This Just Got Real!

[DFB5.0]

Thanks for the kind words and most welcome offer to chat DBF, it did occur to me how different it would have been to those enduring Type 1 in the pre modern Insulin Pen days, and to start at age 6 is almost unimaginable, and a credit to you for getting through.

Keep smiling ! Cheers mate

My parents would have to pin me to the bed to give me injections. I only vaguely remember that, but I certainly remember a time when every single piece of food had to be checked and approved, lollies were for hypo's only.....................probably why I despise Barely Sugar now. I've since become a celiac as well, which is like starting all over again.

Sponsored

 

[DFB5.0]

I would second this Deyon.

Being my first Mustang, I'm not sure how much of the Sync 3 GUI carries forward to the S650's Sync 4, and becoming a "jump start" with terminology, menu structures and general navigation.

I was getting incredibly frustrated with the center screen last week during a drive - not the time for familiarisation. I was almost at the point of cracking the shits, and pulling over, but it was peak hour traffic and just wanted to get home !

Figured it out after a 10 minute session in the garage.
I thought I was comfortable with the navigation and finding things last week, but nope.
This is a car that definitely needs some dedicated garage time.

Get well soon.

And you too @Stevefreestyle

Sync 3 and Sync 4 are similar but used very differently. In actual fact, I rarely ever used the touchscreen in the S550, save for selecting audio source. That was mainly because all of the main functions could be adjusted via those toggle switches, or physical buttons. The S650, everything is in the screen, even the climate control, which is my main gripe. While I get why they did it, I'd much prefer buttons for that stuff.

 

[Stevefreestyle]

My parents would have to pin me to the bed to give me injections. I only vaguely remember that, but I certainly remember a time when every single piece of food had to be checked and approved, lollies were for hypo's only.....................probably why I despise Barely Sugar now. I've since become a celiac as well, which is like starting all over again.

Not an ideal childhood - although character building and wouldn't have been much fun for your parents either, having to subject you to that trauma i suspect. Onwards and upwards!

 

[DFB5.0]

Audio!

I can't drive this car at the moment, but I can sure talk about it!

Before getting started, I’ve always had a thing for audio systems. As a kid, I was given a JVC boom box that my father won in a competition. This was in the days where having dual cassette decks were the norm and CD’s were a luxury. I loved that thing to death. My father also had a killer NAD setup with Bose speakers and a giant ported subwoofer, this had a massive separate amplifier, a then extremely expensive CD player unit and finally a turntable for him to play his huge collection of vinyl from the 70’s and 80’s. At secondary school, my role in the yearly productions was centered around the sound department, so pro-level speakers, cables and microphones. Also in my teens, for my birthday I was then given a killer Panasonic system with dual positional speakers that had integrated subwoofers. That Panasonic was only recently replaced with a set of PSB AM5 powered bookshelf speakers and a SVS sealed subwoofer, driven from a Bluesound Node DAC.

In cars though, I’ve never really been into modifying audio systems. I guess I see it as quite invasive, removing door panels and poking around with wires never appealed to me. So, my car audio has always centered around what the car came with. Some of those have been excellent, some abysmal, more on that later.

It’s safe to say that every V8 Mustang comes with two audio systems. The first is fitted within the cabin, the second is thumping away under the hood and pumping out the back. In a car like this with such an enticing intake and exhaust note, it could be forgiven if Ford didn’t put any effort into the cabin audio system. And in actual fact, I rarely pump up the sound in my “fun” cars, the Ranger on the way to and from work is a different story. So, while I covered the audio system a little in a previous post, lets dive deeper here. The under-hood sound system, well, I’m saving that for later because it's one of the key driving factors for me staying with a Mustang.

In the early FM S550 Mustang’s, the Shaker sound system didn’t get the subwoofer in Australia. Up until now, I had no idea why, but it did later appear on the 2018+ FN models. The Shaker system was fitted to both EcoBoost and GT models and had 9 speakers driven by a separate amplifier. Adjustments were made via the 8-inch colour touchscreen, but Ford also included physical buttons below the touchscreen. Oh, and it had a CD player as well………….remember those?

Researching this post, it seems there were a few different systems offered on S550. There was a basic 9-speaker “Premium” system, a Shaker with 9-speakers and no sub, and Shaker Pro with 12-speakers and the subwoofer, which the later 2018+ FN models got.

In any case, the mid-spec Shaker system on my car had plenty of volume, but it didn’t really have the depth of sound you’d hope for, no doubt because of the missing subwoofer. As I said earlier, with a Borla exhaust fitted, I wasn’t pumping music in that car much, it was mostly windows down and my right foot controlling the volume.



One thing I noticed while playing around with the sound settings on that car was the following graphic………………

Not doing a specific RHD image here means some confusion. Do you adjust for the “driver” pictured on the screen, or the physical location of the driver on a RHD car? I never did figure that out.

For S650, there are again different audio levels. The base Premium system has 9-speakers and an amplifier. However, all Australian spec Mustang’s (EcoBoost, GT and Darkhorse) get the top spec system fitted as standard, it’s an otherwise $995 option in the US. Ford and Bang & Olufsen have been working together for several years now, from what I can gather, the Mustang got a B&O system at some point in 2020.

https://corporate.bang-olufsen.com/en/partners/automotive/ford/mustang
https://assets.ctfassets.net/8cd2cs...f99e9e12d8ff8b71f2/B_O_Mustang_English_US.pdf



Now, I’m under no illusion that this B&O system is the be all and end all. Quite often partnerships like this are only surface level, the car company ends up simply paying a license fee for some basic collaboration and to put a brand name audio in the brochures. So, read the following with a grain of salt. This information comes from B&O back in 2020, but I would be surprised if things have changed since then considering the amount of carry over on S650.

