The cabin spaciousness alludes early on to what the Mustang will be like on the road, once you’ve slunk down into its seat and shut its long driver’s door. (Think twice about tight car parks.)
With a high window line and an interior and driving position well spaced out, you soon get an idea that this isn’t going to be one of those drives whose characteristics will major on agility.
Instead, you lift the clutch and woofle away with the 2.6-turn-lock-to-lock steering bringing about secure but moderately paced direction changes.
The rack itself – like the pleasing, round wheel – is well weighted and geared, mind. It’s just that it’s more BMW 5 Series in response than it is, say, Audi TT.
Not that this is a terrible thing in itself. As you cruise away, the Mustang, regardless of what weight you ask its steering to provide (there are a few options), eases down slowish roads with a compliant, nonchalant gait.
A Porsche Cayman would have got the jiggles by now and a 2 Series might have shifted on its springs a little. A Mustang retains that 5 Series-on-base-wheels amble, unaffected by the kinds of surface imperfections we think are big over here but barely register compared with the gaps between concrete slabs they drop into US highways.
You can put the steering wheel on the right side for us, but you can’t disguise the size – and origination – of the Mustang. At lower speeds, and on a road that’s wide enough, this is no bad thing at all.
