1969 Ford Mustang Mach 1 GT 428 Cobra Jet

Nineteensixtynine was the benchmark year for Ford Mustang in its proliferation of performance names and engines. 

No less than 6 manufacturing plant performance pony models were out there (GT, Boss 302, Boss 429, Shelby GT350, Shelby GT500 and the Mach One). Additionally, seven variations of V-8s were out there within the '69–'70 models; most of those additionally available in the new Ernst Mach one.

Due to the Mach 1's success, the GT model was discontinued when 1969 following poor sales of five,396 units - versus the 72,458 sales for the Mach one. The Mustang would not wear the "GT" badge once more till 1982.

The Mach one package was solely out there in the 'SportsRoof' body style (previously called the 'Fastback'); ne'er on the machine or convertible. Many resto-mod visual conversions have since been performed by house owners and enthusiasts, but area unit not Ernst Mach 1's by VIN code.

The Mach 1's original direction was simple: It started with a V-eight powered  'Sportsroof' body & additional varied visual and performance enhancing things such as matte dark hood treatment with hood pins, hood scoop (including optional Shaker scoop), competition suspension, chrome pop-overt gas cap, revised wheels with Goodyear Polyglas tires, chrome exhaust tips (except 351W 2V), deluxe interior, unmissable liverish & dealer optional chin spoiler, rear deck spoiler, and rear window louvers (SportSlats).

Standard instrumentality was a 351 conductor in (5.8 L) Windsor (351W) 2V motor with a three speed manual transmission, and a 9" 28 spline open rear shaft. A 351W 4V was optional as was a 390 conductor in (6.4 L) FE, and the huge 428 cubature unit (7.0 L) elapid Jet 4V with or while not Ramair, and even the introduction of the "drag pack" option with the changed 428 conductor in (7.0 L) Super elapid Jet engine. A 4 speed manual or three speed FMX (small block)/C6 (big block) automatic transmission was optional , and the FOUR TWO EIGHT SCJ added a forged iron tailshaft in situ of the regular atomic number 13 one to the C6. A "traction lok" rear axle was optional , and the 428 CJ/SCJ included a "traction lok" with a three.ninetyone or four.thirty ratio, THIRTY ONE spline shaft shafts and a nodular case. In 1970, the 3.91 quantitative relation was a "traction-lok", while the four.30 quantitative relation was a Motor City Locker.

Mach 1s came with upgraded suspension to variable degrees dependent upon powertrain decisions. 

Big block cars had front shock towboat reinforcement, thicker sway bars (no rear bar for SIXTY NINE), and heavier springs and shocks. FOUR TWO EIGHT CJ/SCJ 4 speed cars additionally came with staggered rear shocks. Standard on Ernst Mach 1s was a fierce however cosmetic hood scoop that had integrated turn-indicator lights mounted in the back. A more practical choice was the signature "Shaker hood", an air scoop mounted directly to the highest of the motor, used to collect fresh air and then named for its tendency to "shake" higher than the rumbling V-eight below. The interior came complete with teak wood grain details, full sound 'kill' material & high-back sport bucket seats.

In one969 endurance driver Mickey Thompson took 3 Ernst Mach One Mustangs to the Bonneville salt flats for a feature in Hot Rod magazine, in the process setting TWO NINE FIVE speed & endurance records over a series of five hundred-mile and 24-hour courses.

Ford kept the Ernst Mach one alive into 1970 and very little modified aside from the visuals. 

The 1970 body included dual-beam headlights with the previous inner headlights changing into sport lamps and recessed taillights on a dark honeycomb rear panel, side scoops behind each doors removed, revised bucket seats, deep dish sports wheel covers, as well as new side & rear badging and marking were the most visual variations. 1970 saw the previous THREE FIVE ONE W V8 engine options replaced with a new 351 cubature unit (5.8 L) Cleveland (THREE FIVE ONE C) V8 in either 2V (TWO-venturi carburetor) or 4V (FOUR-venturi carburetor) versions. The THREE FIVE ONE C 4V (M code) engine featured 11.0:1 compression and produced three hundred bhp (224 kW; 304 PS) at 5400 revolutions per minute. This new performance engine incorporated elements learned from the Ford THREE EIGHT FIVE series engine and the Boss THREE ZERO TWO, particularly the poly-angle combustion chambers with leaning valves and the thin-wall casting technology.

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