Head Gaskets 101

Head Gaskets

Story by Hank O’Hop at Zalutko Business Services, Inc.

Dealing with a faulty head gasket is never fun. Despite being a single gasket, they are vital to the function of an engine. If the head gasket fails, performance and economy will suffer. To make things worse, prolonged use of an engine with a blown head gasket can be harmful to the moving parts and can even destroy the engine entirely.

While a blown head gasket likely won’t immediately grenade your engine, it’s still something you need to address as soon as possible. Yeah, your neighbour’s buddy drove his jalopy around with a blown head gasket for years, but you don’t want to tempt fate like he did.

Head Gaskets 101 So, really, how important is a head gasket, and why does everyone push to replace it? While head gaskets are a big deal, their function is quite simple.

“One of the most critical gaskets in your engine, the head gasket is designed to seal the cylinders to ensure maximum compression and prevent coolant and engine oil from leaking into the cylinders. The head gasket withstands the stresses of the two surfaces expanding, shrinking, warping and rubbing while sealing in coolant and engine oil running through casting ports,” says Fel-Pro, an industry-leading aftermarket manufacturer of high-quality gaskets.

Any time two surfaces are mated in an engine, a gasket is present to provide a seal. Even if the parts are freshly machined, some imperfections prevent a perfect seal. Pressure and vacuums love to exploit these imperfections, which makes a gasket essential.

The cylinder head and engine block work together to create the combustion chamber. The environment of a combustion chamber is exceptionally violent when an engine is running. The piston creates a vacuum as air is drawn in, then with a ton of pressure during the compression, combustion strokes. If the application is boosted, you can multiply the amount of pressure in the chamber by quite a bit.

On a side note, head gasket thickness can increase or reduce compression, which is an important thing to consider in when building an engine, as this has a direct impact on performance. The material used is also a very delicate matter that needs to be taken into consideration because how the material acts between the two surfaces during the engine cycle can have a significant impact on the gasket’s lifespan.

The cylinder head also needs to be cooled. Coolant is delivered to the cylinder head by water ports located in both the engine block and the head itself. As the water heats up and cycles through the engine, there will be a considerable amount of pressure in the system.

The head gasket’s job is to provide a seal for both the water ports and the combustion chambers. This is a delicate matter as the holes in the gasket are relatively close to one another. This distance varies from engine to engine. No matter the design, the gasket is simultaneously dealing with pressure from the cooling system and the combustion chamber.

The valve train also needs to be lubricated. In many engines, the oil travels to these components through openings in the block and head as well. It’s not always the case, but if it is, the gasket’s job becomes even more critical. Without this gasket, the

Telltale Signs of a Faulty Head Gasket A vehicle engine is designed to operate in extreme conditions with intense heat, but an overworked engine can spell trouble. “The extra heat results in the cylinder head and engine block expanding too much, which results in a failure of the head gasket,” explains Fel-Pro.

Of course, the best way to be sure is to tear the engine down and take a closer look, but admittedly that is an extensive job. Fortunately, there are some quick ways to determine if the head gasket may be faulty, like performance heading downhill rather fast and strange noises when turning off the engine. Consider these when trying to pinpoint a head gasket issue:

• White smoke from the exhaust water in exhaust pipe • Bubbling in the radiator • Overheating engine • Reduced power and performance • Rough engine idle • Low compression • Wet spark plugs • Milky oil (some compare it to chocolate milk)

Of course, some of these issues may be in connection to other problems. For example, low compression can be caused by lousy piston rings, or an overheating engine due to a clogged radiator. Not to mention, a number of other problematic scenarios can be the source of reduced power and performance, wet plugs, and rough engine idle; however, when these issues appear in conjunction, then it is reasonable to assume the head gasket.

