"Great car," said the man as he walked around the front end of our Mustang Mach 1 test car while it was parked in a dealership lot. Driving around in new sheet metal on a regular basis, we've heard remarks like this a thousand times, in a thousand parking lots. But this time, the comment had extra meaning since our test car wasn't resting on a Ford lot, but at a BMW dealership instead. At a standstill with the engine off, the Mustang Mach 1, with its ram air shaker hood scoop and flat black trim, garnered respect — even from buyers shopping Germany's finest.
The Mach 1 has a strong heritage that left lasting impressions on muscle car and Mustang enthusiasts after its original debut in 1969, and its reintroduction in 2003 brought new millennium updates and refinements. The modern-day version has the same bad boy shaker hood scoop, air dam and black rear deck spoiler. Also iconic are the side scoops and 17-inch alloy wheels that are similar to the original Mach 1 mags.
Merely the initial rumble of the modern-day V8 screams "hold on to your hat." With 45 horsepower more than the standard 4.6-liter Mustang engine, a quick blip of the throttle and our Torch Red test car quickly found its place in the fast moving traffic lanes. The 1969 Mach 1 could be powered by a 428-cubic-inch Cobra Jet V8, but the 2003 version uses an advanced dual-overhead cam 4.6-liter V8 (281-cubic-inch) engine that produces nearly the same horsepower (305 hp) as that monstrous 428. The newer V8 is substantially more efficient, allowing 17 mpg in the city and 25 mpg on the highway. The possibility of the optional four-speed automatic was far from mind while shifting through the Mach 1's five-speed manual gearbox. Despite the heavy clutch in commuter traffic, the manual tranny, with its short throws and smooth action, is definitely our preference.
The specially tuned Mach 1 suspension is upgraded with higher-rate front and rear springs that lower the car half an inch, gas-pressurized shocks and front and rear stabilizer bars for added balance. Larger Brembo brakes provide shorter stopping distances than you'll find from a standard Mustang, and with the Mach 1's added power, the beefier brakes are much appreciated. For added security during aggressive driving, ABS and traction control are standard equipment. Our test car suffered from some light rattles and squeaks, but with 13,000 media-testing miles, one can only wonder about the escapades it's endured.
From the day we took possession of the muscular Mach 1, it seemed an editorial prerequisite that all stereo presets immediately be tuned to the local classic rock stations. While cruising along, more than one editor found him or herself cranking up old George Thorogood, Queen or Whitesnake hits as the pavement passed beneath the Mach 1's rubber.
Behind the tinted glass windows lies a comfortable modern-day cockpit with nostalgic design elements. The instrument cluster shows off simple, retro gauges, and the climate control system is easy to use with its three large twist knobs. At first glance, parts of the dashboard look kind of cheap, but after giving it a finger poke, it turned out to be soft-touch instead of hard plastic. Compared to a standard Mustang cabin, the Mach's is upgraded a notch by the use of silver trim, especially the aluminum shifter ball and racing-style pedals. The Mach 460 stereo and in-dash six-disc CD changer eagerly challenged our hunger for classic rock, with only one complaint: the stereo head unit is recessed in the center stack approximately 2 inches, which makes it just a smidge hard to reach. We would've been pleased to find steering wheel-mounted stereo controls as an alternative to the extended reach, but Ford could not oblige us.
Front seating is pleasant in the well-padded, "comfort weave" leather bucket seats, but as in all Mustangs, Mach 1 or otherwise, rear-seat passengers will be cramped due to a shortage of legroom. Perhaps the inability to coax people into the rear seat is not so bad, since it would be a pain to do it with the long, wide doors that can't be opened in tight parking spaces without delivering door dings.
Similarly, the Mustang family isn't known for its extensive expanse of storage space. The Mach 1's trunk opening is wide, but slim from top to bottom, and the trunk is very shallow. Don't expect to load much more than a very quick weekend's worth of luggage or, heaven forbid, any small child accoutrements. The best thing going regarding usable storage space in the Mustang is its 50/50-split rear seat, which at least allows larger items to be stowed in the trunk.
