Ford Mustang Mach 1 History
As popular as the Mustang was, it wasn't much of a street racer. The big 390 V-8 introduced in 1967, was a step in the right direction, but the 390 wasn't much of a match against the Chevrolet 396 V-8 in the Camaro or even the 400 V-8 in the Firebird. If you wanted a fast Mustang, you'd have to go to a much more expensive Shelby Mustang, which was equipped with the 428 V-8. Late in the 1968 model year, Ford introduced the 428CJ engine on a small group of Mustang GTs. This was a strong performer and pointed to the direction that the 1969 Mustang would take. However, "GT" wasn't a name that would initiate images of street screeching performance. Ford decided upon the Mach 1, with the supersonic connotations. Even though the GT was still available in 1969, the Mach 1 took its place as the performance Mustang. It was based on the SportsRoof body and came with a long list of standard features.
Visually, the hood was painted flat black along with a similarly painted non-functional hood scoop. Reflective side and rear stripes were coordinated to complement the body color, as were the color keyed dual racing mirrors. Adding to the racer image were the NASCAR hood pin latches- a deleteable option. Chrome styled steel wheels and a chrome pop-open gas cap were also used. The attractive Deluxe Decor Group filled out the interior. It included the high back bucket seats, a rim-blow steering wheel. Standard engine was the new 351 c.i. V-8. This engine was basically an enlarged 302 and is known as the 351 Windsor, as it was made in Ford's Windsor plant. With the two-barrel carburetor and single exhaust, the base Mach 1 engine was rated at 250hp. The optional 290hp. 351 c.i. V-8 four barrel engine came with dual exhausts and chrome quad outlets. The old 390 c.i. V-8 was also optional, rated at 320hp, with the top engine option being the torquey 428CJ, rated at 335hp . The most powerful 428CJ came with the "Shaker" hood scoop- attached to the engine, it "shook" as the engine idled. The Shaker was optional on the both 351s and 390 V-8. A lot of engines to choose from, to be sure. The Mach 1 has been called the supercar of the masses- how could you resist the styling? Those put off by the flash of the Mach 1, could get the exact same engine options and other equipment on the GT. For 1970, the Mach 1 was as flashy as ever, with a special hood stripe arrangement replacing the blacked-out hood and aluminum rocker panel covers replacing the side stripes. In terms of engines, the 390c.i. V-8 was dropped for 1970 as was the 351c.i. V-8 four barrel. Ford would continue using the Mach 1 name until the 1979 model year.
One of the best aircraft style cockpits ever done for a car, the interior was downright luxurious for the time. The 351 Windsor and the 351 Cleveland are both bulletproof engines. Hydraulic lifters meant there is very little maintenance. The 4 bbls are high compression engines, so finding fuel for them is a real problem.. If you rebuild one I would suggest giving up on the 10.6:1 compression ratio and moving down a peg depending on the fuel you have available. If there is a weakness in the 351W it is that it was designed for around 300HP and with bolt on parts you can get over 475HP today. These engines were not designed for that! Connecting rods, pistons, etc all begin to give way. The 351C was basis for the racing engines of the 70s and 80s (think Nascar). Much stronger, but again if you create a 500HP 351C with stock internals I鈥檓 pretty sure you鈥檒l break things.
I鈥檝e only ever driven the 4-speed 鈥渢op-loader鈥? but it is a blast from the past with a long throw, but the synchros are fantastic and you could probably speed shift this transmission for years without damage. The top loader was used in SCCA Trans-AM series and with big block BOSS 429 engines to give you an idea how tough it was. Drop the clutch on these cars and axle wind-up is brutal, although Mach-1s that had staggered shocks to help solve this problem there are plenty of third party solutions that are much better. In the front there are grease fittings everywhere and if not maintained, all the bushings go bad. Good news is that all these parts are available. There are no brakes, and what little stopping power these cars have is gone by the second corner. Front disc brakes are a must. The period correct upgrade was a lot better than the ten inch drums but given all the aftermarket options I would upgrade.
Not sure how to say this, but you can hear these cars rust beneath you 鈥?there are just too many nooks and crannies. The inside of the doors, the trunk, the torque boxes all hold water and rust as you drive. Mach 1 wheel wells are another problem spot. If you buy one, pull the doors apart and spray the inside with rust proofing. The torque box is critical to the car stiffness so make sure they are solid. The Interiors are all vinyl and very tough. I can see an original interior lasting many years, but if they don鈥檛 all the parts are available. Is the Mach 1 the ultimate pony car? There were more powerful Mustangs, but the 351 Mustang Mach-1s were cheap to run and made you feel like Parnelli Jones. The interiors are fantastic period pieces and you never tire of that incredible 4Bbls V8 rumble. Having driven these beasts, the 4 speed is a must have and you really do need to upgrade the brakes. I would add the Boss 302 air damn, aerodynamics are not exactly perfect and the front tires will come off the ground at about 125mph鈥?Don鈥檛 ask.