However, some scenarios are more easily attributed to head gasket issues. As aforementioned, the water passages are very close to the combustion chamber. When the gasket blows, it’s typically right in between these two orifices, and water will begin to trickle into the combustion chamber. As the water vaporizes, it will produce white smoke. This can be a bit tricky to differentiate from the smoke given off by too much fuel, which will create a faintly blue tint that can almost appear white, but upon close inspection, one can distinguish between the two.

Milky oil is also, for the most part, a dead giveaway there is a blown head gasket. The water in the combustion chamber will

not always vaporize. Instead, some will remain in the cylinder and leak past the piston rings into the oil pan. As the water mixes with the oil, it will turn a milky brown colour.

Water pressure is not the only thing strong enough to breach the gap when a gasket is compromised. The combustion cycle produces a ton of pressure that will flow into the water jacket. This excess pressure inside the cooling system has to go somewhere. Following the path of least resistance, it will create bubbling in the radiator or overflow tank.

“If you experience any of these symptoms, shut the engine down and do not attempt to release the pressure. Have your vehicle looked at by your mechanic and always use replacement gaskets that meet or exceed the original manufacturer’s specifications,” explains Fel-Pro.

What Can I Expect When Replacing a Head Gasket? That pit in your stomach acknowledges a head gasket is no easy fix, but someone with the proper skill set and willpower can tackle the job.

• Be prepared to tear down the engine, i.e., removing the throttle body, injector rails, intake manifold, exhaust manifold, and front engine accessories—pretty much anything between you and a short block configuration has to come off. If overhead cams are involved, which in today's day and age is likely, then timing components also must be removed and adequately reinstalled.

• Plan to invest in more than just the cost of a head gasket. In addition to changing the oil and topping off the coolant, all gaskets removed along the way should be replaced during the process. Sure, they may be reusable, but for the amount of work being done, it is worth taking care of all of them now to save money on additional labour and parts down the road.

• Also take into consideration there may be some larger-scale issues to address if an engine has been running for a prolonged period of time with a blown head gasket. Overheating the engine can take a severe toll on structural components. For example, excessive heat and rapid cooling can warp the cylinder head, which may call for machining, and if the oil is filled with water, then its lubricity will go down the drain as well. When it does, the engine's bearings are taking a beating. To check the state of bearings, drop the pan and remove them for visual inspection.

Clearly, replacing a head gasket is a big undertaking that can lead to other complex tasks along the way, but proper skill, trusted replacement parts, and ample patience will get the job done.

Lights, Camera, Action!

Barris AMX-400 starred as stolen prototype

Story and photos by John Gunnell

When the two-seat American Motors AMX hit the showrooms in 1968, there was nothing else like it on the market. By the mid-‘60s, American Motors Corp. was losing momentum fast. It needed an image car. Realizing that Chevrolet’s Corvette was the “gold standard” in this area, AMC launched its own no-back-seat sports car and called it the AMX (American Motors Experimental). It was a winner!

The ‘70s style interior was tan vinyl with wood-grained accents. The AMX was unique. It seemed to fit best in the “pony car” category, although it did not have a rear seat. It was derived directly from the Javelin, so it was not an all-out sports car. With a 390-cid V8, the AMX packed muscle, but it was not a classic mid-size muscle car. It had a 97-in. wheelbase and a length of 177.22 in. and ran over 3,000 lbs.

Reclining bucket seats, carpets, wood-grain interior trim and E70- 14 Goodyear Polyglas tires were standard. Also included was a four-speed gearbox and heavy-duty suspension. The AMC had a “ready-to-roll” look and V8 power to back it up. The optional 390-cid 315-hp V8 had a four-barrel carburetor and dual exhaust. You could order AMC Group 19 performance parts as dealer installs including an aluminum intake, hi-lift cam, roller rockers, Detroit Locker rear end, side pipes and rear-wheel disc brake kits.

