Ford Mustang Mach 1
|1969 to 1978|
|Manufacturer||Ford Motor Company|
|Assembly||Dearborn, Michigan, United States|
|Body and chassis|
The Ford Mustang Mach 1 is an performance-oriented option package of the Ford Mustang, originally introduced in August 1968, as a package for the 1969 model year. The Mach 1 title adorned performance oriented Mustang offerings until the original retirement of the moniker in 1978.
As part of a Ford heritage program, the Mach 1 package returned in 2003 as a high performance version of the SN95 platform. Visual connections to the 1969 model were integrated into the design to pay homage to the original. This generation of the Mach 1 was discontinued after the 2004 model year, with the introduction of the fifth-generation Mustang.
Ford first used the name "Mach 1" in its 1959 display of a concept "Levacar" called the Ford Rotunda. This concept vehicle used a cushion of air as propulsion on a circular dais.
Introduction of the Mach 1
The Ford Mustang was successfully introduced in April 1964 as a sporty "Pony car" to attract younger buyers into Ford products. After a few years of development, Ford saw the need to create performance Mustangs to compete with GM and their release of the Chevrolet Camaro and Pontiac Firebird.
As the performance war continued, the Mustang's platform and engine bay were progressively redesigned to accommodate larger engine blocks. Late in the 1968 model year, Ford introduced the 428 cu in (7.0 L) Cobra Jet FE engine in a small group of Mustang GTs and into the 1968 Shelby GT500KR. This was a strong performer and indicated the direction of the 1969 Mustang. However, "GT" wasn't a name that would initiate images of street screeching performance; hence the introduction of the Mach 1 title.
1969 Ford Mustang Mach I
1969 was the benchmark year for Ford Mustang in its proliferation of performance names and engines. No less than 6 factory performance Mustang models were available (GT, Boss 302, Boss 429, Shelby GT350, Shelby GT500 and the Mach 1). Additionally, seven variations of V-8s were available in the '69–'70 models; most of these also available in the new Mach 1.
Due to the Mach 1's success, the GT model was discontinued after 1969 following poor sales of 5,396 units - versus the 72,458 sales for the Mach 1.The Mustang would not wear the "GT" badge again until 1982.
The Mach 1 package was only available in the 'Sportsroof' body style (previously known as the 'Fastback'); never on the coupe or convertible. Many resto-mod visual conversions have since been performed by owners and enthusiasts, but are not Mach 1's by VIN code.
The Mach 1's original recipe was simple: It started with a V8 powered 'Sportsroof' body and added numerous visual and performance enhancing items such as matte black hood treatment with hood pins, hood scoop (including optional Shaker scoop), competition suspension, chrome pop-open gas cap, revised wheels with Goodyear Polyglas tires, chrome exhaust tips (except 351W 2V), deluxe interior, unmissable livery and dealer optional chin spoiler, rear deck spoiler, and rear window louvers.
Standard equipment was a 351 cu in (5.8 L) Windsor (351W) 2V motor with a 3 speed manual transmission, and a 9" 28 spline open rear axle. A 351W 4V was optional as was a 390 cu in (6.4 L) FE, and the huge 428 cu in (7.0 L) Cobra Jet 4V with or without Ramair, and even the introduction of the "drag pack" option with the modified 428 cu in (7.0 L) Super Cobra Jet engine. A 4 speed manual or 3 speed FMX (small block)/C6 (big block) automatic transmission was optional, and the 428SCJ added a cast iron tailshaft in place of the regular aluminum one to the C6. A "traction lok" rear axle was optional, and the 428 CJ/SCJ included a "traction lok" with a 3.91 or 4.30 ratio, 31 spline axle shafts and a nodular case. In 1970, the 3.91 ratio was a "traction-lok", while the 4:30 ratio was a Detroit locker.
Mach 1s came with upgraded suspension to varying degrees dependent upon powertrain choices. Big block cars had front shock tower reinforcement, thicker sway bars (no rear bar for 69), and heavier springs and shocks. 428 CJ/SCJ 4 speed cars also came with staggered rear shocks. Standard on Mach 1s was a fierce but cosmetic hood scoop that had integrated turn-signal lights mounted in the back. A more functional option was the signature "Shaker hood", an air scoop mounted directly to the top of the motor, used to collect fresh air and so named for its tendency to "shake" above the rumbling V-8 below. The interior came complete with teak wood grain details, full sound deadening material and high-back sport bucket seats.