But if you wanted to drag around sports gear or children, you'd buy an SUV or a minivan, right? For what it is — a serious car for those who miss or missed the muscle car era — the Mustang Mach 1 is as good a reenactment as any we've seen roll out of a modern-day auto factory. And for less than $30,000, think of the fun you'll have as the guy in the parking lot casts a last envious glance at your dual stainless steel exhaust pipes as you step on the gas.
The Mach 1 has a strong heritage that left lasting impressions on muscle car and Mustang enthusiasts after its original debut in 1969, and its reintroduction in 2003 brought new millennium updates and refinements. The modern-day version has the same bad boy shaker hood scoop, air dam and black rear deck spoiler. Also iconic are the side scoops and 17-inch alloy wheels that are similar to the original Mach 1 mags.
Merely the initial rumble of the modern-day V8 screams "hold on to your hat." With 45 horsepower more than the standard 4.6-liter Mustang engine, a quick blip of the throttle and our Torch Red test car quickly found its place in the fast moving traffic lanes. The 1969 Mach 1 could be powered by a 428-cubic-inch Cobra Jet V8, but the 2003 version uses an advanced dual-overhead cam 4.6-liter V8 (281-cubic-inch) engine that produces nearly the same horsepower (305 hp) as that monstrous 428. The newer V8 is substantially more efficient, allowing 17 mpg in the city and 25 mpg on the highway. The possibility of the optional four-speed automatic was far from mind while shifting through the Mach 1's five-speed manual gearbox. Despite the heavy clutch in commuter traffic, the manual tranny, with its short throws and smooth action, is definitely our preference.
The specially tuned Mach 1 suspension is upgraded with higher-rate front and rear springs that lower the car half an inch, gas-pressurized shocks and front and rear stabilizer bars for added balance. Larger Brembo brakes provide shorter stopping distances than you'll find from a standard Mustang, and with the Mach 1's added power, the beefier brakes are much appreciated. For added security during aggressive driving, ABS and traction control are standard equipment. Our test car suffered from some light rattles and squeaks, but with 13,000 media-testing miles, one can only wonder about the escapades it's endured.
From the day we took possession of the muscular Mach 1, it seemed an editorial prerequisite that all stereo presets immediately be tuned to the local classic rock stations. While cruising along, more than one editor found him or herself cranking up old George Thorogood, Queen or Whitesnake hits as the pavement passed beneath the Mach 1's rubber.
Behind the tinted glass windows lies a comfortable modern-day cockpit with nostalgic design elements. The instrument cluster shows off simple, retro gauges, and the climate control system is easy to use with its three large twist knobs. At first glance, parts of the dashboard look kind of cheap, but after giving it a finger poke, it turned out to be soft-touch instead of hard plastic. Compared to a standard Mustang cabin, the Mach's is upgraded a notch by the use of silver trim, especially the aluminum shifter ball and racing-style pedals. The Mach 460 stereo and in-dash six-disc CD changer eagerly challenged our hunger for classic rock, with only one complaint: the stereo head unit is recessed in the center stack approximately 2 inches, which makes it just a smidge hard to reach. We would've been pleased to find steering wheel-mounted stereo controls as an alternative to the extended reach, but Ford could not oblige us.
Front seating is pleasant in the well-padded, "comfort weave" leather bucket seats, but as in all Mustangs, Mach 1 or otherwise, rear-seat passengers will be cramped due to a shortage of legroom. Perhaps the inability to coax people into the rear seat is not so bad, since it would be a pain to do it with the long, wide doors that can't be opened in tight parking spaces without delivering door dings.
Similarly, the Mustang family isn't known for its extensive expanse of storage space. The Mach 1's trunk opening is wide, but slim from top to bottom, and the trunk is very shallow. Don't expect to load much more than a very quick weekend's worth of luggage or, heaven forbid, any small child accoutrements. The best thing going regarding usable storage space in the Mustang is its 50/50-split rear seat, which at least allows larger items to be stowed in the trunk.
But if you wanted to drag around sports gear or children, you'd buy an SUV or a minivan, right? For what it is — a serious car for those who miss or missed the muscle car era — the Mustang Mach 1 is as good a reenactment as any we've seen roll out of a modern-day auto factory. And for less than $30,000, think of the fun you'll have as the guy in the parking lot casts a last envious glance at your dual stainless steel exhaust pipes as you step on the gas.
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