My car’s headlight covers had gotten so bad that the headlight beams were significantly dimmed. What to do? In addition to looking rather fugly, this is obviously a safety hazard.

Bavarian Autosport sells a product called the PolyClear Plastic Refinishing Kit for $35. It consists of two buffing pads that attach to a power drill, and a polishing compound. I figured I would give it a shot before replacing the headlights.

Results: very impressive! After a few minutes of buffing, the headlights look almost brand new:

I am quite happy with the results.

I’m not a Ford guy. In fact, I generally disdain American cars because, frankly, most of them suck. However, when I first saw the new 2005 Ford Mustang in Car and Driver, I was intrigued. “That’s a beautiful car,” I said. “Yeah, but how is Ford going to screw it up?” was my brother’s reply. But after seeing a few of them driving around town, I became even more intrigued.

Being intrigued by an American vehicle that a) was built after the Nixon administration, and b) costs less than an outhouse in San Luis Obispo (that is, $124,298 or so), is an unusual state of affairs. I decided to find out more. To satisfy my curiosity, I paid a visit to Perry Ford here in San Luis Obispo, and took a 2005 Ford Mustang V6 out for a test drive. My current four-wheeled vehicle is a 1993 BMW 325i: a very different beast that sets a high standard indeed.

Engine
The new Mustang V6 is a 12-valve, 60-degree SOHC design that displaces 4.0 liters (yes, four liters). This is an impressive motor, putting out 210 HP @ 5250 RPM, and 240 ft-lbs @ 3500 RPM. For comparison, my BMW’s M50 motor is a 2.5 liter, 24-valve DOHC inline 6 which puts out 189 HP @ 5900 RPM and 181 ft-lbs @ 4700 RPM. However, the BMW has the technical edge: variable valve timing and a higher compression ratio than the Ford allow it to produce 75.6 HP/liter, vs. just 52.5 HP/liter from the Mustang.

The Ford V6 and the BMW I6 have very different personalities. The BMW has little torque below 2500 RPM, but it pulls like a train from 3000 RPM all the way to 7000 RPM. The BMW is built to rev! 5000 RPM is just as smooth as 3000 RPM. On the other hand, the Ford redlines at less than 6000 RPM, and wants a shift at less than that. But it pulls hard almost from idle due to that low torque peak of only 3500 RPM.

Transmission and clutch
The Mustang comes standard with a 5 speed manual. The shifter was a bit of a reach for me (I had the seat all the way back), but I got used to its position quickly. The throws are short, which is helpful for quick shifting. However, there wasn’t much feeling of “center” to the H pattern, as the spring action in neutral was weak compared to my BMW. Further, some of the gates felt a little rough and “notchy”. Despite these quibbles, I didn’t miss a single shift, and once under way, the transmission glided easily from gear to gear. I imagine that the notchiness at idle will smooth out with time.

The gear ratios are well-matched to the low-end torque of the engine, meaning that they are fairly tall. It was easy to cruise in freeway traffic in 3rd or 4th.

The Mustang’s clutch pedal is well positioned, and has smooth, progressive engagement (once I got used to it). Pedal travel is short, but the clutch begins to engage almost immediately, which leaves a comfortable zone where the clutch can be slipped. By comparison, my BMW’s clutch is a little abrupt, and a large portion of the pedal travel has the clutch completely disengaged. However, the car is 12 years old and is on its 2nd flywheel and 3rd clutch.

Exterior
I find the overall styling of the new Mustang to be downright gorgeous. It evokes the early Mustangs of the 1960s, but it’s not so “retro” as to be cliched (unlike, say, the New Beetle or the PT Cruiser). Mustang styling has come full-circle, but it exudes a modern flair.

I closely examined the seams and gaps where doors, panels, and glass meet, and everything seems very tight and well-built. There were no obvious flaws in the paint, either. I was quite impressed. The car’s tight tolerances are a testament to the Mazda plant that now builds the Mustang.

My one major gripe about the exterior lies with the mirrors. They are ugly, black plastic units that look out of place on an otherwise beautiful car. Hey Ford, paint the mirrors! Additionally, the passenger-side mirror on my test car produced a distorted reflection that was reminiscent of a funhouse mirror from an old county fair. “Objects in mirror are straighter than they appear.”

