Within this article, we cover the different years that the Ford Mustang Mach 1 was offered and what made it so special among Mustang enthusiasts.
After a few years in development, Ford realized it needed to manufacture high-performance Mustangs to compete with GM's Camaro and Firebird models. This led to the creation of the popular Mustang Mach 1. The Mach 1 Mustang is what the name implies; it is a Mustang that packs a punch. It has all of the qualities of what you would think of when someone says Mustang but has some power to back up what's on the outside. The Mach 1 muscle car began in 1969 and was offered through 1978, then made a comeback in 2003 for just 2 years. Also, in 2021 it made another revival due to popular demand.
Below we cover the different years that the Ford Mustang Mach 1 was offered and what made it so special among Mustang enthusiasts.
The 1969 Ford Mustang Mach 1 was one of six different Mustang models available (GT, Boss 302, Boss 429, Shelby GT350, Shelby GT500) and it was so successful that it discontinued the Mustang GT performance model due to poor sales. The sales between these two models were shocking in that Mach 1 sold 72,458 units vs just 5,396 units for the GT model.
The body style designation 63C on the door data plate distinguishes all retro first-generation Mach 1s. The Mach 1 started with a V8-powered SportsRoof fastback body and added visual and performance enhancements like a matte black hood treatment with hood pins, hood scoop (including the optional Shaker scoop), competition suspension, chrome pop-open gas cap, revised wheels with Goodyear Polyglas tires, chrome exhaust tips (except 351W 2V), deluxe interior, livery, and dealer optional front splitter, rear spoiler for downforce, and rear window louvers.
A 351 cu in (5.8 L) Windsor (351W) 2V engine with a 3-speed manual transmission and a 9-inch (23 cm) 28 spline open rear axle were included as standard equipment. A 351W 4V, 390 cu in (6.4 L) FE, 428 cu in (7.0 L) Cobra Jet 4V with or without Ram Air, and even the debut of the "drag pack" option with the enhanced 428 cu in (7.0 L) Super Cobra Jet engine were all available as options. Optional transmissions included a 4-speed manual or a 3-speed FMX (small block)/C6 (large block) automatic, and the 428SCJ added a cast iron tailshaft to the C6 in place of the original aluminum one. The 428 CJ/SCJ included a "traction lok" rear axle with a 3.91 or 4.30 ratio, 31 spline axle shafts, and a nodular case as an option. The 3.91 ratio was known as a "traction-lok" in 1970, while the 4.30 ratio was known as a "Detroit Locker."
Depending on the powerplant, Mach 1s have suspension upgrades to varying degrees. Front shock tower reinforcement, thicker sway bars (no rear bar for 1969), and heavier springs and shocks were all standard on big block automobiles. Staggered rear shocks were also available on 428 CJ/SCJ 4 speed cars. A strong yet aesthetic hood scoop was standard on Mach 1s, with integrated turn-signal lights located in the back. The characteristic "Shaker hood," an air scoop placed directly to the top of the engine, used to gather fresh air and known for its inclination to "shake" with the V8 engine, was a more practical option. Teak wood grain features, full sound deadening material, and high-back sport bucket seats were all included in the interior.
351 Windsor V8 5.8L (H-Code)
351 Windsor V8 5.8L (M-Code)
351 Cleveland V8 5.8L (H-Code)
351 Cleveland V8 5.8L (M-Code)
390 FE V8 6.4L (S-Code)
428 V8 7.0L w/o Ram Air (Q-Code)
428 V8 7.0L w/Ram Air (R-Code)
Starting in 1971, the Mach 1 Mustang received an entirely new facelift. This is often considered the most noticeable change to the 1971-1973 models is this new hood design that includes dual scoops. On the 302 automobiles, the hood was a no-cost option, but on the others, it was standard. The standard hood contained non-functioning NACA ducts, but when the Ram Air option was added, the hood became functional. A vacuum-controlled door inside each scoop, as well as a fiberglass under-hood 'plenum,' channeled cool, outside air through a modified, rubber-ringed air filter housing and into the carburetor, were included in the Ram Air option. A pair of 1970 Mach1-style chrome twist hood locks and a two-tone hood paint treatment in either 'matte black' or 'argent' matte silver, (which complemented with the decals and striping) was also included with the ram-air option. Depending on the engine, the option also included a "351 RAM AIR" or "429 RAM AIR" decal on each side of the hood.
For 1972, due to the changeover to new SAE net horsepower calculations and a 4-degree camshaft retard integrated into the timing set, the 429CJ and SCJ engines were withdrawn from the lineup in 1972, and horsepower figures were reduced across the board. In addition, this year saw the lowest number of Mach 1 sales of the 1971–73 generation. Externally, there are no significant differences between the 1971 and 1972 Mach 1s. The pop-open gas cap was removed from the 1972 Mach 1 and replaced with the normal twist-on cap featured on the other Mustang models that year. The base Mach 1 engine was the 302 Windsor. For 1972, there were three 351 Cleveland engine options. A two-barrel 351CJ, a four-barrel 351CJ, and a new R-code 351HO for 1972, which is essentially a lower-compression Boss 351 engine.
