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The 1969 Mustang Mach 1: A Classic American Muscle Car

Mustang Mach 1

A legendary American muscle automobile that was extremely well-liked when it was initially introduced was the 1969 Mustang Mach 1. Fully 24% of all Mustangs produced in 1969 were Mach 1s, with a total of 299,824 Mustangs sold for the model year. When compared to prior seasons that sold in greater quantities, this figure of less than 300,000 seems a little depressing. But think about: By 1969, the Mustang faced competition from the Chevy Camaro, the Pontiac Firebird, the Plymouth Barracuda, the AMC Javelin, and even Mercury’s Cougar, a divisional stablemate. It was evident how well-liked the pony car concept was by the fact that there was space for everyone in the busy marketplace. Even if sales weren’t at their peak, Mustang had a solid reputation and was well-known.


Ford exploded with performance-based Mustang-based cars in 1969 to go along with the dramatic new styling of the Mustang.
Six different vehicles were offered: the GT, Mach 1, Boss 302, Boss 429, Shelby’s GT 350, and GT 500.
The Mach 1 was a sleek improvement over the GT model, taking its name from a 1966 Mustang prototype with an aggressive design.
It started with everything from that model and then added more.
The unique characteristics of the Mach will be covered shortly.
One variant of the Mach 1 was a SportsRoof.
Although the mechanicals and some of the equipment could be transferred to another body type, no convertible or hardtop Mach 1s were ever made.

The starting price for body style 63C (the Mach 1 required its own alphanumeric body code) in 1969 currency was $3,122. It was a resounding success. The Mach 1 killed the GT model by outselling all other fastback models combined in its first year, selling 72,458 units (until 1982, anyway).

Although just five engines were offered, there were really six engines available in the first Mach 1. The fifth digit of the VIN for a 1969 Mustang contains the engine code. The two-barrel 351 Windsor, code H in the VIN, which delivered 250 gross horsepower on normal gas, was standard equipment in the Mach 1. The only 1969 Mach 1 powerplant with a single exhaust was the H-code 351. All other engine options used dual exhaust with four chrome tips and needed premium gasoline.

The four-barrel 351, code M, was the following step forward. Its purported 290 horsepower rating was made possible by its 10.7:1 compression ratio and additional pair of barrels. (This engine was only used for one year; in 1970, the 351 Cleveland took its place.) The S-code 390 with four barrels and 10.5:1 compression followed after it. Each of these engines came included with a shaker-style ram air system and a mimicked hood scoop.

Following that, Ford formally marketed two 428 Cobra Jets: the standard-issue Q-code (non-ram air) and the Ram Air R-code. Both were compressed at 10.6:1. Both had a 335 horsepower rating. These engines were substantially the same, with the exception that the Q-code kept the dummy scoop while the R-code utilized a real Shaker. In addition to beefier connecting rods, the 428CJ received a set of deep-breathing heads from the 427 (2.09/1.65-inch valves, combustion chamber volumes between 73 and 75 cc, larger intake and exhaust ports, 427 valve springs and dampers), a 735-cfm Holley four-barrel carburetor, and freer-breathing exhaust manifolds.
The 428CJ is said to have a power output considerably north of 400 horsepower, despite its claimed figures being fraudulently reduced to prevent insurance companies from raising its premiums. When tested a 1969 428CJ-powered Mach 1 it was evident that the increased flow of air was worth two-tenths and around 2 MPH in the quarter-mile by performing back-to-back laps with the scoop both taped shut and unobstructed.

Beyond even this, the Super Cobra Jet (SCJ) option was available, although it wasn’t mentioned in any of Ford’s publications at the time. Confusionously, it may be either an R- or a Q-code engine, necessitating more research on the part of a serious buyer. The Super Cobra Jet engine had several internal variations from the standard 428CJ, including a special harmonic balancer and revised flywheel, special cast aluminum pistons, and beefier cap-screw connecting rods. It was standard equipment when ordering the Traction-Lok 3.91 or 4.30 rear-end ratios (a package that was referred to, starting mid-year, as the “Drag Pack” option). The SCJ’s strengthened internals were intended to better survive the high-RPM operation and quick acceleration that the aggressive rear axle gearing would permit. On the option sheet, the 3.91 or 4.30 Traction-Lok cost $155.45, but it also came with the rest of the engine components. All things considered, this is a fantastic deal.

The driver’s side horn had to be moved to the passenger side of the support since the SCJ also included an external engine oil cooler that was installed in front of the radiator support on the driver’s side. Because of where the oil cooler was placed, the 428SCJ versions never had air conditioning. The word “super” was sometimes, but not always, stamped on the front of a 428SCJ, perhaps to aid the engine assembly team in identifying which 428CJ was which.

10,080 428CJ Mustangs and 3,181 428SCJ Mustangs were produced for the 1969 model year, albeit not all of these engines were used in Mach 1s.

In addition to using 42-amp alternators and 45-amp batteries, all available Mach 1 engines included hydraulic lifters. A 55-amp alternator and an 80-amp battery were employed by the 428-powered Mach 1s.



A vehicle with a focus on performance, the Ford Mach 1 was available with a range of gearboxes to meet the requirements of various drivers. Buyers may select from a few choices based on the engine they selected. The heavy-duty three-speed stick, often known as the 3.03, was Ford’s standard transmission for individuals who chose one of the two 351 engines. The first gear ratio of this gearbox was 2.99, the second gear ratio was 1.75, and the top gear ratio was 1.00. However, the 390 and 428 engines did not support this gearbox.