Interior
In general, the interior of the Mustang is well arranged. Most materials looked nice; however, some panels which had a leather “look” were, in fact, simply hard molded plastic. However, other places felt quite nice to the touch.

My test car was equipped with power leather seats, and I was quite impressed with them. The power lumbar support was very nice; I sometimes have to put a folded sweatshirt behind me in the BMW. Unfortunately, seat heaters are not available (the BMW has spoiled me forever in this regard).

The climate controls are low on the console, and easy to manipulate (alas, there is no dual-zone climate control available). I didn’t play with the stereo that much, but it seems promising: there is a real volume knob (I’ll never understand why anybody ever thought that volume buttons were a good idea), a small number of buttons, and a readable display. Other controls were easy to locate and generally felt crisp in operation.

Retro touches abound: chrome accents (albeit plastic) surround gauges and HVAC vents. The typeface on the gauges is straight out of the 1960s. Unfortunately, the gauges are set deep in the dash, which makes them difficult to read in bright light. By comparison, BMW produces the most-readable gauges in the industry.

The steering wheel and shifter are plastic, molded to look like leather. Considering that these two controls are where the driver’s hands spend most of their time, they really should be real leather (or at least a softer-touch plastic). This is, perhaps, the cheapest-feeling aspect of the Mustang.

Visibility is somewhat of an issue, at least for me. I have to put the seat all the way back to fit my legs under the steering wheel. This puts me far away from the low windshield, so I have a hard time looking up at overhead traffic lights. The hood is long (a Mustang trademark), covering up much of the road immediately ahead; by comparison, the BMW’s hood slopes away from the driver, opening up the view. Thick B-pillars make lane changes tricky, and the optional spoiler spoils the view out the rear window.

The drive
At speed, the Mustang feels smooth and composed. The suspension feels a tad softer than my BMW (which is equipped with Bilstein HD shocks), and absorbs bumps and potholes well. The car exhibits very little body roll in tight corners, which keeps the tires planted and inspires confidence in the driver.

Steering is relatively heavy, which lends a sense of control to the driver. The Mustang has a little bit less road feel than my BMW, but it’s still easy to tell what’s going on at the front end. Steering response is smooth and natural, and I felt comfortable with the car’s handling right away.

The Mustang is not a quiet car: engine and exhaust sounds are ever-present, and tire and wind noise begin to appear at highway speeds. The BMW E36 is not a quiet car either, so I don’t consider a bit of sound to be a problem. In fact, sound it makes it easier for me to know what the car is doing. However, drivers used to the vault-like silence of the Honda Accord and other modern sedans may find the noiser Mustang tiring after a while.

Overall impressions
In general, I am very impressed with the new Mustang. The V6 provides good low-end power and good handling. Look past some of the interior bits, and appreciate that Ford can produce such a coupe for around $22K.

The Mustang isn’t as quiet or comfortable as a typical sedan, but that’s not what it’s built for. It’s built for rolling down the windows, cranking the stereo, and attacking some back roads.

First, check the Child Protection Control–that’s the mysterious button behind the right side of the steering wheel. It’s actually a circuit breaker that is designed to trip when little Johnny tries to close the power window on the dog’s neck. If it’s popped out (you’ll see a red outline), push it back in.

Then, check the fuse in the main fuse box. It’s under the hood on the driver’s side.

If both of those are OK, suspect the Comfort Relay. That’s the main relay that provides power to the windows and sunroof. The relay is located in the Auxiliary Relay Panel, which is next to the steering column under the driver’s side dashboard. In the BMW 3 Series Service Manual (1992-98), the Aux Relay Panel is described on pg. 610-2, and a schematic for the power windows (1993 325i) is on pg. ELE-233.

Roadfly also has a good writeup about the Comfort Relay here.

Update June 14 2007: RoadFly used to have a good article there. The article seems to have been KIA by the corporate sell-out. Fortunately, the Wayback Machine still has copies of the original article. Unfortunately, some of the original photos are missing.

Update June 15 2007: There are a number of posts on RoadFly’s bulletin board regarding the Comfort Relay. Running a search there may turn up something useful.

Update Nov 20 2007: Here’s an interesting article on the E36 comfort relay from UnofficialBMW which may be helpful.