Pulse-raising performance, passionate precision -
Your heart beating in your ears won’t be the only thing you can hear over the roar of the engine with the B&O Sound System for the Ford Mustang. The exhilarating premium audio performance is tailor made for the track and specifically designed for the unique acoustic environment inside the Ford Mustang. A soul-stirring 12-speaker system powered by 900 watts delivers a passionate and powerful audio performance precisely engineered to match the Mustang’s unique sound profile. Feel every note as you tear up every mile with the B&O Sound System for Ford Mustang.

Sound that conquers the curves -
The racing-inspired profile and low driver and passenger positions inside the Ford Mustang create an acoustic environment as noteworthy and unique as the legendary muscle car itself. The B&O Sound System has been painstakingly built and expertly tuned to hug every subtle curve inside of the cabin. Unique 3-way speakers in the doors deliver even more nuanced and multi-dimensional sound, so whether on the road or racetrack your sound experience remains remarkable.

Heart-pounding harmony -
Some cars are made to be silent, and some cars are made to roar. Hearing and feeling the roar of the Ford Mustang is a critical part of every thrilling drive. The sophisticated tuning of the B&O Sound System doesn’t compete with the engine, it perfectly matches the acoustic signature of the Ford Mustang for precise and powerful audio reproduction. So having a premium sound system and a heart-pounding engine in the Ford Mustang isn’t an either/or, but a “yes, and yes.”

Seamless sound from 0-60mph, or standing still -
Serious speed and superior sound can sometimes be at odds. That’s why the tuning of the B&O Sound System has been put through its paces. Expert acousticians, many who are also practicing musicians, do hundreds of hours of static and dynamic testing to ensure that no matter the driving conditions, the audio performance remains purity in motion.

Serious Power -
The premium B&O Sound System features 12 speakers including 4 x 170mm woofers and a trunk mounted subwoofer delivering incredible low frequency performance powered by an impressive 900 watts. With 3-way speakers in the doors and audio tuning specific to the demands of the Ford Mustang, the B&O Sound System delivers unique power and passion

Sophisticated and seamless design -
Derived from the iconic product design of the Bang & Olufsen products for the home, the design of the B&O Sound System is a blend of sleek styling and Scandinavian minimalism. The linear pattern on speaker grilles supports acoustic transparency and the lateral fading helps the speaker grilles blend seamlessly with the interior of the Ford Mustang.

So, long story short, the Bang & Olufsen system in the Mustang has a separate amplifier, 12 speakers (which includes 4 small woofers) and larger separate subwoofer mounted in the boot.

Giving it a workout last week, I can confirm that this B&O system is very good and a marked improvement over the Shaker in my S550. There is plenty of volume headroom, the subwoofer adding some much-needed depth when things get thumping. Compared to the Shaker, there is no need to crank the bass settings either.

Other than volume knob and the audio controls on the steering wheel, all adjustments are made by the central display screen. To access adjustments, you can either tap the Sound tab from the audio page, or via the Settings tab accessed from the home page.

And look! They figured out RHD orientation!

So, how does this Bang & Olufsen system compare to the other cars in my past and present fleet? For the most part, all of my cars have had the factory upgrade audio systems (where available).

My first car, an 2001 AU III Fairmont had the 6-speaker Prestige system, which was more than adequate. The Prestige part mainly referenced the inclusion of two A-pillar mounted tweeters and a 6-stack in-dash CD player. Fancy! To much embarrassment, I had to have that head unit removed and repaired. When I went back to have it re-installed, the guy sniggered at the Kylie Minogue CD they extracted from it. Bastard!

That car was replaced by the 2008 Falcon XR6. The Premium Sound system was available with the Luxury Pack, but I didn’t like the plain looking wheels and the grey ICC panel that came with the Lux pack, so I ordered Premium Sound as a standalone option. For FG, this meant 8-speakers, a separate 150-watt amplifier and a parcel shelf mounted subwoofer for a total 262-watts. Premium Sound also included a 6-stack CD player and the 8-inch colour screen. Compared to what I had experienced till thar point, this would be the best car audio I had experienced. The sub made a huge difference over the Prestige system in my old car. My only screw up here was not also optioning the Tech Pack for the iPod (remember those) and Bluetooth integration.

You can actually chart a downward line in relation to audio quality (or lack thereof) in Falcon’s, it getting worse and worse with each model change. For that reason, I can safely say that the Premium Sound in my 2002 T3 TS50 was actually a better system despite being older than the FG. Till now, that was the best sound system I ever had in a car. It had fantastic bass potential, great clarity and plenty of volume headroom. This system had 250-watts total, with 11 speakers, a separate amplifier and subwoofer, a “computer-controlled tuner” (ooooh), a 6-stack in-dash CD player, a “logic controlled” cassette deck and………..wait for it………………….a power antenna!

For the FGX in 2014, Ford really pulled every cent they could out of the audio system. Being the flagship, the XR8 came standard with “Premium Sound” and the then new Sync 2 system with a colour touchscreen and DAB capability. The 6-stack CD player was removed though. Despite the specs reading the same as FG, 9 speakers/150-watt amplifier & subwoofer, something had clearly changed off page and out of sight. I have never heard a worse sounding car audio system, the lack of volume, no bass headroom and the high amount of background static was and is extremely disappointing. The result is a muddy sound profile with no clarity…………..it’s probably the worst part of the car. Lucky the big instrument under the hood makes up for it.

When the Jaguar arrived, I was keen to sample the Meridian system that came with the car. With 11-speakers, 380-watts and an 8-inch colour touchscreen, on paper it sounds impressive. But despite offering great volume, it lacks punch and bass headroom. Apparently, this setup includes a subwoofer, but it’s hard to detect, maybe its more subtly integrated than the obvious thumpa-thumpa of what the Falcon systems do? It would seem there was a higher spec audio offered, called Meridian's Digital Surround Sound System. This was offered in conjunction with the higher-spec InControl Touch Pro package and 10.2-inch touchscreen. In any case, I have to say that I wasn’t bowled over by this Meridian system.

