1969 Ford Mustang Mach 1 For Sale #124521

1969 Ford Mustang Mach 1 For Sale #124521

It was the meanest looking Mustang up to that point, humiliated the GT in sales to the point the latter got discontinued and could be optioned with the COPO-rivaling 7.0-liter Cobra Jet engine. The beneficiary of an older restoration in 1997, this car still shows beautifully, and runs just as well. Marti Reported (which comes with the car) one of 3,388 with the 428ci Super Cobra Jet, Ram Air, Drag Pack car, basically the best one could get, and a real Camaro wiper upper. Plenty of wonderful upgrade options on this car that were triggered by the 3.91:1 gear ratio option, and a consigner stated 72,635 original miles, shake it up and read on! Exterior Indian Fire Red with blackout hood treatment, front and rear spoilers, latticed fastback, and a racy Mach 1 monikered belt line stripe in yellow and white, this car is art in constant motion, even when it's standing still. Iconic polished and black field Mustang wheels are wrapped by raised white letter Goodrich T/A's. Pony up, and foot off the brake pedal, we are going for a cruise, all be it a high speed one, even if we are parked. Drivetrain A flip of the hood and we have the money shot. Undercarriage Being very close to a trailer queen, but driven for enjoyment, we find no runs, drips or rusty errors underneath. Just clean pristine metal panels, solid frame, and a correct Ford blue oil pan and engine block. 鈥?With all the right numbers, all the right colors, and all the right engine setup, this top of the line Mustang will not last long here at Classic Auto Mall. It has the correct power steering cooler and correct engine oil cooler. Remember a Pony is a childhood dream, a Mustang is an adulthood treasure.

SVT treated the twincam 4.6 V-8 to new "tumble-port" cylinder heads and other revisions that extracted an extra 15 horsepower for 320 total, the same as a top-option Chevy Camaro/Pontiac Firebird. Also new were big Brembo disc brakes with diameters of 13 inches in front, 11.65 inches in back. The 1999 Ford Mustang SVT Cobra came with impressive innovations to please Mustang fans and car experts alike. However, all was not right with the Cobra. 31,470 for the ragtop. Car and Driver praised the IRS for erasing 125 pounds of unsprung weight, even though it was 80 pounds heavier than the solid-axle assembly. On the other hand, curb weight was down by a worthwhile 110 pounds, and it was split more evenly front to rear. Cobra's twincam V-8 claimed 320 horses for '99, but manufacturing glitches forced a recall to liberate the whole herd. But straightline performance was a puzzle. Sure enough, a manufacturing glitch had left Cobra intake runners and some exhaust components with internal aluminum residue or "flash" that upset air flow and kept more than 30 horses from showing up.

After fielding a few dozen owner complaints, mostly from drag racers, Ford recalled all 1999 SVT Cobras on the ground to replace the manifold or ream out the existing one. Ford also charged nothing to replace mufflers (found to be too restrictive), recalibrate the engine computer, and substitute a more durable accessory-belt tensioner. A decal was affixed in the engine bay to certify the work once it was done. Though Cobra owners didn't seem to mind the recall or its inconvenience, the episode was a black eye for Ford and SVT, enough that they decided not to do a 2000 Cobra. As the SVT website advised at the time, fixing the '99s had top priority. Cobra sales were also down but not mortally wounded by the AWOL-horsepower flap, and Cobra convertibles outsold coupes for the first time (4055 vs. While the SVT was on hold for 2000, the 2000 Mustang Cobra R was unveiled as a racing-oriented speed machine.

The SVT Cobra again wore small foglamps and an unfenced grille pony for '99. But the most-talked about innovation was the first independent rear suspension (IRS) in Mustang history. It used unequal-length lower control arms, upper toe-control links, high-rate coil springs, and a thicker (26mm) antiroll bar. All were mounted to a welded-up tubular subframe. Along with an aluminum differential housing (from the late Lincoln Mark VIII coupe) that had Cobra-specific halfshafts. In a triumph of inventiveness, SVT designed the IRS as a straight bolt-in replacement for the regular solid-axle suspension; all it took was adding two holes with "weld nuts" to the SN95 structure. That meant the IRS could be installed on the regular Mustang assembly line -- and on regular Mustangs post-purchase, though it's doubtful that happened very often. Incidentally, Bentler, an outside contractor, supplied the IRS as a preassembled module. Mustang's first independent rear suspension was a '99 Cobra exclusive and worked wonders for cornering.