Power Steering

Seat Belts

Speed Control

Tachometer

Air Conditioning

Indeterminate

White Sidewall Tires

Dual Exhaust

Heater/Defroster

3-Speed Manual Transmission

Bucket Seats

Shipping Weight

Vehicle Length

Wheelbase - Inches

1969 Ford Mustang Mach 1 2dr SportsRoof Courtesy of RK Motors

The year 1969 saw the second remake of the Ford Mustang design. Thanks in part of the hiring of Bunkie Knudsen and designer Larry Shinoda from General Motors, the Mustang lineup exploded and the company probably never offered such a range of options and models again.
Visually, the 1969 Mustang roof was lowered 1.5 inches and the windshield tilted back. Most obviously, four 5-inch headlights were used: two inset in the front fender and two and the extreme edged of the grille. The fastback body style had simulated side coops and a spoiler tail. Coupes and convertibles had a simulated rear fender vent.
The dash was deeply indented with two separate arrangements available, depending on if one ordered a tachometer. The Deluxe Interior Group (standard on Mach 1 Boss 429 and Grande had simulated woodgrain appliques on the dash, console and doors, while an Interior Décor Group added comfort weave seats and a troublesome rimblow steering wheel. The GT package remained about the same as 1968, but only with 351 cubic-inch or larger engines. Only 5,396 buyers stepped up.
Despite all this, sales skidded again to 299,824 units, divided into 127,954 hardtop coupes, 22,182 deluxe or Grande coupes, 61,980 fastbacks and 72,458 Mach 1 fastbacks, and only 14,746 convertibles. Prices started at $2,618 for the six-cylinder hardtop, $2,723 for the V-8. The six-cylinder Grande hardtop started at $2,849 and the V-8 at $2,954. Base fastback prices were the same as the hardtop coupe, while the Mach 1 fastback began at $3,122. The six-cylinder convertible started at $2,832 and the V-8 and $2,937.
The ’69 Mustang Mach 1 took the place of the GT and proved very popular, combining racy looks with luxury trimmings. As usual, the high-performance models were more expensive and correspondingly rare. Only 1,934 buyers ponied up $3,450 for a Boss 302 and 857 buyers paid $4,798 for a Mustang Boss 429. The Boss 429 motor was a heavily modified racing motor that Ford wanted to homologate for NASCAR racing, and all were built at Kar Kraft in Brighton, Michigan.
You could add big motors to other models if you wanted, but prices divided the men from the boys pretty quickly. For example, a 335 bhp, 428 V-8 would cost an extra $287.53 and a Ram Air 428 added $420.96 unless you bought a Mach 1. Stepping up to a Boss 302 or Boss 429 engine would buy you a decent used car. The Boss 302 V-8 cost $676.15, while a Boss 429 Cobra Jet HO would set you back a whopping $1,208.35. Fitting a Boss 429 into a Mustang took quite a bit of modification, with significant changes to steering and suspension.
With so many engine options, it’s important to decode the VINs to see what you should be getting. Here are the clues: T-Code is a 115 bhp, 200 cubic-inch, 1-barrel six; L-Code is a 155 bhp, 250 cubic-inch, 1-barrel six; F-Code is a 220 bhp, 302 cubic-inch, 2-barrel V-8; G-Code is a 290 bhp Boss 302-cubic-inch, 4-barrel V-8; H-Code is a 250 bhp, 351 cubic-inch 2-barrel V-8; M-Code is a 290 bhp, 351 cubic-inch 4-barrel V-8; S-Code is a 320 bhp, 390 cubic-inch 4-barrel V-8; Q-Code is a 336 bhp, 428 cubic-inch, 4-barrel Cobra Jet V8; R-Code is a 335 bhp, 428 cubic-inch, 4-barrel Super Cobra Jet V-8 engine and Z-Code is a 375 bhp Boss 429, 4-barrel V-8.
Body codes are equally illuminating: 63A is base fastback; 63B is luxury fastback and 63C is Mach 1 fastback. 65A is hardtop coupe; 65B is luxury hardtop coupe and 65C is bench seat hardtop couple (last year for bench seat option). 65D is luxury bench seat hardtop, 65E is Grande hardtop coupe; 76A is convertible and 76B is luxury convertible.
A total of 19 colors were offered for 1969, along 33 interior combinations. Convertible tops were black or white. Here are the color codes, though again without numbers: Raven Black (Code A); Royal Maroon (B); Black Jade (C); Acapulco Blue (D); Aztec Aqua (E); Gulfstream Aqua (F); Lime Gold (I); Wimbledon White (M); Winter Blue (P); Champagne Gold (S); Candyapple red (T); Meadowlark Yellow (W); Indian Fire Red (Y); New Lime (2); Calypso Coral (3); Silver Jade (4); Pastel Gray (6).
Boss 302 colors were theoretically limited to Wimbledon White, Bright Yellow, Calypso Coral and Acapulco Blue. Boss 429s were available in Raven Black, Wimbledon White, Royal Maroon, Black Jade and Candyapple Red. Other colors appear to have been selected as well, so the picture is hazy. What is certain is that the palette was expanded to at least 14 colors for 1970.

