MUSTANG MACH 1
THE SLEEKEST MUSCULAR MUSTANG
According to many Mustang purists, there has never been a better-looking Mustang fastback in the marque’s history. With the addition of striking graphics, colourkeyed side stripes, matte black hood striping, hood pins, side scoops, chin and boot-lid spoilers, sports slats, and twin-set headlamps, the allnew 1969 Mustang Mach 1 was always going to be a recipe for success.
Steve Hawkins, owner of this magnificent 1969 Mustang Mach 1, has owned an eclectic assortment of marques over the years, including MG and Jaguar, through Holden to Ford, and even a VW Beetle along the way, all because of his involvement with the crazy and pedantic world of concours.
Steve’s first car was a 1972 MG Midget, which he campaigned at the Intermarque Concours d’elegance at the sunken gardens in Cornwall Park back in the late ’70s. After progressing to MGB and MGC roadsters, he became besotted with Jaguars, and at one stage had four in his garage — a Mk II, a V12 E-type, and two matching 1947 Mk IVS, which were used as wedding cars and bought after they were featured in New Zealand Classic Car.
For many years, Steve has been on the organizing committee of the annual
Ellerslie Classic Car Show, which incorporates the Intermarque Concours d’elegance. On that committee, he has become friends with fellow committee members from other marques and joined their car clubs after changing allegiance from British to Australian, then European, and now American. A sucker for originality and patina, he couldn’t resist that aforementioned VW Beetle, as it was a 40,000-mile 1967 one-owner car, and he duly entered it in the first Survivor Class competition at Ellerslie — a class that he helped to introduce.
The all-new 1969 Mustang Mach 1 was always going to be a recipe for success.
New direction
In 2014, Steve and wife Michele bought this outstanding 1969 Mustang Mach 1, which sports its genuine M-code 351-4V (5.8-litre) engine with factory power steering and air conditioning. In 1969, the standard power plant for the Mach 1 was a 351W-2V (the ‘W’ standing for ‘Windsor’; 5.8-litre) V8 producing 250hp (186kw), backed by a fully synchronized three-speed Toploader gearbox and a 3.00:1 conventional nine-inch axle. Inside, the base Mach 1 was generously equipped with a standard knitted-vinyl sports interior, high-back bucket seats, a centre floor-mounted console, pod-style instrumentation, an AM radio, and moulded door panels.
Those wanting to increase their adrenaline levels could opt for the thundering 428 Super Cobra Jet, sporting Ram Air and Drag Pack options. The majority of ’69 Mach 1s rolled off assembly lines in San Jose, Dearborn, and Metuchen, with 351W (5.8-litre) two- or four-barrel V8s, backed by FMX cast-iron automatic transmissions. This Sportsroof-styled Mach 1 configuration proved to be a popular choice for the adventurous driver wanting to stand out in the crowd and have a healthy sprinkling of muscle under the bonnet.
The key to the Mach 1’s success was that it could be ordered in dozens of different configurations. Buyers could choose between 16 exterior colours, two interior colours in knitted vinyl, five transmissions, 10 axle types, six engines, and dozens of options — including cruise control. There has never been a more generously optioned model since.
Continuing with the sporty muscle theme, chrome-style steel wheels with spun centre caps or coloured-keyed-style steel wheels were also available wrapped in Firestone wide-oval belted F70x14 tyres. Competition suspension, with stiffer spring rates, shocks with revised valve settings, and a heavy-duty front sway bar were also offered as standard equipment for improved handling performance.
Another new feature for 1969 was the optional shaker hood scoop mounted atop the air-cleaner housing with a vacuum-actuated air door intended to open at full throttle. It’s always been debatable whether the shaker
Inside, the base Mach 1 was generously equipped with a standard knitted-vinyl sports interior, highback bucket seats, a centre floor-mounted console, pod-style instrumentation, an AM radio, and moulded door panels
gives a Cobra Jet any more power; regardless, it evokes plenty of emotional firepower and has become an icon of Ford-powered muscle.
With its staunch, aggressive looks, deeply set twin-set headlamps, and mouthy grille, the Mach 1 was evidence to an admiring public that the Mustang had matured to become a world-class touring car. It was head and shoulders above the original 1965 Mustang in terms of comfort, handling, and performance, and was capable of holding its own against the competition in any arena.
Although many people preferred the small block Mach 1, not surprisingly, the mighty power of the 428-cubic-inch (seven-litre) Cobra Jet had its fair share of takers. The most common Mach 1 big block option was the 428 Cobra Jet, offering an impressive 335hp (250kw); even though a 390-cubicinch (6.4-litre) high-performance V8 was offered, the cost to get into a Cobra Jet wasn’t that much more, thus making its lesser powered sibling a rare find today.
Unbelievably, the Mach 1, including Cobra Jet models, came standard with manual four-wheel drum brakes, although, luckily for some, optional front power-assisted disc brakes were available on the options list. For a few extra dollars, Cobra Jet buyers could tick the Drag Pack option, which meant their Mach 1 would be fitted with either a 3.91:1 or 4.30:1 Traction-loc limited-slip differential (LSD); staggered rear shocks (four-speed only); an engine-oil cooler; and the beefier 428 Super Cobra Jet engine, which was simply better prepared for weekend racing, with heavier Le Mans cap-screw connecting rods and a heavy-duty crankshaft — not recommended for the faint-hearted.
Showstopper
When Steve and Michele took ownership of the Mustang, most of the hard work had already been carried out by the previous owner, Brett Werner. Matamata Panelworks had done a complete strip-down and paneland-paint on the imported car about 10 years ago. While the engine was out, it was fully reconditioned to original specifications. All receipts and photo records were available. However, when Steve first saw the car, it was plain red all over, so, even though it was a genuine Mach 1 M-code, it looked more like a base Sportsroof model.
Steve wasted no time in transforming the Mustang back to being a Mach 1. On went the black detail on the bonnet, and hood scoop and pins were fitted, along with genuine Mach 1 stripes and a set of Magnum wheels, all in preparation for the 2015 Intermarque Concours d’elegance. Many hours were also spent detailing the engine bay to maximize the originality points the car would get in the competition.
Much of the work was done by
Although many people preferred the small block Mach 1, not surprisingly, the mighty power of the 428-cubic-inch (seven-litre) Cobra Jet had its fair share of takers
fellow enthusiasts, now mates, from the Auckland Mustang Owners Club: Wayne Lack, who had originally imported the car for Brett Werner, and Ken. Others from the club appeared on the weekend before the big day, and the car was cleaned and cleaned until no traces of dirt remained. Suckers for punishment, they repeated the whole process the following year, with the majority of the attention going into the underside to increase those valuable concours points. Since then, the car hasn’t been on wet roads and has only been on summer club runs and the occasional Sunday run to Clevedon, so is still in pristine condition.
The interior has been improved since the two concours events, but, for the past few events, Steve has been focusing on returning the favour by helping other club members
prepare their cars. With only 3000 miles on the freshly rebuilt engine and still no stone chips, the car still looks and feels like new. The only modifications still to be made are the addition of spoilers front and rear, which usually adorn Mach 1s, but Steve is lukewarm on those; what would you do?
The Mustang shares a garage with four other Fords, including an F150 Lighting pickup and a 1940 Ford pickup, which is being reconditioned at present. It is unlikely that the Hawkins family will be moving on from Fords in the near future, as Michele’s brothers have both got the bug and the couple’s son-in-law owns CTB Performance — the go-to company for breathing fire into the new Mustangs. Although, if the Early Holden Club wins the concours again next year …