1969 Ford Mustang Mach I Coupe

1969 Ford Mustang Mach I Coupe
Look at the Mustang Mach I and you expect miracles drive it and they are not sociable. The environments are there most of them anyway but the asset is far abbreviated of its environments. Speed has been the state with automobiles since the very first endeavor, exhalation horseless vehicle were to change the structures of the world. If early, inconvenient inclinations were sedate, at least the barriers were caused like birds in flight and the radiator ornaments were windblown figures. Enter the Mustang Mach I, fashionably failed at the rear and not lacking competition idea on any other part of its morphology either.

Outwardly the Mach I is a mix of dragster and Trans-Am sedan. In a year when every enterprises offers hood scoops, Ford outdoes them all with an AA or Fuel dragster-style bug-catcher fastening right out through an opening in the hood. Even more than that, it's only partially artificial. The containerful is authentically caused right down to the supports that adorn its out, and since it really fastens to the top of the air cleaner. The hood which is almost entirely even black—is held down in front by locking pins, they've been obtained to the vehicle with plastic-covered alloy cables. The outside rear-view mirrors are accommodated in body-colored fairings to victimize the twist. Scoops are always good things to have, even if they aren't structural, and that's condition enough for the counterfeit breezed eaters on the rear barriers just below the C-pillars.

Since the basal Mustang shape has been a shouting victory in the marketplace, you can't charge Ford for fastening with a contestant. But you can charge it for unnecessary. Since the long hood/abbreviated platform styling message has been bountied, more of the same should be even better. The Mustang grew 3.8 inches all ahead of the front wheels with its 428 Cobra Jet engine has 2140 of its 3607 lbs. counterbalanced on the front wheels and that's with a full gas tank. Fifty nine point three per cent of its weight on the front wheels. Double grim. Any rear-wheel-ride vehicle would be hamstrung with that category of weight distribution and the Mustang is no exception. It can't begin to put its power to the ground for acceleration. And, when it comes to handling, the most charitable state to say is that the Mustang is all thumbs. Expect a lot from a package as bold as the Mach I but it doesn't come through.

Conservatively rated at 335 hp at 5200 rpm it's the same prime mover that pushes NHRA super stock Mustangs through the quarter in the mid-11s with speeds in the 120-mph range. The 10.6 to 1 compression ratio combined with free-breathing cylinder heads, and an intake manifold topped by a 735 cubic-feet-per-minute Holley 4-bbl. carburetor, all allow the Cobra Jet to turn out an admirable quantity of energy in spite of its fairly long 3.98 inch stroke. Torque is accessible on instant notice without having to climb high into the rpm scale. The standard dual gas exhaust system, which ends in two pairs of chrome tipped pipes under the rear bumper, allows the Cobra Jet to rumble and so so loud at full throttle. With all of this and a 3.91 axle ratio to hoot the Mach I was pretty well prepared for the acceleration part. That is to say it was all ready except for its made in lack of traction. Even the F70 Goodyear Polyglas tires failed to help much and quarter-mile times suffered accordingly. Best efforts proved in a 14.3-second run at 100 mph but most runs were clustered around 14.4 seconds. In this case the automatic transmission is clearly the most advantageous setup because it allows the motorist better control of wheelspin.

The vehicle made its full-throttle automatic upshifts at 5600 rpm with enough vigor to break the tires loose for at least a vehicle length. Although buzzing the tires in the nose-heavy Mustang really isn't that arduous, the positive shifts are very much in keeping with the character of the vehicle. Best of all, manual upshifts weren't complicated by an annoying lag in shift moment frequently found on automatics.

