With many little tweaks and changes, the seventh-generation ‘S650’ Mustang is the most complete and refined ever. In GT guise, you get the 5.0-litre ‘Coyote’ V8 which remains the engine to take over the EcoBoost if you have the extra $13,000.
There are changes to the intake system and ECU bringing power up 6kW to 345kW, though torque is a little down at 550Nm. A basic GT Fastback — Mustang code for coupe — manual starts at $79,990 before on-road costs, the 10-speed auto adds $2000 to that and a convertible is available for $87,667 (MSRP).
For that outlay, Ford fits a lot of standard equipment including 19-inch alloy wheels, leather upholstery, heated and ventilated power-adjust seats, 13.2-inch multimedia touchscreen, 12.4-inch digital driver’s display with heritage gauge packs and a 12-speaker Bang & Olufsen sound system.
Aussie examples are fitted standard with the US-market Performance Pack, bringing six-piston front and four-piston rear Brembo brakes, limited-slip differential along with the exciting Line Lock and Drift Brake features. Extra cooling features for our hotter climate, too.
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Though it’s a coupe, the GT’s still a pretty large vehicle and has two child-sized seats with ISOFIX attachments that split-fold to reveal a pretty spacious 408L boot.
There’s a pleasing purity to a basic V8 manual Mustang but without the ‘MagneRide’ dampers the coupe sits towards the comfortable end of acceptable, especially when it comes to body roll. The MagneRide dampers ($2950) help tame the 1800kg-plus Mustang’s mid-corner movements and if you get the trick suspension you’ll want the snug Recaro bucket seats, too.
In this guise, the Mustang is a capable and trustworthy companion. Being the size and weight it is, the GT struggles a little on tight and lumpy roads compared to a lithe Toyota GR86, even with its new-found polish. It thrives on wider, flowing roads with third and fourth gear corners where you can play with the lovely chassis balance.
Working the meaty six-speed manual’s lever through the gates is a pleasant experience and for the new-gen Ford has developed a rev-matching function that works brilliantly. The 10-speed auto is smooth but has more ratios than a lusty V8 ever really needs.
The Magneride-equipped GT stands up well on the track as well, Track mode (one of six) tying the body down and the Brembo brakes remaining strong over multiple laps. Back at low speeds in town or cruising through the countryside is where the noticeably less rigid convertible shines. There’s something special about that V8 rumble in the open air.
And when you get back into town, onlookers enjoy the new car’s crisp styling and sharp LED lighting features. Plus, the steering — though accurate and light at speed — is surprisingly heavy with fairly polar visibility. These feel like intentional compromises, exactly the kind that give a great sports car character.