The two-speaker setup on my 2010 PK Ranger was understandably poor. On my current PX MK II Ranger, the 4-speakers do a great job in this small cabin. It easily out-punches the XR8 for volume, bass and clarity. Who would have guessed that?

And so, the B&O system sits towards the top of the charts here. The XR6 probably has a little more punch, but the B&O has more clarity at higher volumes. Not to mention having modern wireless audio streaming............... no aux cords or CD players required here. In third would be the Meridian, then the Ranger, the XR8 a distant last place. If I was including past cars too, the B&O would still sit at the top, but the T3 TS50 would easily take second and then third to the FG XR6.

I just wish I could stop talking (typing) about this thing and get out drive it instead.

 

[5.0ALM]

To be honest, I tend to spend more time listening to the intoxicating sound of the V8, than the stereo!

I'm forever turning the stereo down, and putting the window down to soak up that throaty goodness.

Once I've had my fix, both the window and stereo go back up, and I'll even put the exhaust into quiet mode.
One extreme to the other... because I can!

I think the B&O system is very good, and have no complaints with it.

 

[Stevefreestyle]

To be honest, I tend to spend more time listening to the intoxicating sound of the V8, than the stereo!

I'm forever turning the stereo down, and putting the window down to soak up that throaty goodness.

Once I've had my fix, both the window and stereo go back up, and I'll even put the exhaust into quiet mode.
One extreme to the other... because I can!

I think the B&O system is very good, and have no complaints with it.

MY 2017 GT had the upgrade from the earlier Shaker, and sounded like a Tin Can.......on a good day!

The B&O is definitely a massive improvement (chalk & cheese!) in fidelity and especially Base-Mid range - sounds great (to my ears lol) !

BTW I was also a bit of an Audiofile- had a set of Cerwin Vega (12") Speakers, monster Cables etc

 

[DFB5.0]

To be honest, I tend to spend more time listening to the intoxicating sound of the V8, than the stereo!

100% agree.

 

[DFB5.0]

Gearing Up!

Previous to my S550, the only manual cars I had driven were basic work vehicles, think delivery vans and single-cab pickups trucks. In 2010, I took delivery of manual PK Ranger, which became my daily driver. That car was replaced in 2016 with a new PX MK II Ranger. In both cases, Ford did not even offer an automatic transmission, so I really didn’t have a choice. I would complain about the diesel-manual combo being a drag in daily driving, but both of those cars taught me how to heal-toe rev match and hone my shifting skills.

For any other car I have bought, I’d confidently say that a manual was never part of the equation, to the point where it wasn’t even considered for more than a second. Why? Because in most cases, the auto was faster or the better option, to the point where I truly doubted the whole point of a manual in modern motoring. Once upon a time, you bought the manual because it had more gears, was faster, more efficient and overall, the better driving experience. However, once automatics started to match and then exceed a manual in terms of gear count, the balance shifted. You know, a lot is said about “save the manual” or “you’re not a real car enthusiast if you don’t like or buy a manual”. Said people will almost always have an automatic in their daily driver, probably the “fun” car too. So, what is the hype about? If they are so good, why don’t car companies sell more of them…………….and that includes sports cars where both options are offered.

So, after all that……………………I’ve said this before, but it wasn’t until I bought a Mustang did I come to understand why so many people get hooked on the whole V8 manual thing. In complete contrast to what I said above, I didn’t even consider the auto when placing my order for the S550. Why? Because if I was jumping in the deep end, I wanted the full Mustang experience.

Very early on, I felt like I had made a mistake going for the Getrag MT-82 6-speed manual. The strange clutch action made it difficult to drive off the line, it was a case of stalling it or stuttering away from a set of lights. Not cool. I was dialing up revs like I would normally, when in fact it was better to allow the car to it for you, as in, ease off the clutch and the computer responds with the correct amount of throttle. Obviously that changes when doing a hard launch, but it took me a while to get used to that arrangement. Once I did though, I began to really love that relationship between hands and feet.

Now, the elephant in the room……………..the Chinese made Getrag MT-82 and its reputation for poor reliability. The thing is, I think what ruins this transmissions reputation is a lack of build consistency rather than quality. Some of them are brilliant, some of them are grindy, some of them make a lot of noise, some of them break. Mine? Well, it was extremely noisy at low speed from brand new and had the very occasional gritty shift into third. The later 2018+ MT-82 D4 was stronger than before, but was way overgeared for the high revving Coyote, which sifted the balance toward the 10-speed auto. I have a personal belief that those who manage to blow up MT-82’s are shifting them in the most brutal of ways, then complaining when it breaks. There are plenty of videos on YouTube showing some tuff young lad powershifting his Mustang (or Camaro, Corvette……….) to prove this theory.

It wasn’t until I got to drive a few 6-speed auto Mustang GT’s did I fully appreciate the manual experience. The Ford-GM ZF 6-speed copy was ok, but nowhere near as good as the real ZF 6-speed, they just lacked the sharpness of the manual and felt like an old school slush box in comparison. With the MT-82 manual, I liked it more than the internet had me believing. The direct shift linkage made this version more precise compared to the MT-82 fitted to my Ranger and its horrible remote shifter linkage system. I especially loved the ultra-short gearing, which made the car feel more powerful than it was. I also liked the shift weight and crisp feel through the just-right shifter. Many owners swapped out the shifter knob, but I thought Ford got it right. I would have liked a better pedal placement to make heal-toe easier, many fitted aftermarket kids to remedy this.

