Wheels, Tires, And Brakes – Upgrading the 2010 Mustang

The current-gen Mustang is available with some pretty nice factory-spec rolling stock, but that doesn’t mean there isn’t room for improvement, or for personal taste. In our case, we knew we could do better than the OEM 18-inch alloys wrapped in 50-series Pirelli rubber in both looks and performance for our Hellion-turbocharged 2010 Mustang. While we were at it, we also wanted to upgrade our stopping ability to match the car’s 450 wheel horsepower with some new performance rotors. With a little help from Rocket Racing Wheels, BFGoodrich Tires, and Disc Brakes Australia, we met all our goals in spades.

We selected Rocket Booster wheels in a deep chrome finish to compliment our Mustang's classic styling. These wheels are also available in Hyper Silver, Hyper Shot, and Gloss Black finishes.

Our wheels – Rocket’s Chrome “Booster”

  • 20×9 Chrome Booster (30mm offset) front – PN MM-R14-296530
  • 20×10 Chrome Booster (40mm offset) rear – PN MM-R14-296530
  • Hub Centric Rings (Set of 4) 78mm/70.50mm – PN HR787050

Our first step was picking out the right wheels, and thanks to the enormous variety of different manufacturers and designs out there, this turned out to be the hardest part of the entire process. We knew we wanted wheels that complimented our Mustang’s noveau-retro styling, but was engineered for late-model cars. Rocket Racing Wheels’ “Rocket Booster” is designed specifically for current-gen muscle cars like the Mustang, Challenger, and Camaro, with a classic 5-spoke layout and modern features.

“The cars we built these wheels for were inspired by classic muscle cars,” explains Rocket’s David Coker. “For the new era of muscle car enthusiasts, who weren’t necessarily classic car enthusiasts, we wanted to give them the opportunity to have something other than the next three-piece design that’s here today, gone tomorrow. We wanted a classic design that held true to the era, to what the car maker had intended.”

The diminutive tire pressure monitoring system sensors must be swapped from the old stock wheels to the new ones, which are designed to accept them.

It’s about more than looks, though – these wheels are engineered specifically for late-model applications, with hub-centric mounting and provisions for mounting the factory Tire Pressure Monitoring System (TPMS) sensors. Per Coker, “Back in the 70’s and 80’s, everything was lug-centric, but with the more sophisticated tuned suspensions, hub-centric became the thing, and the wheels were built to fit the specific vehicle. Hub centering rings allow us to use the same wheel mold for multiple applications, since Chevy, Ford, and Chrysler don’t use the same hub. Even running them on the lug without a ring they’re still going to run straight as can be, but hub centering is what the car manufacturers recommend and require for proper performance.”

The wheels are a low-pressure casing, and a one-piece design for simplicity and strength. In addition to the classic chrome finish we chose, per Coker, “We also have a gloss black center with machined outer, and then we have a third finish that’s somewhat unique called hyper shot. It’s actually a two stage paint, and the way we accomplish that finish is that the wheels come out of the mold, get cleaned and prepared for final finish, then they lay down a base coat of silver. Then the wheel goes through a second finish that’s sort of a translucent black. Then they machine the outer lip, and clear-coat the entire wheel. It really takes on such a unique finish – when we go to a car show people will come from across the aisles to put their hands on the hyper shot finish because it’s so unusual. It’s almost a titanium look.”

Rocket's unique Hyper Shot finish

BFGoodrich g-Force T/A KDW tires in 255/35ZR20 and 275/35ZR20 sizes wrap our new wheels front and back. Though they're much lower profile than the stock Pirellis, they're specially designed to improve handling without killing ride quality.

The Tire of Choice – BFGoodrich KDWs

  • Front – 255/35ZR20 (PN 49407)
  • Rear – 275/37ZR20 (PN 63300)

Of course, the wheels need something wrapped around them to keep the pavement from scratching them up, and to do that we turned to one of the biggest names in tires, BFGoodrich, and their g-Force T/A KDW. Normally, going from an 18-inch, 50-series-sidewall  to 20-inch 35-series tires will improve handling at the expense of a harsher ride – the same sidewall stiffness that helps support the contact patch while cornering also transmits more vibration through to the suspension. Per Kip Newton, Ultra-High Performance Product Category Manager for BFGoodrich tires, “The rubber compounds used in the bead area in the g-Force T/A KDW are quite a bit harder than those used in a “conventional” tire.  This provides a higher degree of lateral firmness for a more precise feel.  The tire carcass construction and a wide belt package contribute to the cornering stiffness of the tire, providing a high degree of cornering power.”