By the time the AMX bowed at the Chicago Auto Show on February 24, 1968 it was famous. Craig Breedlove used a pre-production version to set 106 National and International speed records. He also was officially timed at 189 mph at Bonneville and made an unofficial run at over 200 mph. Mechanix Illustrated said: “The AMX is the hottest thing to ever come out of Wisconsin and they have it suspended so that you can whip through corners and real hard bends better than with many outand-out sports cars”. In March 1968, Car and Driver wrote, “This is no Rambler, you

guys. It is – to quote a sensitive and eloquent artist friend from the West Coast – ‘one son-of-a-bitch motor car.’”

The AMX was America’s first steel-bodied two-seater and it was a bargain. The number at the top of the window sticker was $3,245. That didn’t mean you were likely to see AMXs on every street corner (unless you lived in Kenosha). After all, two-seat cars have a small market to begin with and the AMX didn’t arrive until midyear. The ’68 production total was only 6,725 cars. However, the AMX brought new customers into AMC showrooms. In the long run, that was what the company needed to sell cars. For 1969, the AMX was virtually the same outside, but the interior had a larger tach, a 140-mph speedometer, front head restraints and slightly different door panels. Buyers who ordered automatic transmission got a centre console; those who ordered a four-speed got a Hurst shifter. There was also a new passenger-side grab handle. Leather upholstery was added to the options list. Twelve new exterior colours were available. In the spring, the three “Big Bad” colours were introduced – Orange, Green and Blue.

The most interesting AMX was the SS. Only 52 or 53 AMXs were sent to Hurst for this drag race “legalization” option. The AMX SS

Dana Mecum stood right behind the legendary customizer as he gave his spiel. had the 390-cid V-8 fitted with an Edelbrock aluminum cross-ram intake, twin 650-cfm Holley four-barrels, Doug’s headers and other modifications. It was conservatively advertised at 340 hp. The suggested retail price of $5,994 seems a steal now, but was nearly twice the regular ’69 price.

The AMX was pace car for the Pikes Peak Hill Climb. Ten to 12 AMXs, all Frost White with red stripes and red interiors, were used as courtesy cars by race participants. Only one of these cars is known to exist. It was used by Bobby Unser during the week prior to the race. The ’69 production total was 8,293, the highest total for two seaters.

The ’70 AMX was made to “look tougher” according to AMC. The toughest part was that it was the last of the two-seat models and only 4,116 were made. It seemed like the market was quickly saturated and that may have been why legendary customizer George Barris stopped his attempt to market slightly customized AMXs. Barris had started that operation after seeing all the special versions of the early AMX. He thought he could make his own special version and sell it under the Barris Kustoms banner. The effort failed, but Barris still had a place in his heart for the unique AMC model.

A Barris-built custom AMX 390 that is now called the AMX-400 was turned out for a starring role in a single episode of the television show “Banacek” with actor George Peppard. Banacek was initially part of the NBC Wednesday Night Mystery Movie anthology that rotated different shows in its time slot starting in with other productions starting in 1972. Banacek survived until 1974. Peppard played a sophisticated Polish-American detective in Boston, Mass., who solved unusual thefts for insurance companies.

Banacek lived in a mansion and had a chauffeur to drive his 1941 Packard 180 Darrin Convertible Victoria. Other cars appearing in the show included a 1973 Corvette driven by a character named

The plot of the episode featuring the AMX-400 involved Banacek being hired to find a stolen prototype car. The car supposedly had an experimental fuel cell power system that the major automakers turned down. Then, the car disappeared.

According to George Barris, the car was a 1970 AMX, although some experts say it was really a 1969 model. The car was lowered with a 4.5-inch chop job, and 4-1/2 inches were cut out of the top section to angle the windshield posts more. This gave it extreme fastback styling. Long “Venetian blind” slats extended from the roof line to the lower panel. A courtesy/safety lighting system was installed utilizing the louvers, with red tail and stop lights, amber deceleration and caution lights and a green light during forward motion.