The name Mach 1 could not have been more appropriate as in 1969, Performance Buyer's Digest put a new Mach 1 through its paces at Bonneville, breaking some 295 USAC speed and endurance records.
1970 Ford Mustang Mach I
Ford kept the Mach 1 alive into 1970 and little changed other than the visuals. The 1970 body included dual-beam headlights with the previous inner headlights becoming sport lamps and recessed taillights on a black honeycomb rear panel, side scoops behind both doors removed, revised bucket seats, deep dish sports wheel covers, as well as new side and rear badging and striping were the main visual differences. 1970 saw the previous 351W V8 engine options replaced with a new 351 cu in (5.8 L) Cleveland (351C) V8 in either 2V (2-venturi carburetor) or 4V (4-venturi carburetor) versions. The 351C 4V (M code) engine featured 11.0:1 compression and produced 300 bhp (224 kW; 304 PS) at 5400 rpm. This new performance engine incorporated elements learned from the Ford 385 series engine and the Boss 302, particularly the poly-angle combustion chambers with canted valves and the thin-wall casting technology.
|engine displacement, type, carburetor type||max. motive power at rpm||max. torque at rpm|
|351 cu in (5.8 L) Windsor V8 (1969) 2-barrel H-Code||250 bhp (186 kW; 253 PS) @ 4,600||355 lb·ft (481 N·m) @ 2,600|
|351 cu in (5.8 L) Cleveland V8 (1970) 2-barrel H-Code||250 bhp (186 kW; 253 PS) @ 5,400||355 lb·ft (481 N·m) @ 3,400|
|351 cu in (5.8 L) Windsor V8 (1969) 4-barrel M-Code||290 bhp (216 kW; 294 PS) @ 4,800||385 lb·ft (522 N·m) @ 3,200|
|351 cu in (5.8 L) Cleveland V8 (1970) 4-barrel M-Code||300 bhp (224 kW; 304 PS) @ 5,400||385 lb·ft (522 N·m) @ 3,400|
|390 cu in (6.4 L) FE V8 (1969) 4-barrel S-Code||320 bhp (239 kW; 324 PS) @ 4,600||427 lb·ft (579 N·m) @ 3,200|
|428 cu in (7.0 L) Non-Ramair Cobra Jet & Super Cobra Jet V8 (1969–1970) 4-barrel Q-Code||335 bhp (250 kW; 340 PS) @ 5,200||440 lb·ft (597 N·m) @ 3,400|
|428 cu in (7.0 L) Ramair Cobra Jet & Super Cobra Jet V8 (1969–1970) 4-barrel R-Code||335 bhp (250 kW; 340 PS) @ 5,200||440 lb·ft (597 N·m) @ 3,400|
1971 Ford Mustang Mach I
In 1971 the Mach 1 started with a base engine of the 302ci based Windsor motor, with a 2 barrel carburetor, followed by four optional 351 Cleveland engines - the 2-V, 4-V, the C.J.(Cobra Jet) and H.O.(BOSS 351). The H.O was canceled after mid-year 1971, and shortly thereafter the low-compression 351 'Cobra Jet' became available. At the top were two 429ci options, the CJ (Cobra Jet) & SCJ (Super Cobra Jet). Mach 1s, as well as all other Mustang models (except the BOSS 351) were available with the optional CJ and SCJ motors. The SCJ came with a drag pack V or W code rear gears, oil cooler and a different rotating assembly. 429 Super Cobra Jet engines used 780cfm Holley 4-barrel carburetors, while the Cobra Jet engines utilized GM-sourced Rochester Quadra-Jets.
One of the most recognizable features of the '71-'73 Mustangs is the optional (standard on Boss 351) NACA (NASA) hood with dual scoops. Though available as a visual, non-functional item, they could be made fully functional on models ordered with the Ram Air option, which included vacuum controlled 'flappers' at each scoop, and a fiberglass under-hood 'plenum' that directed cool, outside air into the carburetor. The ram-air option included a two-tone hood paint treatment in either 'matte black' or 'argent' (matte silver), coordinated to the color of the Mach 1 decals and striping. In addition, all Ram Air-equipped Mustangs of this generation came equipped with twist-style, chrome-plated hood lock pins.