The difference between our stock wheels and the new Rocket Boosters is dramatic, to say the least.

The interesting thing is that they’ve accomplished an increase in grip without really sacrificing too much ride comfort. “The KDW is made in our proprietary C3M process and, as a result, has some unique construction attributes,” Newton explains. “When the tire was designed we placed a high emphasis on cornering and outright dry/wet grip.  Hence the name KDW – Key Dry and Wet.  The interesting thing about this process is that we can make the tire both compliant and deliver strong cornering power in the same construction.”

On top of the “traditional” KDW tread design, BFGoodrich has also added a new pattern, much like they did with their drag radial tires. Newton says, “The “flame” tread pattern design of the KDW “new tread” is primarily cosmetic; however very careful consideration had to be taken to ensure very high levels of dry grip during max handling maneuvers, while still maintaining good wet performance, and good wear and endurance. Traditional and new treads are different in some performances – noise, for example, or wet handling – but the new design was focused on retaining good performance while delivering a bold and simple aesthetic.”

Here in sunny SoCal, we’re fortunate enough to be able to run a “summer” tire year round; despite the fact that our Mustang will probably never see rain, that won’t keep it off the street but for a few days out of the year. But what about die hard drivers in less-temperate climates? What tire would be appropriate for their needs? Per Newton, “The g-Force Super Sport A/S would be our recommendation.  That tire is produced in the same facility as the g-Force T/A KDW, and it combines three distinct rubber compounds on its tread face to provide ultimate grip no matter the condition (dry, wet or snow).”

The stock rotors leave a lot of room for improvement. Though they're radially vented, that's about the only "performance" feature they have to offer.

Improved Stopping Power with DBA Rotors

  • Front – DBA 5000-Series XS Rotors (PN DBA52124XS, Right and Left)
  • Rear – DBA 4000-Series XS Rotors (PN DBA42114XS, Right and Left)

With wheels and tires sourced, we turned our attention to improving the brakes. Disc Brakes Australia specializes in replacement rotors designed to work with stock calipers, making an upgrade in stopping power a less expensive proposition than the traditional “big brake” kit. As an added benefit, their rotors will, of course, work with the OEM rolling stock, should you decide to go incognito and keep the wheels and tires your car came with.

For most applications, DBA offers three different types of replacement rotors: The Street series, 4000 series, and 5000 series. As you might expect, the Street rotors are a premium “stock replacement” recommended for daily driver applications, while the 4000 is aimed at mixed street and motorsport use, and the 5000 is the top of the line. We asked DBA’s US representative Mark Joseph to explain what you get when you step up to the 4000 and 5000 series.

“DBA’s 4000 series range of disc brake rotors are not just the first choice of track racing enthusiasts; they are a high quality product for all road performance and heavy duty applications,” he explains. “Featuring DBA’s patented 144 diamond and tear-drop pillar design (Kangaroo Paw) ventilation system and the finest quality materials these custom designed disc rotors are machined to world class manufacturing standards. DBA’s 5000 series range of disc brake rotors are the ultimate braking solution for the car enthusiast looking for race quality performance.”

The DBA 5000-Series front rotors utilize a 2-piece design, with a 6061 T6 aircraft-grade aluminum center section that doesn't retain heat like cast iron does, secured to the rotor with stainless steel NAS bolts.

From a visual standpoint, the clearest distinction between the 4000 and 5000 series is the fact that the 5000 is a two-piece design – per Joseph, “The 5000 series cast iron rotor has a precise balance of material on either side of the disc which is not achievable on a standard one piece disc due to the integrated mounting bell. The integrated mounting bell on only one side of a traditional disc rotor produces two different heating and cooling rates which in turn generates two different amounts of thermal expansion. This differential amount of expansion leads to warped disc rotors and stress. A warped disc rotor generates more pressure on the disc pads and increases wear.”

Out back, 4000-Series XS rotors are the upgrade of choice. Look closely at the rim of the new rotor and you'll notice DBA's thermo-graphic paint markings. Also featured on the 5000-Series, these marks change color permanently at 856 (green stripe) 1022 (orange stripe) and 1166 (red stripe) degrees F to let you know what temperature range your brakes are achieving.