All four of the car’s wheel wells were re-arched and the top portion of each was flared and extended forward. The rear character line was extended to the rear fender. The front was lengthened 15 inches and had a louvred lower pan and grille. The hood had twin, canted, tunnel-type forced-air scoops molded into it. Tan trim and walnut accents were used inside with a special two-tone colour scheme for the overall interior.

The upper body was painted Murano Pearl with Rustic Orange on lower body perimeter. Inside were head-restraint bucket seats and safety belts. The rear compartment was carpeted and the dash had colour-matched Naugahyde safety pads. The front and rear louvres had chrome-plated edges, with a textured paint effect. Cragar SS wheels with chrome outer rims were shod with Firestone raisedwhite-letter Wide-Oval tires.

In the late 1980s, when Domino’s Pizza founder Tom Monaghan opened his museum in Ann Arbor, Mich., he bought the car. This In the fall of 2009, Mecum Auctions sold the customized American Motors AMX for $100,000. Barris appeared with the car on the auction block. This Muscle Care Plus contributor was also at that auction

Volo Museum’s Greg Grams (left) with the late, great customizer George Barris.

Oct. 3, 2009, when the car sold. Barris attended that sale with Greg Grams of the Volo Auto Museum, who collects TV and Movie cars. When the AMX crossed the block, Barris stood next to it urging bidders to up their bids. The offers for the car topped out at $100,000. We don’t know who the buyer was or what happened to the AMX after that. We’re sure that it’s still around and someone knows.

The custom hood louvres were functional.

Mustang Mach 1

Yesterday, today and tomorrow

Story and photos by John Gunnell, additional photos courtesy of Ford

On May 29, 2020, Ford announced the Mustang Mach 1 is roaring back to life this year, with its debut coming this spring. “With speed, style and a name that embodies both, the iconic fastback coupe that debuted during the muscle car era of the late-’60s will return for Mustang enthusiasts wanting a naturally-aspirated 5.0-litre V8,” said Ford.

“Mach 1 has a special place in Mustang history and it’s time for this special edition to claim the top spot in our lineup and reward our most hardcore Mustang enthusiasts who demand that next level of power, precision and collectability,” said Dave Pericak, director, Ford Icons. “Like the original, the all-new Mustang Mach 1 will be true to its heritage, delivering great looks and as the most track-capable 5.0-litre Mustang ever.”

The Mach 1 debuted in 1969 and immediately carved out its place in the Mustang lineup, delivering performance and improved dynamics with its GT handling suspension. The Mach 1 was Dearborn’s budgetbasement version of a race car that Carroll Shelby whipped up on the Left Coast. Car Life magazine (March 1969) said, “Greatness makes its own demands. An enthusiast will find the Mach 1 a rewarding car. Best Mustang yet and quickest ever.” When fitted with the optional 428 SCJ V8, the Mach 1 went 0-to-60 mph in 5.5 seconds and ate up the quarter-mile in 13.9 seconds at 103.32 mph.

For 1969, the Mustang got its third major restyle. A new body introduced for 1969 kept the Mustang image. The fastback, formerly known as the 2+2, was now referred to as the SportsRoof. It had a 108-in. wheelbase and an overall length of 188 in. The Mach 1 scaled out at 3,233 lbs. in base form. List price for the basic version was $3,122. Digest. “This is the one that Mickey Thompson started with. From its wide-oval, belted tires to its wind tunnel-designed SportsRoof, the word is ‘go.’” Ford noted the production car had “the same wind-splitting sheet metal as the specially modified Mach 1 that screamed around Bonneville clocking over 155 mph, hour after hour, to break some 295 USAC speed and endurance records.”

Standard on all 1969 Mach 1s was a spoiler, matte black hood, simulated hood scoop and exposed NASCAR-style hood lock pins, which could be deleted. A reflective side stripe and rear stripes carried the model designation just behind the front wheel arches and above the chrome pop-up gas cap. Chrome-styled steel wheels and chrome exhaust tips (with optional four-barrel carburetors) were other bright touches. Also featured were dual colour-keyed racing mirrors and a handling-type suspension.

