The 1969 model year was the first that saw drastic changes to the Mustang’s design enter production.
Although the original wheelbase was the same, the car grew wider with longer overhangs while lowering the roofline in a bid to make the car that much more aggressive. The nose became sharper and quad headlights were the norm, with the ones on the outside of the grille sitting deep within rectangular cavities for a meaner look.
The Mach 1 also gave its prospective owners a wide variety of choices in terms of not only engines, but also axles, transmissions, exterior trims and add-ons, interior and exterior colors. It was heaven for those who like to fiddle with forms in the dealership stuffing their cars with extras.
The car was only offered in Fastback form, now known as SportsRoof, so any hardtop or convertible 1969 Mustang you see with Mach 1 visual cues was not purchased that way from the factory.
The offering was the same for 1970 with the Mach 1 only available as a SportsRoof although, by then, the car had gone through yet another visual refreshment procedure. This means that the 72,458 units built of the 1969 model year are the only ones with the quad headlight, low-slung allure.
The Mach 1 was popular enough to stay in production until the dawn of the Foxbody which is when Ford returned to the GT moniker. The company then revived the Mach 1 during the lifespan of the SN-95 as a mid-range model that sat above the GT but below the SVT Cobra. Since then, many rumors emerged hinting towards the return of the Mach 1 as a trim level for the sixth-gen Mustang. As we’ve reported back in May, it’s far more likely that the Mach 1 will be resurrected as a model of its own right and an electric one no less. Until then, let’s take a closer look at the original.
1969 FORD MUSTANG MACH 1 EXTERIOR
The 1969 evolution of the Mustang shows the emerging trend at the time of increasing the size of what were once rather compact coupes.
The Mustang did not escape this dreaded fate but, before it became an unrecognizable land yacht of sorts, they hit the sweet spot with the 1969 styling upgrades. Even without the let’s-hit-the-track upgrades of the Mach 1, the Mustang looked meaner than ever and for good reason: its core rivals were growing and looking like they meant business so Ford Motor Company couldn’t let their golden child fall behind.
Ford extended the front and rear overhangs to make the Mustang bigger by 3.8 inches. Thus the wheelbase staying put at 108 inches. The roofline was also lowered by almost 1 inch. The lines of the car are punctuated by reflective stripes on the sides and across the upper edge of the rear end, just above the Mustang lettering where you’ll find “Mach 1” written on the stripe itself.
The nose is dominated by the massive grille, big enough to house two extra headlight units on either side with the logo moved from its former center position to the right-hand side with the red-white-and-blue stripes serving as a backdrop.
The car was available with an aggressive-looking lower lip that drastically minimized ground clearance, but it worked alongside other racing-inspired elements on the car such as the scoop on the matte-black hood or the pins that held the hood in place. There was also an optional “Shaker” air scoop which was slightly bigger and attached directly to the air filter for obvious shaking effect.
The swage line on the side extends from the upper edge of the headlight crease all the way back to the edge of the rear quarter panel where it met a C-shaped air intake. That intake, positioned just aft of the door in line with the door handle, is the only one on the car’s profile replacing the double side scoops that used to sit under the swage line on the earlier models. Gone are also the louvers behind the side windows, but Ford thought its customers might still want a dose of louvers, so they offered optional louvers – dubbed “Sport Splats” – to be placed over the back window. Again, it is a feature that hampered usability all the while improving the sporty look the car was going for. The rear spoiler, another optional extra, was the final piece of the puzzle, but it’s not really known if it actually aided the handling.
The back of the car features three individual vertically-mounted taillights at the extremities, with the rear bumper acting as the lower edge with the reflective stripe marking the upper one. The car came with dual exhausts regardless of the engine choice and a fancy, chromed pop-open gas cap with all the necessary branding on it. All the inches added to the body plus all of the bits and pieces meant to show the Mach 1 could reach Mach 1 speeds took their toll on what was once the most compact of the pony cars. Thus, the 1969 Mach 1 weighs in at a respectable 3,254 pounds.
1969 Ford Mustang Mach 1 Exterior Dimensions
1969 FORD MUSTANG MACH 1 INTERIOR
The interior of the Mach 1 is packed with amenities as if to congratulate you on your choice of a higher-trim model.
You have two-tone vinyl upholstery, high-back seats and teakwood-grained trim on the interior door panels and the dash.
The three-spoke rim-blow steering wheel is as large as you’d imagine it to be with three circular holes drilled in each spoke. You’ve got four gauges looking at you with the tachometer and speedometer in the middle and the fuel and temperature gauges on the sides. The passenger also has something to look at as he can examine the passing of time on the analog clock.
If, somehow, the sound of the array of V-8s available for the Mach 1 wasn’t pleasing to you, you could roll the windows up and enjoy some level of tranquility due to the improved sound deadening. All this meant that you could actually hear the music being played on the radio located towards the bottom of the center console – also covered in wood trim.
With all the sportiness, the Mach 1 kept the rear seats intact and, although the wheelbase is the same, they aren’t particularly cramped.
There was also a version available where the rear seats would fold for extra storage space.
1969 FORD MUSTANG MACH 1 DRIVETRAIN
This is the fun part with cars from the ‘60s. You could choose between four engine options and three transmission options. Depending on your choice of powertrain, you also got stiffer springs and shocks to cope with the added power.