1965 Ford Mustang 2dr Coupe Courtesy of Hyman Ltd.

Though it was more or less a humble Falcon beneath its sporty skin, Ford's new Mustang still looked like nothing ever seen before when it burst onto the scene in April 1964. More than 417,000 were sold within a year, a new Detroit record. Bucket seats and a floor shifter were standard, and either six-cylinder or 289-cid V-8 power was available under that long hood. Ford's K-code High Performance 289, rated at 271 horsepower, remained the hottest optional engine up through 1966.
Unveiled right after the so-called “1964½” run morphed into the traditional 1965 model year, the even sportier 2+2 fastback pushed the Mustang's body count to three, joining the carryover coupe and convertible. Another choice offered in all three shapes, the Mustang GT, debuted in April 1965 to help mark the first birthday of a new genre called the “pony car”. Various details set a 1965 Mustang apart from its 1964½ predecessor. The easiest to remember was Ford's switch from archaic generator to a modern alternator.
Dearborn's pony car was redesigned for 1967, primarily to make more room up front for an optional big-block V-8. Though the 271-hp 289 “Hi Po” small-block remained available for one last year, it was overshadowed by the 390-cid FE-series big-block, rated at 320 horsepower. Also new for 1967 was the “GTA,” an automatic transmission variation on the continuing GT theme. The GT/GTA segregation was enacted for one year only. All were simply called GTs again, regardless of transmission choice, in 1968. 
Making more headlines in April 1968 was Ford's announcement of a new engine option. The 335-hp 428 Cobra Jet V-8 was a big-block bully that vaulted the Mustang to the forefront of Detroit's muscle car race. Hot Rod magazine called the '68½ CJ Mustang “the fastest regular production sedan ever built.” Available as a coupe, fastback or convertible, the venomous 428 Cobra Jet Mustang was available through 1970.
Ford unveiled another restyle in 1969, but it was lost in the shadows of three new models: the Mach 1, Boss 302 and Boss 429. Various competition-style appearance items and the GT-handling suspension were standard for the Mach 1, with engine options including the 351-cid small-block, 390 big-block or 428 Cobra Jet. Two race-ready Boss V-8s, the 302-cid small block and 429-cid big block were predictably the hearts of other two hot-to-trot pony cars. The Boss 302 produced 290 horsepower, and its 429 cube big brother made 375 horses.
Handling was the main strength of the Boss 302, which was created to take on Chevrolet's Z/28 Camaro on SCCA Trans-Am road courses. The idea behind the big, bad Boss 429 involved homologating its exotic V-8 for NASCAR tracks, where it did its darndest beneath mid-sized Talladega hoods. Both Boss Mustangs were built through 1970. Boss 302 production was 1,628 in 1969 and 7,013 in 1970. Boss 429 numbers were 857 in 1969 and 499 in 1970.
Purists who were annoyed at the enlarged 1967 Mustang had another thing coming when Dearborn's truly large 1971 redesign appeared. Wheelbase went up an inch, overall length increased 2.1 inches, and weight ballooned by nearly 200 pounds. Under short-term Ford president Bunkie Knudsen's direction, Ford's pony car was expanded once more to make even more room up front for even more engine. New on the options list in 1971 was the 385-series big-block V-8, displacing 429 cubic inches. Advertised output for the new 429 Cobra Jet was 370 horsepower, with or without optional ram-air induction.
The sporty Mach 1 carried over, again only in fastback “SportsRoof” form, but the Boss 302 and 429 didn't. They were instead followed by the Boss 351, a 330-hp SportsRoof built for 1971 only. Boss 351 production was 1,806.
The Mach 1 remained the Mustang's flagship through 1973. Other models of note included the patriotic Sprint hardtops and SportRoofs built only for 1972, and that year's “Olympic Sprint” convertibles.

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