coming back on full boil. Not looking good folks...
     
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  8. Twin Turbo

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    S550 was developed during a huge recession, with Detroit having announced bankruptcy. When you're at rock bottom, things can only get better. Pushing through with S550 has been one of Ford's bigger successes :)
     
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  9. noac

    noac Active Member

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    I believe Tom Barnes has a lot of input on PPL2.
     
  10. NoVaGT

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    I remember when the S550 was in development, and all the bullshit that the designers and engineers said it was going to be. Like how it was going to be lighter, smaller, more sports carish. There were round table meetings of the designers and engineers put on Youtube, where they were discussing how much smaller and lighter the car was going to be......

    And then it wasn't.

    I'll skip worrying about who is involved in the design & engineering. I got interested in it the last time, I followed along as the information started coming out about the S550.

    Not going to make the same mistake a 2nd time.
     
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  11. MikeyV

    MikeyV Well-Known Member

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    Regarding continuing on the current chassis, or moving to the CD6.

    I remember a few years back Ford said hey, these are the chassis we are consolidating ALL our vehicles to.

    Focus Chassis/Escape
    CD6 for RWD or 4WD passenger cars
    Ranger chassis
    F-150 Chassis
    Super duty Chassis

    Combine this info with all the chatter of Hybrid (they said it was coming) 4WD (Hey, Dodge did it on Challenger) and what not.

    It seems the effort to get hybrid/4wd stuff into the current S550 chassis would be wasted money when the CD6 has it already.
    The other option to forgo hybrid stuff until the CD6 does come to the Mustang. Then they'd be missing out, especially with FORD's own big electric push.

    But why wait?
     
  12. Hi-PO Stang

    Hi-PO Stang Well-Known Member

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    I think Ford is going to be financially better sooner than most think. I see an awful lot of F150 trucks heading to dealerships now. Try to order a 2020 Mustang and you will find you may have to wait three months to get one. There appears to be an increase in demand for Ford trucks and Mustangs.
     
  13. Jarstang

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    Add to that the 2021 Bronco which is already showing that it will be a big profit maker for Ford.
     
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  14. jpindustrie

    jpindustrie Well-Known Member

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    the beat goes on ...

    they are doing everything they can (and that can including re-using old but good hardware) to keep delivering those 2 door coupes convertibles year after year...
     
  15. S550Boss

    S550Boss Well-Known Member

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    As soon as that infamous spy pic was published showing the IRS underneath an S197, you realized that S550 was just a reworked S197... open up the CAD, rework here and there, and you have S550. Looking underneath at the floor plan at the launch events, seeing the location of all the hard points, the identical structure of the B-pillar (the early drawings of the car even had the exact same B-pillar), the identical width engine compartment (and the BS claim that the former GT500 engine wouldn't fit), things like the + instead the X stamped in the floor pan as just one example... I made this observation to the head of North America at a launch event and got a strange silence and a positive shake of the head.
    There was a lot of hype and BS in the entire program, especially about weight loss when the final car ended up heavier, and heavier than the corresponding Camaro (instead of lighter). I'd like to see a validation of the claim that when they realized how good the new rear suspension was, that they went back to the "bank" and asked for budget for an enhanced front suspension (much needed because of the ridiculous S197 brake dive). However it happened, that was a very good thing. And then there are the numerous changes made for the Shelby programs: hundreds of different parts, changed front hubs, three different sets of uprights and control arms and brake systems in the rear suspension across all the models, etc. At the GT350 launch I asked an engineer about that... yes it was excellent work, very very well done, but it also substantially increased the expense.
    So Ford did a lot of great work with S550... and perhaps the smartest move was internationalizing the Mustang so that it could be sold in far broader markets.
    Likely the S650 is just a "top hat" of this car, with modification for a battery in the trunk for the TBD hybrid engine. I can't see how they couldn't possibly spend the money to add, for example, an AWD V-8 hybrid (and the car's weight balance is bad enough as is). I could see aluminum for the hood, doors and trunk and hopefully the roof... but no more than that.
    CD6 is where it's at... it's already designed for a significant weight loss, the rear suspension is similar to what we have now, and the front suspension is a choice of either ye olde cheap strut (Explorer) or a nice beautiful SLA front suspension in the Lincoln version (and interestingly also in the European Explorer with the hybrid option). And weight saving measures all through and right from the start. This is what you get with a new platform... and a shared [platform. Versus the S550, which was an evolved S197, which was a de-volved and dumbed-down DEW-98 (and a real shame about that).
    Going back even further, Hau Thai-Tang said a lot of stupid and insulting things about the IRS rear suspension for the S197 that was cancelled in the last minute budget and personnel purge. That's why he didn't go any further, and was exiled out of the country until the heat died down.
     
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