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The 1969 Mustang Mach 1: A Classic American Muscle Car

Mustang Mach 1

The 1969 Mustang Mach 1 was a legendary American muscle automobile that was highly popular when it was first introduced. In fact, 24% of all Mustangs produced in 1969 were Mach 1s, with a total of 299,824 Mustangs sold for the model year.

Although the sales figure of less than 300,000 may seem a bit disappointing compared to previous seasons with higher sales, it is important to note that the Mustang faced intense competition from other popular muscle cars such as the Chevy Camaro (, the Pontiac Firebird (, the Plymouth Barracuda (, the AMC Javelin (, and even Mercury’s Cougar (, which was also a divisional stablemate.

Despite the tough competition, the Mustang’s solid reputation and popularity showed that there was still room for the pony car concept in the crowded marketplace.


1969 Mustang Mach 1 – The 1969 Mustang Mach 1 was a performance-based muscle car from Ford that was part of their Mustang lineup. It was known for its sleek design and aggressive style, which set it apart from other Mustang models like the GT.

GT – The GT was another model in the 1969 Mustang lineup. It was the base model, with the Mach 1 being a performance-based upgrade.

Boss 302 & Boss 429 – Two additional performance-based models in the 1969 Mustang lineup, the Boss 302 and Boss 429 were known for their powerful engines and improved handling capabilities.

Shelby GT 350 & GT 500 – Two high-performance models of the 1969 Mustang, the GT 350 and GT 500 were part of the Shelby lineup. They were known for their exceptional speed and performance.

SportsRoof – One variant of the Mach 1, the SportsRoof was a unique body type that offered a blend of performance and style.

The starting price for the body style 63C was $3,122 in 1969 currency, and it was a resounding success, killing the GT model by outselling all other fastback models combined in its first year.

The Mach 1 took its name from a 1966 Mustang prototype with an aggressive design and started with everything from that model and then added more.
One variant of the Mach 1 was a SportsRoof, although no convertible or hardtop Mach 1s were ever made.

There were six engine options available in the first Mach 1. The two-barrel 351 Windsor with a code H in the VIN was standard equipment in the Mach 1, delivering 250 gross horsepower on normal gas.
The four-barrel 351 with a code M was the following step forward, with a purported 290 horsepower rating, made possible by its 10.7:1 compression ratio and additional pair of barrels.
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.
Here is a link to Mustang Specs website for detailed information on engine options.

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.

Links to further information:

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.

Links to further information:

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.

Links to further information:

For those looking for even more performance, the Super Cobra Jet (SCJ) option was also available for the 1969 Mustang, although it was not officially advertised by Ford. It’s worth noting that the SCJ engine could either be an R- or Q-code, so it’s important for serious buyers to do more research. The SCJ engine was distinct from the standard 428CJ in several ways, including its special harmonic balancer and revised flywheel, cast aluminum pistons, and stronger cap-screw connecting rods.

The SCJ was standard equipment when ordering the Traction-Lok 3.91 or 4.30 rear-end ratios, also known as the “Drag Pack” option starting mid-year. These strengthened internals were designed to handle the high-RPM operation and quick acceleration that the aggressive rear axle gearing would allow. The 3.91 or 4.30 Traction-Lok option cost $155.45 on the option sheet and included all of the necessary engine components, making it a fantastic deal for performance-seekers.

For more information about the Super Cobra Jet option for the 1969 Mustang, check out the following resources:

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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