So why, you may ask, did I go for the 10-speed automatic if I loved the manual V8 Mustang experience? Once again, I wanted to try something new. If Ford had put the Tremec in the GT as well as the Darkhorse, maybe that would have made the decision harder to make. I think its pretty obvious that the Tremec is what Ford should be using instead of the MT-82, for both strength and the shorter gearing. So, choosing the 10-speed was for two reasons, the aforementioned “something new” and for the shorter gearing and how it better suits the high-revving Coyote V8.

The 10-speed automatic was part of a co-development between Ford and General Motors, designed for use in rear-wheel-drive applications. Ford actually did the design work here, with GM taking lead on the 9-speed transverse gearbox. Both companies manufacture their own versions and it’s widely fitted to a range of models, on the Ford side that includes the F-150, Ranger, Bronco, Explorer/Aviator, Expedition, Mustang and even the RWD Transit. While there are five different torque ratings for this gearbox, the Mustang uses the 10R80 version, which started production at Ford's Sharonville Transmission plant in 2018. The 10R80 is a conventional torque converter automatic, with the overall design layout based on the ZF 8-speed. It features a unique triple-clutch arrangement, all the while being the same physical size as the previous 6-speed auto.





I’ve driven plenty of 10-speed automatic Ford’s, both in Ranger and Mustang. Obviously, the diesel 10-speed experience is a world apart from a V8 Mustang, so comparisons and comments regarding those are not relevant here. I have driven S550’s with the 10-speed, and found them excellent when the hammer went down, but felt they were lost at low speed/normal driving conditions. Too many gears, too many choices. So, ordering a new S650 10-speed was a moment of blind faith.

In the intervening years, Ford have worked hard on improving the calibration for the 10-speed auto, both in Ranger and Mustang. The most obvious change I have noticed is they do far less gear-skipping, so the upshifts are smoother and more natural feeling. In early examples, I found that the gear skip left the engine labouring after an upshift.

In this S650, so far I have been really liking this transmission. I think it goes without saying, I really dislike CVT autos, but then I also don’t really love DCT’s either. For me personally, a torque converter is the perfect compromise, especially since the advent of the ZF 6 and 8-speeds. The slushiness of a traditional torque converter is mostly gone, so you get a much more responsive feel and none of the abruptness that can come from a DCT. In the Mustang, the shift speeds both up and down are great, the rev-match down shifts are epic! The gearbox shift response and calibration can be altered via the drive mode, and manual shifts are available at any time via the paddles, reverting back to auto after afterwards. Manual control can also be locked by moving the shifter from D to M.

I will say though, manual inputs by the paddles are quite delayed. I went looking to see if the drive mode selection made a difference here, however there was no mention of improved response, just that the actual gear shifts were quicker in Sport/Drag/Track modes, not necessarily faster manual response. Those modes do provide more sensitivity to throttle inputs when left in drive, likewise holding gears for longer before upshifting.

In normal driving, the transmission is very smooth and natural feeling. Having said that, you do hear the car shifting a lot. In heavier acceleration, up to a point at the moment as the car is still too new for aggressive driving, the shifts are firm and quick in engagement. As mentioned, those rev matched down shifts are a delight, especially the 3rd to 2nd. I also love having paddle shifters on a performance car for the first time. At some point, I may look at extenders for the paddles, they are just a tad small, especially when cornering.

If I was to critique, it would be minor. The above-mentioned slow response to manual inputs being the main one. The second, I would still love to have manual function with the gear lever, something Ford themselves did so right with the BA through FGX Falcons, push forward to downshift, pull back to upshift. And lastly, with so many gears to account for, it can be hard to know what gear is being used unless in manual mode. On the Ranger, you can actually initiate a gear count in auto mode, which I find quite useful.

Overall, I’m happy I went automatic this time. I did think I would get bored without the manual transmission, but that hasn’t really played out so far. An automatic just suits my driving style more, and with a competent auto, it means I can set it to KILL and have some fun, then select D and enjoy the comfort at the end.

 

[VB50GT]

The first time I used the paddles to downshift, it showed 7th gear on the dash, and I thought "7th, what the hell is 7th...???"
Having driven 5-6 speeds for a very long time (manual or auto), your brain gets conditioned to when to use 3rd or 4th etc, and I guess being a 10 speed I considered 6th to be roughly equivalent to 3rd, 8th to be equivalent to 4th etc - but 7th...???

 

[PKs]

Gearing Up!

Previous to my S550, the only manual cars I had driven were basic work vehicles, think delivery vans and single-cab pickups trucks. In 2010, I took delivery of manual PK Ranger, which became my daily driver. That car was replaced in 2016 with a new PX MK II Ranger. In both cases, Ford did not even offer an automatic transmission, so I really didn’t have a choice. I would complain about the diesel-manual combo being a drag in daily driving, but both of those cars taught me how to heal-toe rev match and hone my shifting skills.

For any other car I have bought, I’d confidently say that a manual was never part of the equation, to the point where it wasn’t even considered for more than a second. Why? Because in most cases, the auto was faster or the better option, to the point where I truly doubted the whole point of a manual in modern motoring. Once upon a time, you bought the manual because it had more gears, was faster, more efficient and overall, the better driving experience. However, once automatics started to match and then exceed a manual in terms of gear count, the balance shifted. You know, a lot is said about “save the manual” or “you’re not a real car enthusiast if you don’t like or buy a manual”. Said people will almost always have an automatic in their daily driver, probably the “fun” car too. So, what is the hype about? If they are so good, why don’t car companies sell more of them…………….and that includes sports cars where both options are offered.

So, after all that……………………I’ve said this before, but it wasn’t until I bought a Mustang did I come to understand why so many people get hooked on the whole V8 manual thing. In complete contrast to what I said above, I didn’t even consider the auto when placing my order for the S550. Why? Because if I was jumping in the deep end, I wanted the full Mustang experience.

