1969 Ford Mustang Mach I Profile

1969 Ford Mustang Mach I Profile

It may be that my hand-stakes have done a very good job. Look at my Mach Mustang and you expect a miracle - drive it and it will not come. The pieces are there-most of them-but the numbers are far from the parts. Understand that we do not say high speed is a new deal. Speed has been the case with the car since the first bucking, the relentless grunt of the train appeared to change the ways of the world. If the early devices were awkwardly slow, at least the fenders were shaped like flying birds and the radiator ornaments were windblown statues. Who can forget the consecutive intuitive adjusted speedster of the Twenty years or Chrysler's thirty-year airflow or GM's fasting fast lately? Those days are happy and innocent days when the teardrops are the most slippery thing. Can you imagine telling Henry Ford that what is really needed 999 is a chopped tail and a spoiler?

But now, in the 1969 Car Year, your car can not even dress semi-Edwardian unless at least one end - and preferably both - has a cover. Enter Mustang Mach I, spoiled spoiled on the back and no less inspiring competition in other parts of his anatomy. From beyond Mach is a blend of dragster sedans and Trans-Am sedans. Within a year when every manufacturer offered a hood, Ford beat them all with an AA / Fuel dragster bug catcher that came out through a hole in the hood of the car. Even more than that, it's only partial. No one is suggesting that the Dearborn stylist is revisionist when they also attack the mirror problem. The rear exterior of the rearview mirror is placed on the colored body fairings to deceive the wind. Spoon is always a good thing to have, even if it does not work, and it's quite justifying for the artificial air gobbler on the rear fender just under the C pillar.

From his veil emblazoned to a striped spoiler, Mach I is the 1969 edition of what according to the Ford Motor Company stylist you want in a special car. It still looks like a Mustang but this is the heaviest. Since the basic Mustang form has become a howling success in the marketplace, you can not blame Ford for staying with the winner. But you can blame him excessively. Since the long deck styling / short deck theme is satisfactory, the same should be even better, right? So for '69 Mustang grows 3.8 inches - all in front of the front wheels. Believe me, it is the last thing Mustang need. The test car with its Cobra Jet 428 has 2140 3607 lamps. Balanced on the front wheels and that's with a full gas tank. Fifty nine point three percent of the weight on the front wheels. Double dingy. Any rear-wheel drive car will be burdened with such heavy distribution types and the Mustang is no exception.

It can not start putting its power to the ground for acceleration. And, when it comes to handling, the most charitable thing to say is that Mustang is all thumbs up. Well, fetlock too. We expect a lot from my Mach set-up package-but that's not the case. The large Cobra 428 jet requires a bit of an introduction to performance buffs. However, shoehorning it into the engine room is a laborious task just by replacing the spark plug after it is there. The conservative rating of 335 hp at 5,200 rpm is the same prime mover that pushed the NHRA Mustang super stake through the mid-11s quarter with a speed in the 120-mph range. The 10.6 to 1 compression ratio combined with free-breathing cylinder head, and intake manifold topped by Holley 4-bbl 735 feet per minute. The carburetor, all enabling the Cobra Jet to produce an amazing amount of energy even though the strokes are quite long at 3.98 inches. Torque is the most important product and torque available at instant notice without having to rise high to rpm scale. The standard dual exhaust system, which ends with two pairs of chrome tipped pits beneath the rear bumper, allows Cobra Jets to rumble in a mode that makes the competition embarrassed.