For 1973, Mach 1 received some significant cosmetic changes. The bright trim and lower body accent paint were gone, and the car was now one color from top to bottom. A wide black or argent body-side tape stripe with a "MACH 1" cutout on the front of the quarter panel and a standard "MUSTANG" script badge on the fender was standard on all 1973 Mach 1s. The "MACH 1" writing was now incorporated into the passenger side of the decklid tape stripe, rather than being centered above it as it was in 1971 and 1972. On 4V automobiles in 1973, the valance cuts and bright tips were no longer available. Also, to comply with NHTSA standards an altered front and rear bumper was developed.
On all models, the front bumper was now a considerably larger body-colored urethane portion with impact absorption struts. The Mach 1 sport lamps were removed due to the altered bumper, and the park/turn signal lamps were moved from the front valance to a vertical configuration at each end of the grille on all models. The Mach 1's grille was black, with a honeycomb pattern and a small tri-bar insignia of a running horse. The rear bumper was mounted on longer brackets, causing it to protrude further from the body and creating a huge gap. Ford employed a body-colored urethane filler piece at each quarter panel, as well as a sheet metal filler panel bolted to the taillight panel, to correct this.
Except for the 351HO, engine selections remained almost unchanged from 1972. The 351-4V was not advertised as a Cobra Jet engine in the 1973 Mustang, even though the 351-4V CJ was referenced in the 1973 Ford shop manual and other internal Ford paperwork, while the "Cobra Jet" moniker continued in the Torino, Cougar, and Montego lines.
Because of the difficulty in getting the Ram Air option approved for emissions concerns, the 351-2V was the only Ram Air engine available. Ford introduced a "Two-Tone" hood paint treatment option for 1973, which included the black or argent paint treatment, twist locks, but not the Ram Air system's actual functional components.
The Mach 1 was kept alive by Ford until 1970, with just minor cosmetic changes. The main visual differences between the 1970 and 1970 bodies were dual-beam headlights with the previous inner headlights becoming sport lamps, 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. The 351W V8 engine was replaced by a new 351 cu in (5.8 L) Cleveland (351C) V8 in 2V (for use with 2-venturi carbs) or 4V (for use with 4-venturi carbs) versions for the 1970 model year. At 5400 rpm, the 351C 4V (M code) engine developed 300 bhp (224 kW; 304 PS) with 11.0:1 compression. The poly-angle combustion chambers with canted valves and thin-wall casting technology from the Ford 385 series engine and the Boss 302 were combined into this new engine.
Some of the most unique features are as follows:
302 Windsor V8 4.9L (F-Code)
351 Cleveland V8 5.8L (H-Code)
351 Cleveland V8 5.8L w/o Ram Air (M-Code)
351 Cleveland V8 5.8L w/Ram Air (Q-Code)
429 Cobra Jet V8 7.0L (C-Code)
429 Super Cobra Jet V8 (J-Code)
302 Windsor V8 4.9L (F-Code)
351 Cleveland V8 5.8L (H-Code)
351 Cleveland V8 5.8L (Q-Code)
351 Cleveland V8 5.8L (R-Code)
302 Windsor V8 4.9L (F-Code)
351 Cleveland V8 5.8L (H-Code)
351 Cleveland V8 5.8L (Q-Code)
With the introduction of the Mustang II in 1974, the Mach 1 name was still kept. The downsizing vehicle, which was equipped with a 2.8 L V6 rated at 105 hp (78 kW), outsold the previous four-year Mach 1 vehicles. The high-performance package was called "Cobra II" for model years 1975 through 1978.
In 1975, the 302 Windsor was reintroduced, with 140 horsepower (104 kW) and 240 pound-feet (325 Nm) of torque, offering the Pinto platform a significant performance bump. A 4-speed manual transmission was also offered.
In 1976, the Mach 1 remained mostly unchanged, despite the introduction of a new high-performance vehicle, the Cobra II. With only 6,719 units sold, 1977 was the Mach 1's worst-selling year to date. The moniker was kept for another year before being phased out with the introduction of the third-generation Mustang in 1979.
170 Cologne V6 2.8L
302 Windsor V8 4.9L
The 2003-04 Mach 1 is arguably the most popular out of the Mach 1's offered for several reasons. Both the 2003 and 2004 models came with a 4.6L V8 that produced 305 horsepower @ 5800 RPM and 320lb/ft of torque @ 4200 RPM. Both years were incredibly fast and both offered up exceptional performance. Team Mustang, led by Art Hyde and Scott Hoag, was responsible for the Bullitt GT in 2001 and Mach 1 in 2003 and 2004. Below we list all of the specs you need to know!
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The Mach 1 Mustang is still such an iconic Pony car which is clearly shown because it keeps getting brought back over the years. We can't wait to see what else is in store for the Ford Mustang Mach 1 in the future. In the meantime, check out our other Mustang articles for more information on all things Ford Mustang. Thanks for reading!