1972 Ford Mustang Mach I
In 1972, the 429CJ & SCJ's were dropped from the lineup, and horsepower dropped across the board due to the switch to new SAE net horsepower calculations. The following year also produced the fewest Mach 1 sales of the 1971-73 generation. There are no major differences in the '71 and '72 Mustangs externally, other than the addition of a "Mustang" script on the right side of the trunk panel (excluding Mach 1). The '72 Mach 1 also saw deletion of the pop-open gas cap, which was replaced with the standard twist-on cap found on the other Mustang models that year. The 302 Windsor remained as the base Mach 1 engine, with the 2 or 4 barrel 351 Clevelands as the only options.
1973 Ford Mustang Mach I
In 1973, the front bumper was enlarged in accordance with new NHTSA standards, and all Mustang models had their sportlamps changed to a vertical orientation at each end of the grill. As the new bumper covered part of the front valance (and therefore the previous turn signal location), the sportlamps also served as turn signals. Both a Mach 1 and base grille were offered, with differing insert patterns.
The rear bumper was also mounted on new impact-absorbing extensions which caused the bumper to protrude from the body further than before, and the 1973 Mach 1 graphics were also updated. Engine options remained the same as in 1972.
Due to trouble getting the Ram Air option approved for emissions reasons, Ford offered an 'exterior decor' option in 1973 that consisted of the two-tone hood treatment, but without the actual functional components of the Ram Air system. Actual engine options available with Ram Air in 1973 were limited to the 351 2V, even though the 351 4V 'Cobra Jet' (without Ram Air) remained optional on every model.
71-73 Mach 1 engines
Chart does not include Boss 351 Cleveland or 250 I4, which were not available with the Mach 1 package.
|engine displacement, type, carburetor type, VIN code||max. motive power at rpm||max. torque at rpm|
|1971||302 cu in (4.9 L) Windsor V8, 2-barrel Autolite 2100, F-Code||210 bhp (157 kW; 213 PS) @ 4,600||296 lb·ft (401 N·m) @ 2,600|
|351 cu in (5.8 L) Cleveland V8, 2-barrel Autolite 2100, H-Code||240 bhp (179 kW; 243 PS) @ 5,400||350 lb·ft (475 N·m) @ 3,400|
|351 cu in (5.8 L) Cleveland V8, 4-barrel Autolite 4300A, M-Code (w/o Ram Air)||285 bhp (213 kW; 289 PS) @ 5,400||370 lb·ft (502 N·m) @ 3,400|
|351 cu in (5.8 L) Cleveland V8, 4-barrel Autolite 4300A, Q-Code (w/Ram Air)||285 bhp (213 kW; 289 PS) @ 5,400||370 lb·ft (502 N·m) @ 3,400|
|429 cu in (7.0 L) Cobra Jet V8, 4-barrel Rochester Quadrajet, C-Code||370 bhp (276 kW; 375 PS) @ 5,200||450 lb·ft (610 N·m) @ 3,400|
|429 cu in (7.0 L) Super Cobra Jet V8, 4-barrel Holley 4150 (780cfm), J-Code (Ram Air)||375 bhp (280 kW; 380 PS) @ 5,200||450 lb·ft (610 N·m) @ 3,400|
|1972||302 cu in (4.9 L) Windsor V8, 2-barrel Autolite 2100, F-Code||140 bhp (104 kW; 142 PS) @ 4,000||239 lb·ft (324 N·m) @ 2,000|
|351 cu in (5.8 L) Cleveland V8, 2-barrel Autolite 2100, H-Code||177 bhp (132 kW; 179 PS) @ 4,000||284 lb·ft (385 N·m) @ 2,000|
|351 cu in (5.8 L) Cleveland CJ V8, 4-barrel Autolite 4300D, Q-Code||266 bhp (198 kW; 270 PS) @ 5,400||301 lb·ft (408 N·m) @ 3,600|
|351 cu in (5.8 L) Cleveland H.O. V8, 4-barrel Autolite 4300D, R-Code||275 bhp (205 kW; 279 PS) @ 6,000||286 lb·ft (388 N·m) @ 3,800|
|1973||302 cu in (4.9 L) Windsor V8, 2-barrel Autolite 2100, F-Code||140 bhp (104 kW; 142 PS) @ 4,000||239 lb·ft (324 N·m) @ 2,000|
|351 cu in (5.8 L) Cleveland V8, 2-barrel Autolite 2100, H-Code||177 bhp (132 kW; 179 PS) @ 4,000||284 lb·ft (385 N·m) @ 2,000|
|351 cu in (5.8 L) Cleveland V8, 4-barrel Autolite 4300D, Q-Code||266 bhp (198 kW; 270 PS) @ 5,400||301 lb·ft (408 N·m) @ 3,600|
1974-1978 (Mustang II)
The Mach 1 name continued with the advent of the Mustang II in 1974. The downsized vehicle - fitted with the 2.8 L V6 rated at 105 hp (78 kW) - outsold the Mach 1 models of the previous four years.
