Few cars claim to be iconic, and fewer still can back it up.

There are a handful along the lines of the Mini Cooper, Land Rover Defender, Porsche 911 and Mercedes-Benz S-Class considered to be significant models that helped shape the motoring landscape

Ford’s Mustang is one of them, a car that elicits imagery few models can match.

Around 4000 people ordered Mustangs when Ford announced that its sixth-generation sports car would come to Australia. That’s an enviable number for any new car, particularly a model that has little local history.

As the most iconic name in the brand’s global lineup, the Ford Mustang badge is both blessing and burden, giving the car that wears it plenty to live up to.

The latest Mustang is already a sales success, so a more pressing question is whether the new model is worthy of the lineage.

The short answer? It absolutely is.

This Mustang is the first affordable V8-powered coupe on sale locally since Holden killed off the Monaro, with a similar feel-good factor and cultural appeal that made Holden’s two-door a modern classic.

Australians are lucky Ford decided to build its sixth-generation Mustang in right-hand-drive from the outset.

We are also fortunate to have resumed a relationship with the pony car when the Mustang is at the peak of its powers, having dodged a litany of forgettable offerings not worthy of the name.

The local Mustang lineup is a simple proposition, with a choice of coupe or convertible body styles and just two engines, a turbocharged 2.3-litre four-cylinder unit and a 5.0-litre V8.

There are six-speed manual and automatic options, though convertible customers are restricted to a self-shifting transmission.

There’s just one trim level, a well-appointed offering that counts black 19-inch wheels, HID headlamps and LED taillamps, a reversing camera, sophisticated infotainment screen, satellite navigation and leather trim as standard features.

Better still, the Mustang is priced from a fiercely competitive $45,990 plus on-road costs as a four-cylinder manual coupe and from $57,490 as a V8. Budget an extra $2500 for the auto and then another $6000 for the convertible treatment, or a full $66,490 for the works-burger V8 convertible combo.

Options include metallic paint, vinyl racing stripes, silver-painted wheels or a black roof, all available for less than $1000.

You can’t have the Mustang with modern driver aids such as active cruise control, self-parking or or autonomous emergency braking features, and there are no interior, performance or tech-focused upgrades beyond what’s included in the standard model.

Enthusiasts can spot V8 models through chrome 5.0 badges on the front flanks, as well as a GT boot garnish, oversized Brembo brakes and a wheel package that swaps split five-spoke hoops for staggered mesh-look rims with Pirelli P-Zero rubber that measures 255mm and 275mm in the front and rear.

Of the dozens of people that stared at the ‘stang, gave it a thumbs up, whipped out a camera phone or asked questions about the cars during our two day test, none will have known whether the model was a muscled-up V8 or the meeker EcoBoost model.

The cars are similarly identical on the inside, where a modern driver information cluster and 8.0-inch infotainment screen meet retro-styled gauges and toggle switches that take inspiration from a namesake in the P-51 Mustang fighter plane which was key to America’s contribution in World War II.

The aero theme continues with a large analogue speedometer labelled as a “ground speed indicator”, though drivers keen to protect their licence will be annoyed to find there is no digital speedo.

Attractive at a glance, the cabin is let down by hard plastics, chintzy faux-chrome switches, flimsy-feeling buttons and flat seats.

It has a decent driving position with an excellent range of steering wheel adjustment, as well as slim windscreen pillars that afford panoramic visibility. We were annoyed by a clear view of the rear edge of a test car’s bonnet that had been chipped and scratched by the car’s windscreen wipers, as well as large panel gaps that reflect the hectic nature of a US assembly plant operating 22 hours each day, six days per week.

Quality quibbles are soon forgotten when you prod the V8 Mustang’s starter button, its bent-eight barking to life with a pleasing woof before settling into a slightly lumpy idle.

Ford expects the majority of Mustang customers to go for the V8, and that’s the model we spent the most time in.

Selecting first gear, there’s a heft to the clutch that might be related to the weight of expectation carried by the car. The Mustang’s appeal grows as you move away, riding an effortless torque wave put forward by the 5.0-litre’s linear motor.

Punch the throttle and it responds in kind, surging forward with a rich – if a little distant – voice straight out of the church of muscle hymn book.

It’s a smooth and progressive performer, though the Mustang’s 530Nm is well short of torque peaks put forward by the latest homegrown Ford and Holden V8s. Yes, the motor can feel a little strained alongside more powerful alternatives, and you have to work the American-born coupe harder to extract its best. But that’s no chore thanks to a well-sorted manual driveline and an intuitive auto with paddle shifters.

Arriving at a corner, braking in the V8 is taken care of by 380mm discs with four piston calipers with plenty of bite and feel.

The car tips in nicely, with responsive if slightly numb steering and a chassis that welcomes changes in direction. It communicates intentions well, breaking away progressively if you get greedy with the throttle and gripping the road tenaciously when driven with precision.

It’s a big car, one that can feel a little unwieldy on tighter roads, particularly for a focused two-door model. It’s not a sports car in the same vein as a Toyota 86 or Mazda MX-5, but a muscle car and gran turismo that represents one of the most cohesive and character-laden packages on sale.

The new Mustang GT lives up to the legend.

The waiting game

Ford says new customers who order a Mustang today might receive them before the end of the year. Production of the new machine is already at capacity serving markets around the world, so people who decide to buy a Mustang today are likely to face a significant wait.

The other option is to jup the queue by paying significantly over the odds. A handful of new Mustangs have cropped up on used car sales websites, with some advertised for up to $40,000 more than Ford’s asking price. Don’t expect to get a bargain from dealers either, as demand clearly outstrips supply.

2016 Ford Mustang GT pricing and specifications

Price: From $54,990 to $66,490 plus on-road costs

On sale: Now

Engine: 5.0-litre V8

Power: 306kW at 6500rpm

Torque: 530Nm at 4250rpm

Transmission: Six-speed manual or automatic, rear-wheel-drive

Fuel use: 12.6L/10km to 13.1L/100km

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