The entry-level option was the Windsor 5.8-liter V-8 which produced 250 horsepower at 4,600 rpm and 355 pound-feet of torque at 2,600 rpm.
With the same bore and stroke came the Cleveland V-8 which was a bit less elastic (max torque at 3,400 rpm and max power at 5,400 rpm), had less bulkhead strength, a lower deck, and a different crankshaft. The Cleveland V8, which debuted in 1969, had the timing chain chamber integrated into the block as well as very different cylinder heads when compared to the old Windsor.
The standard Windsor came with a 3-speed manual transmission although the car in the pictures has its Windsor mated to a 4-speed Toploader gearbox. There was also a 3-speed automatic for those who loved cruising around. Besides the two-barrel standard Windsor, there was also a four-barrel that put out 290 ponies. The 6.4-liter FE V8 was beefier still producing 320 horsepower and 427 pound-feet of torque.
The top of the line engine was the Cobra Jet 7.0-liter V8 which you could option with a Ramair intake. That four-barrel mammoth produced 335 horsepower and 440 pound-feet of torque. The “drag pack” was offered with the Super Cobra Jet engine which came with cast iron tail shaft in place of the usual aluminum one. It also came with a “traction lok” rear axle with a 3.91 or 4.30 ratio.
In its most brutal setup, with a Cobra Jet V8 under the hood, the Mach 1 reached 62 mph in under 6 seconds and did the standing quarter-mile in just 14 seconds with a gate speed of 103 mph.
All that power did not mean that the Mach 1 was only good in straight line – although it excelled in drag racing – for the tweaked out suspension and rear shock absorbers made oversteering out of a bend something less scary to do, actually enjoyable for the trained driver. The original Goodyear rubber helped the matter too, but the Mustang wasn’t yet as supple as the Camaro Z-28.
1969 Ford Mustang Mach 1 Specifications For 5.8-Liter Windsor V8
|Power||250 horsepower at 4,600 rpm|
|Torque||355 pound-feet at 2,600 rpm|
|Top Speed||128 mph|
|0-62 mph||8 seconds|
With so many options in terms of both styling and running gear, the prices vary a lot in the Mach 1 market.
You can find a neat ’69 example with a smaller engine for as little as $40,000, but prices tend to go up, and you need to look out for Mustangs with added Mach 1 parts that aren’t real Mach 1s.
If your pockets allow you, there are Mach 1s out there with a $75,000 price tag with some breaking the psychological barrier of $100,000, but those have all the goodies and are in excellent condition – almost too good to drive them.
1969 FORD MUSTANG MACH 1 COMPETITION
Similarly to the Mustang, the 1969 model year Camaro is substantially different from the ’68 iteration with a redesigned front grille, new quarter panels and door profiles that gave the car a more chiseled appearance. This belies the fact that the Camaro was heavier than the Ford rival with a weight of 3,385 pounds.
The Z-28 version could be purchased with disk brakes all around and came with the 4.9-liter small block V8 that was enough for 290 horsepower at 5,800 rpm and 290 pounds-feet of torque at 4,200 rpm. The engine was mated to a 4-speed gearbox with a 3.73 rear axle. This package could compete with a Mach 1 with the smaller engine, while GM had the bigger 6.5-liter Vs producing anywhere between 325 horsepower and 375 horsepower to tackle the Super Cobra Jet and even the Boss V8.
At the end of 1969, the Ford Mustang still outsold the Camaro with 300,000 Fords against almost 250,000 Chevrolets shipped. 1970 would be, however, a not-so-memorable year for Ford with sales dropping below 200,000 models.
Read our full review on the 1969 Chevrolet Camaro Z-28
The 1969 Charger features probably the most recognizable design element on all of the Chargers, namely the divider in the front grille, which also encapsulated the headlights hidden behind. The basic two-barrel 6.3-liter V8 produced 290 horsepower while the four-barrel one had 40 more horsepower and was only sold in ’69. You could also have this engine with a deliciously-loud air filter. The 6.3-liter came with AVS carburetion and larger exhaust manifolds shared with the heavy-duty 7.2-liter Magnum engine.
The Charger was a bit of a different animal to the Mustang, looking already like a land-barge rather than a muscle car, but it built its reputation on the track a bit later on with the aerodynamic Charger Daytona race car. Also, as anyone knows, a 1969 model was used in the original Dukes Of Hazard series and many reboots and movies since.
Read our full review on the 1969 Dodge Charger.
The 1969 Mustang Mach 1 has lived long enough to become a classic and for good reasons too. Its body is maybe the nicest of the first generation, and it also has the performance to match. Details such as the louvers, hood scoop, and a multitude of stripes make it synonymous with the era, and that’s not said in a bad way.
Obviously, there are cheaper ’69 Mustangs out there that share some of the show but not much of the go. I mean, after all, the 70,000 people who bought it nearly 50 years ago had a point, that this is the next best thing to a Boss.
- Large variety of engine transmission options, as well as exterior styling elements and colors
- Benefits from probably the best redesign that befell the first generation Mustang
- Better handling than most muscle cars of its day and manageable with the lower-tier engines that can even get you to 16 mpg on the highway
- The Boss Mustang is the most famous Mustang of the late ‘60s and early ‘70s and this isn’t one
- The chrome 12-spoke rims on this particular Mach 1 aren’t as appealing as the Magnum 500 variety