1969 Mustang Mach 1

Mach 1s had the Mustang’s fanciest interior with high-back bucket seats, black carpets, a rim-blow steering wheel, a centre console, a clock, sound-deadening insulation and teakwood-grain trim on the doors, dash and console. Base engine was a 351-cid two-barrel Windsor V8. This was essentially a stroked 302-cid Ford V8 with raised deck height, which created a great street performance engine. The standard version cranked up 250 horses. Options included the 351-cid 290-hp four-barrel V8 and a 390-cid 320-hp V8. Another option available to enthusiast buyers was a Mustang GT or Mach 1 with a Cobra Jet 428 or Super Cobra Jet 428 engine. The big 428s put out 335 hp.

Car magazine staffers were into some heavy-duty creative writing in 1970, and Motor Trend’s A.B. Shuman was among the best at the art. His description of the Mustang Mach 1 in the April 1970 issue was a classic. It went like this, “It was painted Ticket-Grabber-Yellow (I think that’s what they call it) with flat black tape stripes, a combination that elicits such man-on-the-street-comments as, ‘Is that a production car?’” Shuman’s idea was that the Mach 1 looked more like a Shelby, than a car that rolled out of a Ford factory.

“Five years ago, Mustang started a whole new idea in sporty cars,” said one 1970 Ford advertisement. “And Mustang’s been first ever since.” The ad listed “sporty facts” that made the Mustang favoured in its market segment. It read:

“Fact. Six great Mustang models. They include the hot Mach 1, luxurious Grande, and the race-bred Boss 302. (Three roof lines, too. Hardtop, Convertible and a SportsRoof, a choice no one else can give you.)

“Fact. Power your Mustang your way. With nine Mustang engines to pick from (the lineup was the same as 1969, except that the 390- cubic-inch V8 was discontinued). Economical 200-cid six all the way up to the 429-cube V8.

“Fact. Loaded with sporty features. Mustang standards: Wall-to-wall carpeting. Bucket seats. Belted bias-ply tires. Locking steering column. “Fact. You can design it yourself. With more options than ever. Power front disc brakes. Functional hood scoop. Rear window louvred Sport Slats. Vinyl roof. Hurst Shifter. SelectAire Conditioning. Stereo system. Tachometer. Drag Pack. “Grabber” exterior paint colours.”

The 1970 Mach 1 featured new frontal styling and taillights recessed in a flat panel with honeycomb trim between them. Ribbed aluminum rocker panel moldings with big Mach 1 call-outs and a cleaner upper rear quarter treatment without simulated air scoops at the end of the main feature line were seen. A black-striped hood with a standard fake scoop replaced the matte-black hood. New, twist-in hood pins held the hood down.

You could also get a shaker hood scoop on 1970 Mach 1s with the standard 351-cid V8. A redesigned steering wheel was the biggest interior change. A larger rear stripe, larger rear call-out, mag-type hubcaps, wide 14x7-inch wheels and bright oval exhaust tips were also new. Black-painted styled wheels were a no-cost option.

Motor Trend tested a 1970 Mach 1 with the 351-cid four-barrel V8. It had a 4.002 x 3.50-inch bore and stroke. With an 11.0:1 compression ratio it developed 300 hp at 5,400 rpm and 380 lb-ft of torque at 3,400 rpm. With automatic and a 3.00:1 axle, the car turned 0-to-60 mph in 8.2 seconds and did the quarter mile in 16 seconds at 86.2 mph.

The 1971 Mach 1 had a honeycomb grille, colour-keyed bumpers and tape stripes.

You may not be able to break Mach 1 in a 1971 Mach 1, but it’s a car that looked and felt like it could do that if you tried. “For those interested in owning a sporty car which reflects up-to-the-minute design, Mustang Mach 1, an all-around vehicle without a significant flaw, can’t be a bad choice,” opined Road Test magazine in September 1970.