The 302 Windsor returned in 1975, rated at 140 hp (100 kW) and 240 lbf·ft (325 N·m) of torque, giving the Pinto platform a notable performance boost. Also available was a 4-speed manual.
The Mach 1 remained mostly unchanged in 1976, as a new performance model - the Cobra II - was introduced alongside. 1977 proved to be the weakest sales year of the Mach 1 to date, selling only 6,719 units. The nameplate remained for one more year, upon when it was discontinued with the advent of the third generation Mustang in 1979.
During the 1990s, the preeminent performance Mustang was the SVT Cobra. Following the departure of the Fox chassis in 1993 and the arrival of the SN-95 in 1994, Ford also sought to eliminate the 302. Drawing on its newly developed OHC architecture engines known as the Modular, SVT created the 1996 and up Cobra around several variations of the 32 valve, all aluminium 4.6 liter (281 CID) V-8. The 32 valve 4.6 v8 used in the Mustang Mach 1 was originally introduced in the 1993 Lincoln Mark VIII, however for the Mach 1 it was re engineered with a free flowing exhaust and intake manifold to increase the engine by 30 horsepower. Below the SVT in performance was only the GT, reintroduced in 1982 with the 302 HO "5.0", later turning to the 16-valve SOHC V-8 in 1996. The sales on the new SN-95 style cars increased, so that by 2002, Mustang sales topped the combined sales figure of the Firebird and the Camaro. With GM's withdrawal from the "Pony Car wars" in 2002, Ford had a free hand at the whole market but nonetheless created what was arguably the fastest stock Mustang up to that point in time with the 2003–2004 SVT Cobra. However, concerns over a price gap between the GT and Cobra, as well as interest in keeping sales up before the release of the all new 2005 S197 Mustang prompted the creation of two unique mid-range performance models: The 2001½ Bullitt GT and the 2003 and 2004 Mach 1 both credited to Team Mustang led by Art Hyde and Scott Hoag.
Following the stir caused by the retro 2001 "Bullitt" (a lightly modified 2001 GT, named for the famed chase Mustang driven by Steve McQueen in the film Bullitt) Ford saw the value of heritage in the Mustang name and as a follow up, sought to revive the Mach 1 name. While similar to the Bullitt in the use of the Cobra's 13 in (330 mm) Brembo front brake rotors, unique Tokico gas shocks and struts, and lower and stiffer springs, the Mach 1 received a huge performance gain over the base GT and even the 265 hp (198 kW) Bullitt in the form of a unique variant of the DOHC 32-valve 4.6 Liter Modular V8. Commonly known by Mach 1 owners as an "R" code DOHC, (for the unique VIN engine R code) this all-aluminium engine features the same high flow heads as the 2003–2004 SVT Cobra, 2003–2004 Mercury Marauder, 2003–2005 Lincoln Aviator, and the 2003–2009 Australian Boss 5.4 L V8s (see Ford of Australia Boss 5.4 L), the engine also has intake camshafts sourced from Lincoln's 5.4 Liter "InTech" V8 to provide more mid-range torque. The Mach 1 engine had a 10.1:1 compression ratio in contrast to the 1999 and 2001 Cobra's 9.85:1, and the Mach 1 was equipped with a Windsor Aluminum Plant or WAP block unique from the Teksid aluminium blocks used in the 1996–1999 Cobras. The Mach 1 also featured a relatively high redline of 6,800 rpm (5-speed cars) and fuel cut off at 7,050 rpm or 5800 rpm (4-speed automatic). While on paper the 305 hp (228 kW) ratings seem a loss when compared to the 1999 and 2001 SVT Cobras which produced 320 hp (239 kW), in practice the Mach 1 engine produced similar peak horsepower and substantially more torque.
