Story by John LeBlanc
Originally published, April 2004 - Ford has made its Mustang play a lot of different roles over the past 40 years, giving the car rightful ownership to a “been there, done that” attitude. Introduced in April 1964 as the “pony car,” the original Mustang was simply a Ford Falcon sedan, albeit with snazzier styling and sporting six or eight-cylinder engines.
But by the 1970s, the original Mustang Mach 1, with its “shaker” hood scoop, black body trim and monster 428 Cobra Jet V8, stood proud in a market ripe with horsepower, packed into such legendary nameplates as the Barracuda, Challenger, Javelin, Camaro, Chevelle and Firebird. Then, almost a decade since its launch, in response to the Middle East oil crisis, the glory days were officially done when the Mustang II was launched as an economy runabout, built on the Ford Pinto platform. By the late 1970s, sales reached an all-time low.
A rebirth in 1979, based on the ho-hum Fairmont sedan, foreshadowed a pivotal moment in the life of the pony car when Ford announced plans in the late 1980s for a front-drive replacement. Akin to poking a nest of bees, the move awoke Mustang Nation. Drivers lambasted the company with a campaign that convinced Ford executives to keep the existing rear-drive Mustang alongside the new, front-drive Probe.
To maintain interest, Ford continually added horsepower, making small refinements to the Mustang until a new retro-styled model arrived in 1994 (mildly restyled in 1999), which brings us to the current model — soon to be replaced by a car that draws from its storied past. Today, however, the 2004 Mustang Mach 1, with its muscle car accoutrements, still stands out enough to cause serious muscle-car envy, just as it did 35 years ago.
When it comes to exterior design, it’s obvious Ford stylists didn’t stray far from the original formula. Our “competition orange” Mach 1, with its updated shaker hood scoop, flat-black hood stripe, air dam and black rear spoiler, received attention from just about every newly licensed male on the road.
Ford has made an effort to mix the current Mustang’s interior (redone in 1994) with what one might have expected in 1969. The retro gauges make for a sleeker instrument panel while the dark charcoal leather “comfortweave” seats, exclusive to the Mach 1, are upgraded with stiffer bolsters and greater adjustability. In my mind, the interior upgrade package ($470), which includes silver accents for the shift bezel, centre stack and instrument panel, plus aluminum pedals and an aluminum shift ball and boot ring, is money well spent. If anything, it brightens up a somewhat tired interior. And whether its 1964 or 2004, the Mustang has always been a 2 + 2 but the sum is a restrictive back seat for adults.
Despite interior updates, all Mustangs suffer from a poor relationship of seat, steering wheel, and pedals, though it’s a blast watching the shaker hood, well … shake. (The scoop is attached to the engine’s air intake and pokes through a hole in the hood. Tromp on the throttle and the engine leans into its mounts, making the scoop move too.)
Ostensibly, if you’re considering the Mach 1, you’re buying the engine. Next to the Mustang SVT Cobra ($46,655), the Mach 1′s dual-overhead camshaft V8, with 310 horsepower and 335 pound feet of torque, is the most powerful car in the Mustang corral. That’s better than the standard Mustang GT model by 45 horsepower. Credit goes to higher engine compression (10.1:1), high-flow four-valve heads, specially calibrated camshafts and port-matched exhaust manifolds. Part of the Mach 1 package is a specially tuned exhaust system that provides that distinctive low-speed “burble, burble” that will take you back to 1969 quicker than a Jimi Hendrix eight track.
Attempting my best Steve McQueen impersonation during the week I had the car, I enjoyed extracting all of that horsepower through the five-speed manual, although a standard four-speed automatic is available. Based on the transmission used in the limited production 2001 Mustang Bullitt, the Mach 1 comes with a 3.55:1 final drive ratio for better low-end acceleration.
Ford also used the Bullitt as a base for the Mach 1′s suspension upgrades. Tokico gas-pressurized shocks, plus higher-rate front and rear springs that lower the car 13 milimetres, are installed, although the front stabilizer bar is carried over from the GT. The rear end gets a solid bar in place of the GT’s hollow unit. The Mach 1 also uses the same four-wheel disc brakes system from the Bullitt, utilizing 300-millimetre Brembo rotors and calipers up front and slightly larger rear rotors out back with antilock and traction control as standard.
The suspension upgrades over a standard Mustang GT work well. The power assisted steering never felt like it was taking over, while on-centre feel was linear and accurate, providing excellent feedback. Not bad for a modern muscle car. And guess what? Out on a twisty roads, the Mach 1 feels much like the Bullitt, only more planted in the corners. While the Mach 1 is somewhat compromised by a stiffer ride and more road noise, Ford has done a commendable job with a platform that dates back to 1979. If you want a more modern handling rear drive 2+2, you’d have to look to Mazda’s RX-8 ($36,795), BMW’s 325 Ci ($42,250), or Infiniti’s G35 coupe ($45,210). But those imported coupes aren’t home-grown muscle cars, are they?
And here’s the Mach 1′s
raison d’être: with an as-tested price of $39,410, it’s the least expensive 300-h.p. muscle machine on the new-car market. So, for sheer engine performance, the Mustang Mach 1 represents real value, with little or no competition.
Admittedly, next to those more polished sport coupes, Mustangs are rather raw, but heaps of horsepower will always be attractive to certain folk, expensive gasoline or not. The all-new 2005 production model that rolled out at the 2004 Detroit auto show will address some of the existing car’s rough edges with a much improved interior. Rest assured, it will come with attitude.
2004 Ford Mustang Mach 1
Type: Rear-wheel-drive, sports coupe
Seats: 2 + 2
Base price: $37,895 (destination and other charges: $1,045); Price as tested: $39,410
Engine: 4.6-litre, 32 valve, dual overhead cam V8; 310 h.p. @ 6,000 r.p.m.; 335 lb.-ft. of torque @ 4200 r.p.m.
Transmission: Five-speed manual (optional 4-speed automatic)
Suspension: Front: Modified MacPherson strut, stabilizer bar; Rear: Solid rear axle, four-bar link
Brakes: Front: 13-inch vented disc; rear, 11.7-inch disc with vacuum ABS
Wheels: 17-inch aluminum
Tires: 245/45ZR17
Wheelbase: 2,573 mm (101.3 inches)
Length: 4,653.3 mm (183.2 inches)
Curb weight: 1,729 kilograms (3,469 pounds)
Standard features: Air conditioning, CD player, power windows, mirrors and locks, power driver’s seat, cruise control, functional shaker hood with ram-air scoop
Options: Interior Upgrade Package ($470): Height and tilt adjustable front seat head restraints; metal-look dashboard insert; metal-look console insert; metal-look interior accents
Fuel economy: Highway: 9.4 L/100km (30 m.p.g.); City: 13.8 L/100km (20 m.p.g.)
Fuel type: Premium recommended
Warranty: Three years/60,000 kms
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