Right-hand drive production may very well make a telling difference to the number of Britons who’d seriously think about owning this all-American muscle car, but it doesn’t instantly make the Mustang a natural fit either for UK roads or for the class of competitors in which it will find itself here.
Nor should it. The car’s fundamental difference is to be celebrated – but not before it’s properly considered. Because even this newly modernised sixth-generation Mustang is a big old lump of Michigan metal. It’s fully 2ft longer than an Audi TT, a good 3in wider than a BMW 2 Series Coupé and, in V8 form, 200-300kg heavier than those like-for-like Germans.
The car’s biggest outward differentiators from its predecessor are sleeker A-pillars and C-pillars, ‘pillarless’ construction in between, a lower roofline and wider flanks, the rear track in particular having grown by 70mm.
Ford considers the car’s trapezoidal radiator grille, ‘shark-bite’ front bumper and ‘tri-bar’ LED tail-lights to be design hallmarks, and mostly we’d agree. The car looks menacing and seductive in equal measure and will probably appeal to most owners as powerfully for its looks as it will on bang for your buck.
Made of a mix of high-strength steel pressings, ultra-high-strength castings and forgings and steel tube all laser-welded and bonded together, the car’s underbody is 28 percent more rigid than the outgoing version’s. Suspension is via MacPherson struts up front, while an ‘integral link’ multi-link set-up at the rear replaces the unsophisticated live axle that the Mustang has depended on until now.