1969 Ford Mustang Mach 1 428 SCJ Sportsroof 9T02R184216 For Sale In Seattle Bellevue WA
Park Place Ltd is pleased to present this Exemplary, Museum Quality 1969 Ford Mustang Mach 1, an Exceedingly Rare and Mostly Original 428ci Super Cobra Jet Ram Air, 4-Speed Manual Trans, Sportsroof Mustang in Wimbledon White with Blackout Hood Treatment. Odometer shows 24,959 Miles (believed to be correct and original). The Marti Report for this car indicates that, as decoded from the VIN, this is a true 1 of 1 build, and this fine example is believed to be numbers matching. Factory Options for this Fastback, built on 3/26/1969 at the Metuchen plant, consist of; 428SCJ (335hp/440lb-ft) Engine Drag Pack, Visibility Group, Power Front Disc Brakes, Power Steering, AM/FM Stereo Radio, Tinted Glass -Complete, F70x14 Traction Tires with Raised White Letters. The huge 428 cubic inch (7.0 L) Super Cobra Jet 4V engine, the "drag pack" option, and a close-ratio 4-speed manual transmission are all highly-desired factory installed options for this example.
Mach 1s came equipped with an 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. The interior came complete with teak wood grain details, full sound deadening material and high-back sport bucket seats. 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. The Ford Mustang Mach 1 is a performance-oriented option variant of the Ford Mustang, originally introduced by Ford in August 1968 as a package for the 1969 model year. The Mach 1 title adorned performance oriented Mustang offerings for years. The Mach 1 package was only available in the 'SportsRoof' (previously known as the 'Fastback'), body style - never on the hardtop or convertible.
The switch circuits work in a similar fashion. They鈥檙e designed to take a voltage input and send it to Megasquirt for table switching or nitrous control. In this case, the 鈥淚n鈥?side will go to the EEC-IV connector, and the 鈥渙ut鈥?side to Megasquirt. The EEC-IV adapter board also incorporates the knock sensor circuit from the MSExtra manual. You can wire its input to an external knock sensor and send its output through the relay cable to the appropriate pin on the Megasquirt. With MSnS-E, you will use pin 5 on the JP1 header for a V2.2 board, or the JS10 jumper on a V3.0 board. With Megasquirt-II, you need to use pin X6 for a V2.2 board or JP4 on a V3.0 board. You can also use any of the other MSnS-E circuits and send their output straight from the Megasquirt to the EEC-IV connector by running the appropriate jumper wires.
Note that the standard relay cable has the IAC wires, but not the four SPR wires. The EEC-IV adapter board has a PWM IAC driver circuit. You can also have a PWM output circuit in the Megasquirt; in that case, leave out the PWM driver components and jumper PWM IN to PWM OUT. V2.0 boards need you to run the thin jumper wire (included with the board) from the spot where R25 and R26 connect to a 12 volt hole in the proto area in order to make the PWM circuit functional. V2.1 boards do not need this jumper. To check if the board version you have needs this junper, measure the resistance from the connection between R25 and R26 to the 12 volt hole in the proto area. If it鈥檚 near zero, no jumper is needed. To configure the jumpers, you will need a wiring diagram for the car you are installing your EEC-IV adapter onto. While the ignition, power, and temperature sensor lines are the same, you will want to check the pins for the injectors, oxygen sensor, and any relay outputs you may need to use. Here are the jumper settings for one of the most popular EEC-IV cars ever, the 鈥?6-鈥?3 Mustang with the 5.0. This setup appears on the documentation; we have not tested it yet on an actual running 5.0 ourselves. 2, 3, 5, and 8 on a separate bank. It only uses one oxygen sensor; you can add extra hardware to the Megasquirt for a second oxygen sensor output and change the injector connections to have each bank controlled separately, too. The EEC-IV adapter board is also popular with the 2.3 Turbo crowd. On these cars, the ECU often controls the boost. For the 1987 and later Turbo Coupe, the ECU controlled the fans. You鈥檒l also need two generic relay control outputs on pins 27 (IAC1B or X12) and 29 (IAC2A or X13) for fan outputs on this model.
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