Very early on, I felt like I had made a mistake going for the Getrag MT-82 6-speed manual. The strange clutch action made it difficult to drive off the line, it was a case of stalling it or stuttering away from a set of lights. Not cool. I was dialing up revs like I would normally, when in fact it was better to allow the car to it for you, as in, ease off the clutch and the computer responds with the correct amount of throttle. Obviously that changes when doing a hard launch, but it took me a while to get used to that arrangement. Once I did though, I began to really love that relationship between hands and feet.

Now, the elephant in the room……………..the Chinese made Getrag MT-82 and its reputation for poor reliability. The thing is, I think what ruins this transmissions reputation is a lack of build consistency rather than quality. Some of them are brilliant, some of them are grindy, some of them make a lot of noise, some of them break. Mine? Well, it was extremely noisy at low speed from brand new and had the very occasional gritty shift into third. The later 2018+ MT-82 D4 was stronger than before, but was way overgeared for the high revving Coyote, which sifted the balance toward the 10-speed auto. I have a personal belief that those who manage to blow up MT-82’s are shifting them in the most brutal of ways, then complaining when it breaks. There are plenty of videos on YouTube showing some tuff young lad powershifting his Mustang (or Camaro, Corvette……….) to prove this theory.

It wasn’t until I got to drive a few 6-speed auto Mustang GT’s did I fully appreciate the manual experience. The Ford-GM ZF 6-speed copy was ok, but nowhere near as good as the real ZF 6-speed, they just lacked the sharpness of the manual and felt like an old school slush box in comparison. With the MT-82 manual, I liked it more than the internet had me believing. The direct shift linkage made this version more precise compared to the MT-82 fitted to my Ranger and its horrible remote shifter linkage system. I especially loved the ultra-short gearing, which made the car feel more powerful than it was. I also liked the shift weight and crisp feel through the just-right shifter. Many owners swapped out the shifter knob, but I thought Ford got it right. I would have liked a better pedal placement to make heal-toe easier, many fitted aftermarket kids to remedy this.

So why, you may ask, did I go for the 10-speed automatic if I loved the manual V8 Mustang experience? Once again, I wanted to try something new. If Ford had put the Tremec in the GT as well as the Darkhorse, maybe that would have made the decision harder to make. I think its pretty obvious that the Tremec is what Ford should be using instead of the MT-82, for both strength and the shorter gearing. So, choosing the 10-speed was for two reasons, the aforementioned “something new” and for the shorter gearing and how it better suits the high-revving Coyote V8.

The 10-speed automatic was part of a co-development between Ford and General Motors, designed for use in rear-wheel-drive applications. Ford actually did the design work here, with GM taking lead on the 9-speed transverse gearbox. Both companies manufacture their own versions and it’s widely fitted to a range of models, on the Ford side that includes the F-150, Ranger, Bronco, Explorer/Aviator, Expedition, Mustang and even the RWD Transit. While there are five different torque ratings for this gearbox, the Mustang uses the 10R80 version, which started production at Ford's Sharonville Transmission plant in 2018. The 10R80 is a conventional torque converter automatic, with the overall design layout based on the ZF 8-speed. It features a unique triple-clutch arrangement, all the while being the same physical size as the previous 6-speed auto.




I’ve driven plenty of 10-speed automatic Ford’s, both in Ranger and Mustang. Obviously, the diesel 10-speed experience is a world apart from a V8 Mustang, so comparisons and comments regarding those are not relevant here. I have driven S550’s with the 10-speed, and found them excellent when the hammer went down, but felt they were lost at low speed/normal driving conditions. Too many gears, too many choices. So, ordering a new S650 10-speed was a moment of blind faith.

In the intervening years, Ford have worked hard on improving the calibration for the 10-speed auto, both in Ranger and Mustang. The most obvious change I have noticed is they do far less gear-skipping, so the upshifts are smoother and more natural feeling. In early examples, I found that the gear skip left the engine labouring after an upshift.

In this S650, so far I have been really liking this transmission. I think it goes without saying, I really dislike CVT autos, but then I also don’t really love DCT’s either. For me personally, a torque converter is the perfect compromise, especially since the advent of the ZF 6 and 8-speeds. The slushiness of a traditional torque converter is mostly gone, so you get a much more responsive feel and none of the abruptness that can come from a DCT. In the Mustang, the shift speeds both up and down are great, the rev-match down shifts are epic! The gearbox shift response and calibration can be altered via the drive mode, and manual shifts are available at any time via the paddles, reverting back to auto after afterwards. Manual control can also be locked by moving the shifter from D to M.

I will say though, manual inputs by the paddles are quite delayed. I went looking to see if the drive mode selection made a difference here, however there was no mention of improved response, just that the actual gear shifts were quicker in Sport/Drag/Track modes, not necessarily faster manual response. Those modes do provide more sensitivity to throttle inputs when left in drive, likewise holding gears for longer before upshifting.

In normal driving, the transmission is very smooth and natural feeling. Having said that, you do hear the car shifting a lot. In heavier acceleration, up to a point at the moment as the car is still too new for aggressive driving, the shifts are firm and quick in engagement. As mentioned, those rev matched down shifts are a delight, especially the 3rd to 2nd. I also love having paddle shifters on a performance car for the first time. At some point, I may look at extenders for the paddles, they are just a tad small, especially when cornering.

If I was to critique, it would be minor. The above-mentioned slow response to manual inputs being the main one. The second, I would still love to have manual function with the gear lever, something Ford themselves did so right with the BA through FGX Falcons, push forward to downshift, pull back to upshift. And lastly, with so many gears to account for, it can be hard to know what gear is being used unless in manual mode. On the Ranger, you can actually initiate a gear count in auto mode, which I find quite useful.

Overall, I’m happy I went automatic this time. I did think I would get bored without the manual transmission, but that hasn’t really played out so far. An automatic just suits my driving style more, and with a competent auto, it means I can set it to KILL and have some fun, then select D and enjoy the comfort at the end.

At some point, I may look at extenders for the paddles, they are just a tad small, especially when cornering.

