The 1969 Ford Mustang is a favorite among classic automobiles, with a devoted fanbase growing over time. It’s safe to say that finding a model in perfect condition will be difficult. Despite this, there are still a lot of them on the road and for sale from automobile fans; they need a little maintenance.
Whether you own a 1969 Mustang or admire one, there’s no denying that this muscle vehicle has cemented its place in history and earned its reputation as an all-around favorite.
The 1969 Ford Mustang is among the most reliable classic automobiles available. As with any vintage car, adequate maintenance and upkeep are required. The more maintained your Mustang is, the safer it will keep you on the road.
The 1969 Models And How Good They Performed
The Ford Mustang, Ford’s popular “pony car,” not only received a substantial makeover in 1969, but it also featured several notable versions, including the 1969 Ford Mustang Grande and Mach 1. Five more models were introduced in total and a pair of “Bosses” later on. With a choice of seven engines, Mustang had enough style and performance options to meet every taste.
The new Mustang appeared to be a touch plumper, a tad overdone in almost every dimension. The outer set of quad headlights was positioned in a recessed alcove, far away from colleagues within the grille aperture, which continued to define its uniqueness. The vent glass on the windows was broken. Dashboards were more striking as well.
Not everyone agreed that each shift was in the right direction. The back panels, albeit with flattened tri-section lenses, were the closest to the original Mustang theme. Aside from that, the car’s proportions felt a little off, thanks to the front overhang.
The year 1969 brought a slew of new names that would become part of the performance-car vocabulary. The Mach 1, dubbed the “wild newcomer,” was inspired by a futuristic 1967 exhibition automobile with a moniker that meant “sound speed” (about 750 mph). With a handle like that, a car had no choice but to go at near-supersonic speeds, which it did, at least when the Cobra Jet 428-CID V-8 was available.
Motor Trend demonstrated this when their testers accelerated a Mach 1 with a 335-bhp Cobra Jet to 60 mph in 5.7 secs and completed the quarter-mile in 14.3 seconds at a constant 100 mph. That was accomplished with a three-speed automatic transmission, with Mach 1 utilizing the 428’s massive 440 pounds/feet of torque.
The Cobra Jet was among the five Mach 1 engines on the selection sheet, and it was available with or without Ram-Air. The traditional simulated opening is replaced by a “shaker” hood scoop when you choose Ram-Air. Ford’s “zingy” 351-CID V-8, with two- or four-barrel carburetion, was the base engine, with a 390-CID engine in between.
Except for the 351 models, all had quad-tipped twin exhausts. Big blocks came with a four-speed manual transmission or the optional SelectShift Cruise-O-Matic. Surprisingly, a tachometer was an additional expense.
1969 Classic Mach 1 And Ford Grande Efficiency
Despite being targeted towards different markets, the 1969 Ford Mustang Classic Grande and Mach 1 had options that distinguished them from the standard Mustang.
The long fastback design of the Ford Mustang Mach 1 slid through tiny swing-out quarter windows and ended with an elegantly curved integral spoiler on the exterior. The spoiler and quarter-panel extension had dual reflective stripes, while the bodysides had two-tone striping.
A unique grille, black honeycomb rear appliqué, and a racy dome air scoop atop the hood’s matte-black center portion were among the other variations from the standard SportsRoof fastback. The Mustang’s original pillar-mounted air extractor was preserved in neither fastback.
E70 Wide-Oval belted whitewalls on stylized chrome wheels, competitive springs, and shocks, and a quick-fill gas cap was all standard on every Mach 1. Both the driver and the passenger were facing racing mirrors.
The driver sat in high-back bucket seats with vinyl upholstery and a three-spoke wood-rimmed steering wheel. Both the dash and the door panels were finished in a teak woodtone. Low-gloss hood/cowl paint relieving eyestrain when the going became tough, and pin-type latches kept the hood in place.
Grandes had a manual three-speed or an optional SelectShift, a T-bar shifting lever, narrow two-tone stripes, racing mirrors, and wire-style wheel covers. Roofs in black and white vinyl were available. Passengers sat in knitted vinyl and hopsack cloth bucket seats, with teak-toned accent appliques on vinyl-trimmed door panels.
The dashboard was additionally accentuated with wood tones. Noise and vibrations were reduced by more than double the average quantity of insulation.
Despite Mach 1 and Grande’s popularity, total Mustang production (excluding Boss models) fell to 299,870 in 1969, down from 317,404 the year before and nearly double 1966. However, the year might have finished poorly without the extra option.
Specifications For The 1969 Ford Mustang Grande And Mach
Despite its promise, the 1969 Ford Mustang Grande and Mach 1 sales slumped, signaling a shift in the car-buying market.
Engine: Grande: overhead valve 1-6,200 cid (3.68 x 3.13), 115 bhp; 250 cid (3.68 x 3.91), 155 brake horsepower; overhead valve V-8, 302 cid (4.00 x 3.00), 220 brake hp; 351 cid (4.00 x 3.50), 250/290 brake horsepower; 390 cubic inch displacement (4.05 x 3.78), 320 brake hp; ohv V
|Field of Distinction||Specification|
|Transmission||3-speed manual transmission, 4-speed manual transmission, and 3-speed SelectShift Cruise-O-Matic transmission are options.|
|Suspension Front||Top arms, lower arms with struts, coil springs, and a link-type stabilizer|
|Brakes||Drums in the front and back|
|Suspension Rear||Factor leaf springs with a live axle|
|0-60 miles ph (s)||Grande V8-351: 8.0 Classic Mach 1 V8-428: 5.5-5.7|
More About The 1969 Mustang Classics
When Mach 1 entered the starting gate, Dearborn’s effort to escape its second-place image gained momentum. It was a Mustang that looked like a modern pony muscle car, and it drove like one, too, in 1969 Ford Mustang Mach 1 428 Cobra Jet colors.
For 1969, the Mustang was restyled, gaining 3.8 inches in length (all front of the front wheels) and around 140 pounds in curb weight. In the new Mach 1 livery, the flowing lines looked great. That was the version for the general public. The 351-CID V-8 was standard, but the optional 428-CID Cobra Jet was the show’s star.
The 428 Super Cobra Jet Ram Air was a third variant triggered by the $155 Drag-Pack upgrade. The shaker scoop got combined with a redesigned crankshaft and stronger connecting rods for improved high-rpm durability, as well as an engine oil cooler that reduced lubricant temperature by 30 degrees.
The Drag Pack came with 3.91:1 or 4.30:1 limited-slip cogs but no air conditioning. All versions came with a four-speed manual transmission or Ford’s improved SelectShift automatic transmission. At 335 horsepower, they were all undervalued.
The Cobra Jet’s most important product was power, which was sufficient to propel the F40xl4s up in a haze of Polyglas.
Even the automatic broke them loose at each full-throttle upshift with 3.91:1 gearing. It’s great for grins, but it isn’t very good for ETs. A 59 percent front weight bias was at the basis of the problem, an imbalance that also contributed to poor handling.
But this was the Mustang Classic Ford fans had been waiting for: less expensive than a Boss 429, less temperamental to a Boss 302, and a force to be reckoned with wherever fast cars congregated.