For 1971, Ford completed its fourth redesign of the Mustang. This created a bigger car. It had the basic Mustang look, with a longer wheelbase, a stretched length, more width, wider front and rear tracks and a heavier curb weight. A raked windshield, bulging front fenders and aerodynamic enhancements were evident in the new design.

The 1971 Mach 1 package included colour-keyed mirrors, a honeycomb grille, colour-keyed bumpers, sport lamps, a new gas cap, special decals and tape stripes and black or argent silver finish on the lower body perimeter. A special hood with NASA-style air scoops was a no-cost option on cars with the base 302-cid V8 and standard otherwise. Available for the last time was a 429-cid big-block engine, which came in Cobra-Jet Ram Air and Super-Cobra-Jet Ram Air versions. Ford put together 1,255 of the CJ-R equipped Mustang Mach 1s and an additional 610 SCJ-R versions. Basically, a de-stroked Thunderbird/Lincoln 460-cid V8, the 429 had wedge-shaped combustion chambers derived from up-to-date performance technology. The CJ-R utilized large valves, a hydraulic cam, four-bolt mains, re-worked porting and a 700-cfm Quadrajet carburetor (sourced from General Motors). A Ram Air induction system was included. Advertised horsepower for the 429 CJ-R was 370 at 5,400 rpm.

The 429 SCJ-R put out 375 hp at 5,600 rpm. A Drag Pack option with a 3.91:1 Traction-Lok rear or 4.11:1 Detroit Locker axle was mandatory. The option included an oil cooler for when things got hot at the drag strip. Other 429 SCJ-R features included solid valve lifters, adjustable rocker arms, drop-forged pistons and a 780-cfm Holley carb. Both Cobra Jets had 11.3:1 compression and produced 450 lb-ft of torque at 3,400 rpm. The SCJ-R had a bit more camshaft duration (200/300 degree versus 282/296 degrees).

Car Life (July 1969) tested a 375-hp Boss 429 with a four-speed transmission and 3.91:1 axle. It did 0-to-60 mph in 7.1 seconds. The quarter-mile took 14.09 seconds with a terminal speed of 102.85 mph. Top speed on the car was about 116 mph.

All basic SportsRoof equipment was standard on the 1972 Mach 1, plus a competition suspension; a choice of a hood with or without NASA-style scoop (with 302 V8 only); a colour-keyed front spoiler bumper; colour-keyed hood and fender moldings; a black honeycomb grille with integral sports lamps; a black back panel appliqué; Black or Argent Silver lower body finish; front and rear valance panels; a rear tape stripe with Mach 1 decals; hubcaps and wheel trim rings; a 302-cid two-barrel V8 (with 136 net horsepower); and E70-14 bias-ply belted white sidewall tires. The Mach 1 interior included knit-vinyl high-back bucket seats with accent stripes; an electric clock; triple instrument pod gauges; door trim panels with integral pull handles and armrests; deep-embossed carpet runners; the deluxe instrument panel with black appliqués and a wood-tone centre section; and a rear seat ashtray. This could be added to other fastbacks at extra cost.

The 1972 Mach 1 listed for $3,053 and weighed 3,046 lbs. Ford built a total of 27,675 units. Three 351-cid V8s were optional in 1972—the regular two-barrel version, the regular

four-barrel version and the four-barrel H.O. offering 168-, 200- and 275- hp, respectively. (If all the engine output figures seem like a massive drop from 1971 horsepower, it’s because the new numbers were expressed in SAE net horsepower.) The options list was smaller in 1972, the big-block 429 being the most obvious deletion.