My experience on the S550 is that the extenders do little for changing where the paddle needs to be flipped for the pivot point to do it's thing. Touching on the end of the extender does nothing on mine and the gear shift does not engage unless it is pressed virtually where the oem paddle end is. They look sporty though!

 

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At some point, I may look at extenders for the paddles, they are just a tad small, especially when cornering.

My experience on the S550 is that the extenders do little for changing where the paddle needs to be flipped for the pivot point to do it's thing. Touching on the end of the extender does nothing on mine and the gear shift does not engage unless it is pressed virtually where the oem paddle end is. They look sporty though!

Thanks for the feedback, I won’t bother then. I have some decent metal ones fitted to the Jag, they work as expected.

 

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Ford Performance Oil / Air Separator Kit Installation

One of the things I love about Mustang ownership is the huge aftermarket support for the car, allowing customers to tailor the car to their heart’s desire. Now, I normally don’t do aftermarket, so this is where Ford Performance comes into the equation. Ford recognizes the desire for high quality aftermarket parts, and so via Ford Performance, owners can buy and fit OEM quality parts without voiding warranty or looking tacky. To me, this means my car remains OEM looking, and without the janky fitment often found on aftermarket parts.

Like my previous Mustang, I’ve decided to fit a Ford Performance Oil/Air separator, or catch can. Now, there are countless aftermarket options in this space, some actually offer easier emptying via a screw-on cannister. But some of those also require butchering of the OEM hoses. So, I think you can see why I stuck with the OEM+ option here, it just fits as it should.

For S650, Ford Performance are selling this kit with a pair of catch cans, one for each cylinder bank. On earlier S550’s, only the left-hand bank was covered, although FP did offer a dual kit for Mach1 and Bullitt due to the removal of that hideous engine cover. Because of the dual cans and double the hose count, you are looking at twice the price. I was actually a little shocked by the price of this kit offered by local vendors, but once I had added shipping and currency conversion, then factored import duty, its no cheaper ordering from the USA directly.

2024 Ford Mustang GT, Dark Horse Catch Cans L & R | THE MANCAVE GARAGE
2024 MUSTANG 5.0L AIR/OIL SEPARATOR KIT L & R - Herrod Performance

Installation is easy, if someone with low mechanical confidence like me can do it, so can you. Each kit comes with a QR code that links you to the Ford Performance website, where you can then download the installation instructions. Word of warning for RHD customers, the instructions are orientated for LHD/US market cars, so take that into consideration when directed to work on the "passenger" side or "drivers" side. You will also notice differences in the pictures as the RHD cars have different placement of the battery and wiring harnesses. What you see in the following install should provide a better guide for RHD applications.

INSTRUCTIONS FOR M-XXXX-XXXX

Only basic tools are needed. I'd suggest a smaller 1/4-inch socket set, ratchet spanners and a torque wrench if you are super keen..............or super anal.....................I'll let you figure out which is me.

On S550, the catch can was attached to the rocker cover using push pins that clicked into two existing holes. On S650, the new throttle body arrangement means the catch cans need to be mounted on the body, which explains the two black painted steel brackets. Those two brackets are your starting point.

For the right-hand (driver) side, the bracket with two mounting points is used. You first need to remove the two 8mm fasteners from the grounding straps.

Using the two stud bolts supplied with the kit, install these in the same locations using a 13mm ratchet spanner. Ford suggest tightening to 12 Nm, but you will only have access to the lower stud for a torque wrench.

Next, wrangle the bracket onto the studs. I found it needed some slight persuasion to align the two bracket holes, which I suspect was due to the slight difference in RHD layout. Using the supplied 10mm nylock nuts, secure the bracket in place with a ratchet wrench. Ford suggest 10 Nm for these fasteners, but again, only the lower nut is accessible with a torque wrench.

(Apologies for this image, just couldn't get it right)

To fit the left-hand (passenger) side bracket, only one mounting point is used. First, you need to remove the wiring harness clip from the coolant tank stud. You may need to use angled pliers to help release this press-fit clip, it fought me a little.

The bracket is then slid over the stud and secured with the remaining 10mm nylock nut, again 10 Nm is the spec. On RHD cars, you will need to hold the wiring harness away with your finder to get the bracket in place and secure that nut, LHD cars don't have a harness here. You will also notice it orientates a specific way to straddle the coolant tank. I didn't photograph this, but you will see what I mean. I found a deep socket useful here, but a socket extension will work too.

With the brackets installed, you can now remove the factory PCV hoses. These are removed by pushing on the release tab and gently lifting off the spigots. Ford Performance recommend removing the engine cover to get access to the connection on the intake manifold. However, the strut tower brace makes this hard and rather than risk damaging it, I simply unclipped and raised the front of the cover enough to get access to the hose.

Right-hand rocker cover spigot -

Intake spigot -

OEM right-hand PCV hose -

The left-hand side hose is easily accessible and removed.

The following images will show the catch can slid down onto the mounting brackets prior to hose installation. You may find it easier to install the hoses first, then sliding the catch can into place, lining up the hoses as you go.

Each of the four supplied hoses are the same OEM grade as fitted on the production line and are perfectly molded for this application. No janky, ill-fitting hoses here. The hoses aren't interchangeable, but you will quickly understand which hose goes where.

For the line routing back to the intake manifold, make sure it goes under the existing rubber hose. Click the engine cover engine back in when you are done.

It's also worth going around and checking the catch can screws as mine required some additional torque to ensure tightness. You will need a T25 Torx bit for this.

From here, you are done!

Now, the elephant in the room.............are these catch cans necessary? I guess that depends on how long you intend on keeping the car and how particular you are. These catch cans stop oil vapor being deposited into the intake manifold. Some engines produce more of this oil vapor than others, especially engines that are often run at higher RPM's.............which is precisely the Mustang's MO. So, too me fitting these makes a lot of sense. On my previous car, despite only doing low kms, the engine often got a high RPM workout. The below was after 7-months....................