Ford’s renowned Toploader four-speed gearbox was another choice for customers. There were two distinct gear sets available for this transmission: close-ratio and wide-ratio. With a 2.78 reverse gear, the wide-ratio four-speed gear ratios were 2.78/1.93/1.36/1.00. Buyers should search for a “E3” suffix on 351 engines and a “M3” suffix on 390 engines to check for codes. The wide-ratio four-speed, however, was not offered on 428 cars. The close-ratio four-speed gear ratios, on the other hand, were 2.32/1.69/1.29/1.00, with a 2.32 reverse gear. Buyers should seek for a “AG” suffix on Mach 1s powered by 351 engines, “AD1” on Machs powered by 390 engines, and “AE1” or “AE2” on Mach 1s powered by 428 engines to check for codes.

Ford provided a three-speed Select-Shift automatic transmission for individuals who chose an automatic. The gearbox, however, changed based on the engine. Regardless of carburetion, Ford’s lighter-duty FMX three-speed transmission with 2.40/1.47/1.00 ratios was the preferred automatic for 351-powered Machs. However, if an automatic was requested, Ford’s heavier-duty C6 automatic with 2.46/1.46/1.00 gears was installed in 390 and 428-powered Mach 1s. Additionally, the output shafts on all 351- and 390-fronted gearboxes had 28 splines, while the output shaft on 428-fronted transmissions had 31 splines.


The Mach 1’s robust 9-inch ring-and-pinion differential, which came standard on all models, was one of its standout characteristics. Traction-Lok, a limited-slip differential, was available as an optional improvement. Axle ratios for the Mach 1 ranged from 3.00 to 3.25 to 3.50 to 3.91 to 4.30, with the latter two necessitating the Traction-Lok differential.

Frame and suspension

The structure and suspension of the Mach 1 were also built to withstand the strains of high-performance driving. Steel front and rear subframes were used throughout the unit-body construction of the vehicle, and versions equipped with the 428 engine had extra shock tower bracing. A “GT Handling” suspension option for the Mach 1’s 351 and 390 engine versions and a “Competition HD” package for the model with a 428 engine were also available. These packages came with stronger front spindles, Gabriel heavy-duty shocks, and a bigger front anti-roll bar.


The Mach 1 had manual 10-inch four-wheel drum brakes as standard, while 11.3-inch power front disc brakes with single-piston floating calipers were an option. The Mach 1 also had a faster-than-normal 16:1 steering ratio, however power assist was an option with any engine or transmission.

Tires and wheels

Finally, the Mach 1 had a variety of wheel and tire options, including the standard F70-14 white-letter blackwalls and FR70-14 radials and the wide-oval belted E70-14 white sidewall tires on 14 x 6-inch chrome-styled steel wheels. All things considered, the Ford Mustang Mach 1 was a genuine high-performance muscle vehicle that offered exhilarating driving characteristics and outstanding performance.

Body and interior

The well-known automobile type underwent a thorough overhaul for the 1969 Mustang. It increased in length and breadth by 3.9 inches and had the same 108-inch wheelbase as earlier versions. The fastback model was dropped in favor of the new SportsRoof, which had fixed rear quarter windows and an uninterrupted roof line until it reached the tail. This was the largest change in style. With low-gloss paint on the cowl and hood, reflective side and tail stripes, unique rocker moldings, pin-type hood lock latches, a pop-open gas cap, swing-out rear quarter windows, twin color-keyed sport mirrors, and tinted rear glass, the Mach 1 was a well-liked option for this model year.

The Mach 1 interior included molded door panels with integral armrests and safety/courtesy lights, high-back buckets with knitted vinyl, carpeting with red vinyl heel pads integrated, console, wood-finish Rim-Blow steering wheel, clock, bright pedal pads, and special insulation package that increased the car’s weight by 55 pounds. With each engine that was offered, a tachometer was an option. The inside of the 1969 Mustang had a range of colors, including white, black, blue, gold, red, and green.


The Mustang has a sizable aftermarket today, with practically every component of the car, including brand-new body shells, available for purchase. It is now simple to design a machine that is genuinely unique thanks to the variety of changes that have been made possible by this popularity, from bespoke body and interior touches to drivelines and suspensions. When purchasing a customized vehicle, it’s crucial to exercise caution because some vendors could misrepresent the vehicle’s modifications.



Specifications Ford Mustang I Coupé


V8 cylinder, longitudinally mounted
2-valve, lower camshaft, chain drive;
Mixture formation: falling flow double gasifier
Bore x stroke: 101.6 × 72.9 mm;
Cubic capacity: 4736cc; Compression: 9.3;
Power: 147 kw / 200 hp at 4400 rpm
max. Torque. : 382 Nm at 2400 rpm;
Three-speed automatic transmission;
rear-wheel drive


Self-supporting steel body with two doors;
Front suspension: double crossbars, coil springs,
rear: rigid axle, leaf springs;
v / h. Telescopic shock absorbers;
Brakes: v / h. Drums (discs on request);
Tire: 205/170 R 14

MEASUREMENTS: 4613/ 1730/ 1308mm
Wheelbase: 2745 mm;
Empty weight: 1326 kg
Tank capacity: 61l
Construction period: 1964 to 1966;
Number of pieces Mustang I: 1,288,557
Price (1969): 8,600 $


Acceleration: 0 to 100 km/h in about 9.0 S
Top speed. : 177 km / h;
Consumption 14,0 l / 100 km


Good looking showcar
Bulky V8 engine
Technology very robust, good spare parts supply,
Still cheap


High consumption, very prone to rust, Brakes


Condition 2: 21. 000 $
Condition 3: 14,500 $
Condition 4: 7200 €
Performance slightly rising

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