Some options that appealed to enthusiasts included Colour Glow paint ($34 extra); an instrumentation group with tach, trip odometer and threepod gauge cluster ($70); front disc brakes ($62); AM/FM stereo ($191); Sport Deck rear seat with Space-Saver spare, folding rear seat and load floor ($75); a Black or Argent Silver body side tape stripe for Mach 1s ($23); Magnum 500 chrome wheels ($107); Dual Ram induction ($58 with any 351 V8 including a NASA hood with Black or Argent Silver twotone paint, hood lock pins and Ram Air engine decals); and the Mach 1 Sports Interior package ($115).

The 1973 Mustangs were virtually the same as the 1972 models. All Mustangs featured a high-impact molded urethane front bumper that was colour-keyed to the body and there was a revised cross-hatch texture for the grille. New Mustang exterior colours and interior trims were provided. New options included forged aluminum wheels and steel-belted radial-ply tires. Headlights, still of single-unit design, were housed inside square panels that flanked the grille on each side. New features of the grille itself included a “floating” pony badge at the centre and an eggcrate-style insert with vertical parking lights in the outboard segments. A new front valance panel was of an un-slotted design.

The 1973 Mach 1 saw a slight price jump to $3,088 and a slight weight gain to 3,411 lbs. It came with a competition suspension package, the choice of two hood designs (one with NASA-type hood scoops), size E70-14 whitewall tires of bias-belted Wide-Oval construction, colour-keyed dual racing mirrors, a black-finished grille, a black back panel applique, a back panel tape stripe, wheel trim rings and hubcaps, a tinted back window, all-vinyl upholstery and trim (with high-back bucket seats) and the 136-hp version of the two-barrel carbureted 302-cid V8. Ford built 35,440 of these last “large” Mach 1s.

Ford introduced an all-new Mustang II in 1974 calling it “the right car at the right time.” The new “pony” was seven inches shorter than the original 1964-1/2 Mustang and 13 in. shorter than 1973. Sales were sluggish at first, since the company loaded most cars in the early mix with a lot of optional equipment. It didn’t take long, however, for the marketing men to see that the car had its greatest appeal as an economy model.

The Mustang II was a combination of design motifs derived from both sides of the Atlantic. The Italian coachbuilding firm of Ghia, recently acquired by Ford, did some of the primary design work. Other ingredients came straight from the Dearborn styling studios. Four models were available and one was the fastback Mach 1. Standard equipment included a four-speed manual transmission with floor-mounted gear shifter, a The $3,621 Mach 1 2+2 had all the standard features plus a 2.8-litre V6 engine, dual colour-keyed remote-control door mirrors, Wide-Oval steel-belted black sidewall radial tires, black lower body side paint, deck lid striping and styled steel wheels with trim rings. It was a much lighter car at 2,778 lbs. and it sold well. Production hit 44,046 units.

This re-imagined Mach 1 enjoyed a five-year run and in its last few years beefed up its handling capabilities with an optional Rallye Suspension Package. Then, the Mach 1 name disappeared when the 1979 models arrived. A Mach 1 did return to the Mustang lineup for the 2003 and 2004 model years. This one blended modern power with the nostalgia of 1970s-style Mach 1 design elements. Its unique Mach 1 handling suspension featured larger Brembo front-disc brakes to improve on-road performance. A matte black deck lid spoiler and hood stripe helped the Gen 3 Mach 1 coupe stand out.

Seventeen years later, the all-new 2021 Mustang Mach 1 will return to the Mustang lineup as the most track-ready 5.0-litre Mustang ever made. As in the past, the new Mustang Mach 1 will feature a blend of design magic and high-performance upgrades. “Mach 1 has always been that bridge between base Mustangs and the Shelby models,” said Ted Ryan, heritage brand manager, Ford Archives. “From a style and handling perspective, the original Mach 1 managed to stand out as unique, even in the Mustang lineup–and as the name implies, it could really move.” The new one will move, too!

So, there you have it. The Mustang Mach 1 was a hit in yesterday’s muscle car world. Today it’s considered a classic. And the new 2021 Mach 1 is coming to power up the Mustang legend for tomorrow’s new generation of muscle car enthusiasts.