Not terrible, but also not something that needs to be captive in the one-piece intake manifold. If you covered more kms than me, you would likely have a lot more than that.

So, well worth doing if you intend on keeping the car longer term. And the best bit? I got to make use of those fancy tools!

 

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Battery & CTEK Pig Tail Installation

## For anyone new to modern Mustang's, take the following post as a PSA ##

I'm sure many will remember this, but late into my ownership of the S550, I had a little hiccup with the battery. The cause and result were both my own and the dealers doing. Because these batteries are covered and hidden from view, an owner is less inclined to inspect for condition.............out of sight, out of mind. On the dealer's behalf, the car had been serviced a week prior to me discovering this problem. They supposed to inspect battery condition during scheduled services.............they even note it on the invoice and emailed condition report. If both of us had done our jobs, then perhaps the following wouldn't have happened.

As I said at the time, batteries have a lifespan, this one being the OEM fit and 8-years old. What pis.ed me off the most was that it wasn't picked up and sorted while I had the car in for service.................despite noting it was in fact inspected. It clearly wasn't! Not only had the battery failed here, even if it still started the car fine, it also ruined the negative terminal and my CTEK pig tail. I cleaned it up best I could, then slathered it with Vaseline until I could have the battery replaced.

I sent an expertly worded email with supporting images and highlighting of the service report to the service department. The service tech was scolded for his negligence, and I was profusely apologized to. In the end, they offered to replace the battery free of charge as a goodwill gesture, fitting a new negative terminal and pig tail in the process.

Except, that wasn't the end of it. When I got the car back, I noticed instead of washing the battery tray out, they used compressed air and showered the engine bay in potassium hydroxide. Which then involved a lot of work to remove and neutralize. Then throw in the oil they spilled down onto the exhaust manifolds during the service, they completely ruined my pristine car. That was the final straw with the dealer, I won't be going back unless I need warranty work on the S650.

As you can imagine, I don't want a repeat performance. I've since gone around and applied battery terminal protector to all my cars, as such it was the S650's turn today.

To gain access to the battery, you need to CAREFULLY remove the plastic fasteners that hold the rubber cover in place. These fasteners are fiddly and prone to being dropped into the abbis, ask me how I know this! If you do lose them, these are what you need....................

FORD MUSTANG F150 CLIP W716510S300 BATTERY COVER COMPARTMENT HOLD DOWN – GlobalTrim

(S550 shown, but they are virtually the same)

From here, you have direct access to the battery. There are many terminal protectors on the market, I'm using the CRC version, which you spray directly onto the negative terminal. If you end up with overspray, a little mineral spirit on a rag will easily remove it.

While I had it uncovered, I decided now was a good time to fit a pig tail for my CTEK chargers. This is probably redundant now that Ford include a remote positive terminal next to the fuse box, but that would require using the fiddly alligator clips. The pig tail allows charging access to the battery without removal of the cover, negating the need for those alligators and can then be tucked back under the cover when finished.

In the past, I found the terminal nuts were captive, so I had to secure the eyelets with a second nut. CTEK have a version with open eyelets to account for this, but they weren't in stock for me today.

CTEK Battery Charger Eye Terminals - 56-260 - CTEK | Repco Australia
CTEK CS One Connector Terminal - CTEK | Repco Australia

There are a few different ways to rig up a trickle charger line, some even do it via the fuse box. On all my cars, I just fit them to the terminals and have done so for a decade now.

With the cover back in place, and no lost fasteners, I decided to dress the engine bay plastics with Carpro Reload. I love Reload on trim, it adds richness to the finish without looking greasy or slick. It's also going to last a lot longer and won't attract/retain dust.

Now I just need to track down a badge for the strut tower brace. Ford were fitting them to all Mustang GT's, without one it looks very unfinished. From what I read, they stopped fitting them due to a supplier shortage, but probably more in line with saving fifty cents per car. Darkhorse still have them though.

 

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Love the colour contrast between these two.....................

 

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Heart & Soul!

There are a few prerequisites for me to like a car. Those would include exterior styling, exterior colour, the transmission type and, crucially, the engine and how it sounds. Ever since I helped my dad rebuild the engine on the lawn mower, I’ve been obsessed with engines, how they work, how they sound. And when it comes to cars, I probably choose the engine over the car itself.

I like a variety of different engine layouts. I love the off-beat thrum or a 3- or 5-cylinder engine. Inline 6's have a special place in my heart, especially that manic BMW E46 M3. The VW VR6 and Alfa Busso V6's sound amazing. That loping wail of an Aston Martin V12 will always be a favorite. But, having grown up in Australia, the V8 has always been the holy grail, so guess I followed true to type.

I didn't own a V8 until 6 years into my driving career, prior to that I was more of an inline 6 kind of guy. My first V8 was 5.6-litre Windsor V8 in a 2002 T3 TS50. That engine sounded like a good old fashioned muscle car, raw and rough around the edges. Glorious in other words!

I traded that car for my second V8, a 2014 FGX Falcon XR8. While this engine doesn't have the that glorious blood'n'guts wail of the Windsor V8, the Miami has an intoxicating blend of Cleveland V8 crackle mixed with delicious supercharger whine. Oh, and it goes like the clappers!

My third V8 was a Gen-2 Coyote in the S550 Mustang. In classic 5.0-litre capacity, while this engine was heavily choked by the standard AU-spec exhaust, with an aftermarket cat-back it sounded glorious. I love naturally aspirated engines, in particular the throttle response and crisp induction noise. Everyone focuses on the exhaust note with V8's, but the Coyote has lush induction noise as well. It’s also such a rev-happy engine, one that really loves winding out to the redline.