Further differences included the use of Ford's 8.8-inch (220 mm) solid rear axle with a 3.55 final ratio (As opposed to SVT's Independent Rear Suspension) also the availability of a 4 speed automatic in addition to the Tremec sourced 5 speed manual. Factory steel "Box" cross section subframe connectors were also added to increase chassis strength for both the added handling and to deal with the prodigious torque over the stock GT. Style wise, the Mach 1 was very distinct from other Mustangs as it drew heavily from the 1970 Mach 1. In addition to the matte black spoiler and hood stripe, flat black chin spoiler, Mach 1 rocker panel stripes and Mach 1 badging on the rear, there were also faux Magnum 500 polished 17×8 alloy wheels. A retro themed interior was included with well bolstered dark grey leather seats featuring 70's style "Comfort Weave" textures, a 1970s style gauge cluster and a machined aluminium shift ball. An optional 18G interior upgrade package included stainless steel pedals, a 4-Way head restraint, aluminum finished shift boot trim ring and door lock posts, and aluminium look bezels on the dash. The most noticeable difference visually from other Mustangs was the bulging hood with cut-out and the return of a semi-legitimate "Shaker Hood". While physically identical in placement and function (the scoop is said to be built on the same tooling as the 1970 Mach 1) it only provides a portion of air to the motor routing to the air box ahead of the MAF. It does function well as a cold air "snorkel" and a partial Ram Air at speed.
2004 saw only minor cosmetic changes to the Mach 1. 2004 Mach 1s can be identified by bare aluminium finished valve covers, as opposed to the 2003's black finished covers. Outside, 2004 Mach 1's wear 40th anniversary tags ahead of the doors while the 2003 has the traditional Mustang Running Pony and Tri-Color bar. The lone interior change was the deletion of the overhead "cargo net" mounted on the headliner. Despite pre-production rumors, the horsepower and torque ratings were not increased in 2004. Power rating was 305 hp (227 kW) and 320 lb·ft (434 N·m).
Unlike many limited edition cars, 2003 Mach 1 owners had a variety of stand out colors from which to choose. Originally, the cars were offered in Black, Dark Shadow Grey Metallic, Torch Red, Zinc Yellow, Oxford White and the Mach 1–only Azure Blue. In 2004 Zinc Yellow was dropped as an option and replaced with a more vibrant yellow called Screaming Yellow, as well as an all new color called Competition Orange.
With such improvements in power and a relatively light curb weight of 3,380 lb (1,533 kg), the 2003 Mustang Mach 1 posted magazine test numbers that were impressive given its $29,305 price tag. Magazine tests by Motor Trend found numbers from 13.88 seconds at 101.9 mph (164.0 km/h) for the automatic equipped 2003 Mach 1 with a 5.6 seconds 0–60 mph, up to the five speed's blistering 13.5 seconds at 105 mph (169 km/h) with a 5.2 second 0–60 mph time. All this while maintaining a decent 63.5 mph (102.2 km/h) on a 600-foot (180 m) slalom and 0.85 g's on the skidpad, though the higher CG of the larger DOHC motor has created a tendency to understeer more than the IRS equipped SVTs and lower CG and lower curb weight Bullitt GTs with the same basic suspension and brakes.
Limited in production, the 2003 and 2004 Mach 1s ended with the New Edge body platform, the discontinuation of the Fox framed unibody, and the introduction of the first new frame design since 1979 the s-197 with 9,652 2003's and 7,182 2004's being built, contrary to the Mach 1 originally being advertised as a one year limited run model with production set at 6,500 cars.
A 1971 Mustang Mach 1 was featured in the James Bond film, Diamonds Are Forever (1971). Of the three known cars that claim direct connections with the film, only one M-code car - VIN #1F05M160938- has been proven authentic.
The highlight of the Las Vegas car chase is the Mustang balancing on two side wheels to drive through a narrow alley (and mysteriously comes out of the alley on the other two wheels!).