The Mustang's biggest shortcoming is handling. In really solid cornering situations, steering wheel corrections of a quarter turn have virtually no phenomenon on the direction of travel. The Mustang wants to be thrown into a corner and helped through with lots of power and lots of steering wheel angle. Hardly a tidy route to go about things not to mention that in this already crowded world it takes up a lot of space. A mixture along with engine includes higher rate front and rear springs, stiffer anti-sway bar, high control shock absorbers and bias/belted tires on 6.0-inch wide wheels. Too much of the roll stiffness is supplied by the front mixture for reasonable handling. The rear mixture wasn't too joyful when subjected to sudden inputs like a manual downshift that you might make to gain engine braking. The rear axle takes several inconvenient steps before it settles back down to earth to do its intended job. The manual transmission versions have a unique shock absorber location which mounts the left rear shock absorber, behind the axle to decrease the hop tendency.

Since weight distribution seems to be the cause of our dissatisfaction in the Mustang's performance, it's only fair to admit that in addition to the gigantic Cobra airplane engine the vehicle was equipped with power steering and power disc brakes. Still, the disc brakes are accessible only with power assist and with an engine as heavy as the 428 we're not prepared to sacrifice power steering so we think the equipment list is quite reasonable. The Mach I uses the single-piston caliper disc brakes as the 1968 Mustang, although the stopping wheelbases were longer this moment. The best maximum-effort stop from 80 mph demanded 256 feet (0.83G) compared to 230 feet for the 1968 model.

Although many of the Mustang's automatic environments are carried over from past versions, the body is all brand-new and the 2+2 fastback has even more visual strength than ever. All of the Mustangs have been moved 0.5 inches on the mixture but the roofline of the fastback has been dropped 0.9 inches below that of the hardtop. As a special concession to the groups who have to fit inside, the front rooms and steering wheel have also been lowered. The rear seat provides barely better transportation for a full grown adult. The Mach I's front vessels are now caused very much like those in a commercialized airplane. To give the demanded room with the lowered roof, the seat cushions are on the thin side and have a thin feel to anyone of more than average weight.

The device sheet has been compartmentized into one portion for the motorist and one for the front seat traveler, each with a gigantic soft visor for protection. The motorist's side contains an enormous tachometer and meter lied by a fuel stage gauge on one side and a temperature gauge on the other. Anything else you may want to know is going to have to come from those strange lights. The meter is marked in what seems to be quarter-mph processes and so it tends to be difficult to interpret. Despite all, the conventional Ford 70-mph redline is unmistakably there. The area console has a lifted portion directly between the rooms which forms a retention space. The lid is attached, not at the rear but on the right side in command that it can open away from the motorist.

The Mustang may have lost its door hole windows for 1969 but the fastback made up for that with its brand-new swing-out rear quarter windows. Instead of rear windows, the aged fastbacks had breezed instruments in its C-pillars. Even though the gas exhaust sound was always broad in Mach I, the general sound stage was debased. Probably the 55 more pounds of sound deadener that Ford bays to put into every Mach has something to do with that better circumstance.

The complex automatic Mach I is a dissatisfaction. The visual Mach I is a superb feeling. A six-cylinder system vehicle and a big-inch stormer on the same bodies simply requires more cooperations than are better.

The basal design, brand-new on the 1967 versions, was designed around the 289-302 successions V-8 which proved in a well counterbalanced vehicle. The choice to go to the 390 engine was a bad experience. Even though the 428 weighs very small more than the 390, the whole state is aggravated by the more 3.8 inches of front projection. Ghe full understeer made into the mixture to decrease the phenomenon of the Cobra Jet's fantastic torque product and the phenomenon is a Mustang that's more like a plow stallion than a traveler horse. Ford need to come up with better suitable combination to convince customers.

Vehicle Type 4 passsenger coupe, front engine, rear wheel drive
Engine V-8, water-cooled, cast iron block and heads
Transmission 3-speed automatic
Horsepower 335 hp @ 5200 rpm
Torque 440 lb-ft @ 3400 rpm
Displacement 428 cu in, 7002 cc
Wheelbase 108.0 in
Length 187.4 in
Width 71.3 in
Height 51.2 in
Curb weight 3607 lb
0-60 mph 5.7 sec
0-100 mph 14.3 sec
Top speed 115 mph
Braking (70-0 mph) 256 ft