And my fourth V8? Well, that is sitting in my garage right now, the latest version of the Coyote V8. Because I skipped the Gen-3 Coyote, stepping into the S650 Mustang GT is quite the upgrade compared to its Gen-2 predecessor. While the basic bones are the same, there are quite a number of differences here, to the point where some backstory is required.

In 2010, Ford redesigned the modular V8 to create a thoroughly refreshed and simplified V8 engine lineup. While the old 5.4 continued in the Mustang GT500, gone where the multitude of 4.6 and 5.4 V8 engine variants, differentiated by cylinder head and valve count. Certain aspects were carried over to utilize existing modular factory tooling, for example the bore spacing, deck height and bell housing bolt pattern. The firing order was also changed, from the 1-3-7-2-6-5-4-8 of the older modular, to 1-5-4-8-6-3-7-2 shared with the Ford Flathead V8. This explains why the Coyote sounds very different to those 4.6 and 5.4’s and produces a sharper/raspier note. Overall, the new 5.0 Coyote represented Ford throwing all the good bits in the pot, adding some herbs and spices, stirring, then dishing out a very tasty meal! No more low spec V8’s, the Coyote had it all!

At it's core, the Coyote is an all-aluminum quad-cam V8 with four valves per cylinder and independent variable valve timing for both inlet and exhaust camshafts. The heads were new and featured different camshaft location to the older 4V heads. And it’s the Ti-VCT system that most differentiated the new engine over the older DOHC modular V8’s. Those 4V engines never got VCT and needed a supercharger to flesh out the low rpm torque. Anyone who has driven a 5.4 BOSS will know what I mean here.

The early examples of this engine are now known as the Gen-1 Coyote and were fitted to the F-150 and late SN197 Mustang.

The Gen-1 Coyote also provided the basis for the FPV Miami V8, a $36-million development. These used common block and cylinder heads, combined with a variety of locally sourced parts to create a unique package, the first factory supercharged Coyote in the world. Interestingly, the carry over Falcon powertrain control module did not have enough inputs to support the DI-VCT system, so only the intake camshafts are variable on a Miami, the unused exhaust side simply capped off with a rubber boot.

More here -
Ford Miami V8 Engine: Boss 315, 335 and 351 – Australian Car.Reviews

For the S550 Mustang, Ford implemented several improvements to boost power and torque, with these engines considered the Gen-2 Coyote. Revving to 6800 rpm, I always felt like the rev-limiter stepped in far too early, such was the rev happy nature of this engine.

The Gen-3 Coyote represented quite the upgrade. Instead cast cylinder liners, Ford switched to Plasma Wire Arc Transfer liners, in the process bumping the cubic capacity from 4951cc (302ci) to 5035 cc (307ci). Also new, Ford installed direct injection, while keeping the traditional port injection. The concept here being the direct injection provides low rpm fuel economy, while the port injection maintained top end power. Keeping the port injectors also helps prevent the buildup of carbon. There were new camshafts, larger valves and a revised intake manifold. Compression ratio was also bumped via new raised dome pistons, and the oil pan was changed from steel to composite. Power and torque improvements were quite noticeable, as was the new 7500 rpm rev limit. This gen also had the hideous flying saucer engine cover in an attempt to cover up all the DI hardware and clatter.



For Gen-4, it was about finessing the details. Ford revised the exhaust manifold, introduced a new intake system with dual 80mm throttle bodies and the oil pan was returned to steel, presumably to suppress the BBQ tick. Darkhorse models got revised camshafts and forged connecting rods from the GT-500. Power and torque were boosted to 480, 486 with the Active Exhaust and 500 hp for the US-market.

To show the evolution of specs from the Coyote’s introduction to this day, I created a spreadsheet. Note that I’ve used the US-spec performance numbers for the Mustang. While there was some power loss for RHD due to different exhaust headers, the differences between US and AU power figures is due different measurement standards, the AU numbers don’t do justice to the improvements Ford made over the years. For comparison, I've also included the Miami figures.

So why do I love this engine so much? Because Ford still makes it! Instead of downsizing and adding their EcoBoost technology, they have kept the Coyote naturally aspirated. Sure, there are more potent V8’s on the market, but they are at the very least twice the price, not to mention sound absolutely terrible. I CAN NOT stand that horrible synthesized buzz pumped into the cabin of a BMW M 4.4 V8, or the muffled fart noises coming from a 4.0 AMG V8. The sounds coming from the 5.0 Coyote V8 are all natural and authentic.

Staying naturally aspirated, there is a crispness to the induction note with the Coyote. On the outside, it sounds absolutely horny as it charges towards you, and from behind the wheel, I love how it barks back through firewall. The Active Exhaust may be tuned via valves and software, but the sound is pure, crisp and as loud as it should be. For S650, it will give the occasional pop on overrun, but there is none of the tacky AMG farting going on here.



A lot of first time Mustang owners who came out of high-performance Falcon’s would complain about a lack of torque. The reality is, the torque was there, you just had to rev it harder to achieve it. From my perspective, we were spoiled with those turbo and supercharged Falcon’s, they were torque monsters. The Coyote on the other hand loves to rev, and to me, that makes it more rewarding to drive. I have yet to fully wring the S650’s neck, but there seems to me more low rpm torque compared to my old Gen-2 Coyote, and with the short gearing, it feels faster and more urgent.

As I endured the 2-year wait for this car, many suggested I cancel the order and supercharge my S550. To me, that car was more than powerful enough without throwing a blower into the equation, in the process muffling that induction note I so loved. And including the fact I already had a supercharged Coyote in the XR8, I just didn't see the point.

I think what I was anticipating most about this new car was the engine, in particular the higher rev limit and amazing Active Exhaust. And so, sticking to the "plan", my reward is a great sounding engine that has not disappointed.

To close, this video sums up why the V8 is the holy grail for many car enthusiasts.

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