Custom 1969 Ford Mustang Mach 1 Sin City Shaker

Custom 1969 Ford Mustang Mach 1 Sin City Shaker

Without a doubt one of the most powerful engines ever made, the Ford 427 S.O.H.C. Chrysler's Hemi. Ford gave the 427 block new heads with hemispherical combustion chambers. To cap that, they fitted overhead camshafts, one per cylinder bank, which gave the engine its name and allowed it to rev to an unheard of rpm. With the regular single 4-barrel carburetor, the "CAMMER" put out 616 factory dyno horsepower, but with dual four-barrels, it produced a massive 657 factory dyno horsepower. With this kind of power, the "CAMMER" 427 was undoubtedly one of the true "kings" of all engines ever made. These engines were not sold to the general public, but were built for all out competition. This 1969 Ford Mustang Mach 1, AKA "Sin City Shaker," is equipped with the above mentioned factory genuine Ford 427 S.O.H.C. With its 616 factory dyno horsepower and 4-speed transmission this 1969 Mach 1 has something to say.

The increased flow spins the turbine, which speeds up the impeller to boost the density (pressure) of the air/fuel mixture, resulting in more power. To prevent damage, engineers set maximum boost at six pounds per square inch via a "wastegate" relief valve that allowed gases to bypass the turbine once that pressure was reached. Carryover engines weren't neglected for '79. The veteran 302 V-8, now rating 140 horsepower, gained a new low-restriction exhaust system, more lightweight components, and an accessory drive with a single "serpentine" V-belt for greater reliability. The German-made V-6 was down to 109 horsepower -- and in short supply, prompting Ford to replace it during the model year with the hoary 200-cubic-inch inline six, which now rated just 85 horsepower. The V-8 and both sixes offered an optional four-speed gearbox developed specifically for them -- essentially the base three-speed manual with a direct-drive third gear (1:1 ratio) and an overdrive fourth (0.70:1) tacked on. Final drive ratios were 3.08:1for automatics, four-speed V-6, and the standard four, 3.45:1 for other combinations.

In 1979, the veteran 302 V-8, now rating 140 horsepower, gained a new low-restriction exhaust system, more lightweight components, and an accessory drive with a single "serpentine" V-belt for greater reliability. Significantly, the '79 Mustang bowed in the second year for CAFE (Corporate Average Fuel Economy) standards. A Congressional response to the energy crisis, this law mandated specific mpg targets for all automakers selling in the U.S. Companies whose "fleet average" fell below a yearly target were fined a set number of dollars for each 0.1-mpg infraction, multiplied by total sales for that model year. Obviously, failure to comply could be costly indeed. However, the law provided credits for exceeding a given year's target that could be used to avoid or reduce penalties for non-compliance in another year, past or future. All rather complicated -- and highly political, of course. Still, CAFE achieved its goal of spurring Detroit to develop smaller, lighter, thriftier cars in most every size and price class.

The effort took on new urgency with the onset of another energy crisis in spring 1979, when the Shah of Iran was deposed by a fundamentalist Ayatollah who cut off the country's oil exports and held Americans hostage. But the ensuing oil shortage soon became an oil glut. That, plus a fairly quick economic rebound and the new Reagan Administration's more relaxed attitude toward restrictions on business, rendered CAFE almost meaningless by the mid-Eighties. As in previous models, powerteam determined the character of any particular 1979 Mustang. The V-8 was a drag-race engine by '79 standards, doing 0-60 mph in 8-9 seconds. A V-6 still took around 11 seconds with manual four-speed, while a like-equipped turbo-four needed 11-12 seconds. Standing quarter-mile times ranged from 17 seconds at 85 mph for the V-8 to 19.2 at 75 for the 200 six. Press reaction also still depended on engine -- and who was in the driver's seat.

Some writers thought the V-8 had too much power for its chassis and was out of step with gasoline prices that were starting to rise again. Don Sherman of Car and Driver judged the V-6 Mustang as the best choice for handling by dint of "the best power-to-front-end-weight ratio." But he was also impressed with two other cars he sampled for a preview report. The intriguing turbo-four naturally garnered much "buff book" attention. The 1979 Ford Mustang TRX turbo was greeted as an enthusiast's delight with the potential to be the best sport coupe Ford had ever built. As so often happens with Indy pacers, the public was offered a replica. This had the same striping, pewter/black paint scheme, unique hood and three-slat grille, and premium Recaro bucket seats, plus flip-up sunroof and a choice of turbo-four or regular V-8 engines. Race-day decals were included for dealers to apply if the customer wished.