Out back, 4000-Series XS rotors are the upgrade of choice. Look closely at the rim of the new rotor and you'll notice DBA's thermo-graphic paint markings. Also featured on the 5000-Series, these marks change color permanently at 856 (green stripe) 1022 (orange stripe) and 1166 (red stripe) degrees F to let you know what temperature range your brakes are achieving.

Because of the way weight transfers under braking, the fronts do the lion’s share of the work slowing the car, even with a rear-wheel-drive layout like our Mustang. Accordingly, we spec’ed out a pair of 5000-series DBA rotors for the front where most of the action is, and 4000-series for the rear. Because they’re engineered to fit just like stock rotors, the upgrade is literally as easy as unbolting the calipers, taking the old rotors off, and putting the new ones on.

Joseph explains, “The diameter and thickness specifications of these rotors are the same as with original equipment components, so they bolt straight into the standard braking system. The ‘minimum thickness’ (stamped onto the disc) also remains the same, as the rotor’s improved cooling properties compensate for the slightly reduced mass. However you must remember that, as you are asking your brake system to do more work, it must be in first class condition. This means the caliper slides, caliper springs and disc brake pistons must be operating freely, while a general check of all other parts of the system is a good idea. We recommend you use brake fluid of at least DOT4 standard and new, high quality brake pads. These can be any pads made by a recognized manufacturer, but make sure you observe the recommended ‘bedding-in’ procedures.”

He also advises, “Equally important: if you remove and reinstall the pads for inspection, make sure you put them back the same way they came out. If reversed, the slightly raised lip of what was previously the pad’s trailing edge can catch in the groove, causing increased heat and noise.”

"XS" slotting and cross drilling is specifically engineered for street use. Both slotting and cross-drilling reduce rotating weight, and help continuously clean the surface of the pads as well as providing increased initial bite. They also help prevent gas accumulation at the pad/disc interface.These rotors are also available with plain and 6x6 wiper slot surfaces.

Other than actually mounting the tires to the wheels, and swapping the TPMS sensors from one set of wheels to the other, this whole upgrade process is easy to do in your driveway and makes a huge difference in how the car looks and drives. Now, we finally have rubber that can handle all the extra power our turbo Mustang is laying down, and brakes that can burn off that extra speed without fade or drama. The fact that the wheels look great is just the icing on the cake.

How our Mustang looks now. Next up, Bilstein lowering suspension!

On the road, the difference with the new wheels, tires, and rotors is clear. Where it was possible to feel the old stock tires “roll over” a bit onto the edge of the tread in hard cornering, with the new BFGoodrich tires it’s much easier to feel what the contact patches are doing. Not only are the limits higher, but those limits are more accessible – there’s no momentary hesitation while the tires take a “set” and decide how much adhesion they want to provide, so there’s no overshoot (and subsequent loss of grip) as you ramp up the g-loads.

In a straight line, putting a wider treadwidth across the asphalt helps in both directions. Acceleration is improved, and although roasting the new tires is still as easy as spooling up the boost, the KDW’s aren’t nearly as helpless as the factory rolling stock, and we no longer have to separate cornering and throttle application into discrete events just to keep the Mustang from swapping ends. A judicious right foot rockets our Ford out of corners we previously had to tiptoe through.

Scrubbing off that extra speed is also a much less dramatic proposition. Thanks to the combination of greatly improved tire-to-road traction and the new DBA rotors, the Mustang stops straight and short – ABS activation is much less frequent in aggressive driving, and it’s easier to modulate the brakes to keep the car right on the edge of maximum deceleration before the computer decides to take over.

As we said before, there’s really no way to more dramatically improve the way your car handles, accelerates, and stops than a combination of wheels, tires, and brakes like ours. With the help of Rocket, BFGoodrich, and Disc Brakes Australia, we’ve taken our Mustang to the next level of performance without sacrificing practicality day-to-day.

About the author

Paul Huizenga

After some close calls on the street in his late teens and early twenties, Paul Huizenga discovered organized drag racing and never looked back, becoming a SFI-Certified tech inspector and avid bracket racer. Formerly the editor of OverRev and Race Pages magazines, Huizenga set out on his own in 2009 to become a freelance writer and editor.
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