Sector: Coupe/Convertible Price: €38,000–€49,000 Fuel: 8.0–13.6l/100km CO2: 179–306g/km

Conceived as an affordable everyday performance car for mid-1960s America, the Mustang’s enduring appeal has made it as iconic a part of Ford’s history as the game-changing Model T. And this sixth-generation car is more accessible than ever before.

That’s because, as an offshoot of the ‘One Ford’ strategy which is putting Americans behind the wheel of three-cylinder Fiestas, the Mustang is beginning its 53rd year by launching in Europe. A move which not only introduces an icon on both sides of the Atlantic, but also fills a gap left open since the last Capri rolled off the line 30 years ago.

This isn’t a small-volume import programme. The new model was developed to meet the demanding standards of European drivers – it’s a stiffer body structure, with aluminium front-end body panels to improve weight distribution, better brakes and cooling for high-speed driving, and independent rear suspension to improve ride and handling. The latter is an integral link setup, as used on the Jaguar XE, replacing the crude solid axle on its predecessor.

Aside from a new-found ability to cope with Europe’s winding, undulating and infinitely variable roads, the biggest change in terms of suitability for export markets is that it’s also the Mustang available in right-hand drive. That’s something which opens new opportunities in Australasia, South Africa and Japan as well as the United Kingdom. Ford sees conquest opportunities among business owners who might otherwise default to a German executive coupe.

For those seduced by the styling, fuel consumption isn’t likely to be a deciding point, but the range now starts with a four-cylinder engine – another first. It’s a 2.3-litre EcoBoost unit, similar to the one used in the new Focus RS, and far from a soft option. Its 317hp is delivered with electrifying urgency, reaching 100kph in 5.8 seconds from rest, accompanied by an artificially enhanced but very addictive exhaust snarl. Small, turbocharged, high-revving performance petrol engines are a segment norm in Europe, and Ford’s most efficient muscle car provides more than enough pace for road use.

But commit to the EcoBoost early, and don’t be tempted to try the V8. The lure of the 416hp 5.0-litre Mustang GT is a hard one to resist, and it’s not surprising to see sales weighted towards the bigger engine. It offers seemingly relentless torque, combining the alluring ability to charge towards the horizon in almost any gear with a second talent for lazy, low-revving cruising. And, where the 2.3-litre EcoBoost looks good value, the V8’s €43,000 start price makes German and Japanese super coupes seem extortionate.

Of course, there are some aesthetic sacrifices to be made for that price difference. The cabin feels well built, but even the aluminium toggle switches and retro-modern design can’t hide the abundance of shiny plastics and wrinkled leather inside. They're details, not deal-breakers.

The most important aspects are well excuted, though. Ride quality is firm but not unsettled on poor road surfaces, the steering is direct, and it doesn’t feel ungainly or twitchy on rural roads. However, for most users, satellite navigation would have been a more useful standard feature than the V8’s control and line-lock brakes, the latter enabling easy burnouts to warm the tyres for track driving.

So the Mustang has become a true ‘world car’ at last, applying the qualities which made it so popular in America to a chassis engineered for Europe. Nothing at this price can match it for on-road presence and value, particularly with the 5.0-litre V8. If you can afford the fuel, the muscle car variant is absolutely the right choice, but you won’t feel short-changed by either engine.

Verdict:

A wholly emotional choice offering excellent up-front value and genuine day-to-day usability for those without CO2-restricted choice lists. Has the time finally arrived for Ford to launch its first diesel-powered Pony Car?