Le 31 mars 2015, 07:48 dans Humeurs • 0
1969 Mustang Styling and Models
Though recognizably Mustang, the '69s somehow looked more "adult," more serious. Surprising many, the galloping horse and "corral" were gone from the grille, replaced by a small pony tricolor on the port side. The grille itself was visibly vee'd and made broader to cradle highbeam headlights at its outboard ends the first quadlamp Mustang. Low beams nestled in the flanking "sugar scoops."
The hood was also vee'd and slightly domed between newly peaked front fender lines leading to a more exaggerated hopup. Instead of the signature body side sculpturing, hardtops and convertibles wore a more subtle "character" line trailing back and slightly downward from the nose to end just behind the door, with a slim, reversefacing dummy air vent below. SportsRoofs capped the sideline with a simulated scoop faired into the hopup, an echo of the discarded shorty fastback. Taillights again grouped into two clusters of three vertical lenses, but the back panel reverted from concave to flat.
Rooflines changed too, with more steeply raked windshields and, for hardtops and convertibles, wider "formal" rearroof quarters. The SportsRoof sported a "faster" roof sloping down to a vestigial spoiler, plus firsttime rearquarter windows, which flipped out instead of rolling down. All models lost front vent windows, adopting a new forcedair ventilation Balenciaga Purses system with hidden extractor outlets. A big, round Mustang medallion replaced roof louvers on fastbacks.
The instrument panel was naturally redesigned, still a "twin cowl" affair, but the cowls were more prominent. Lower surfaces on either side of the console were angled forward, which at least gave the illusion of extra leg space. Gauges sat ahead of the driver in four large, round recesses; a fifth hole ahead of the front passenger was used to house the clock. A debatable new extra was the "RimBlow" steering wheel ($66). Instead of pushing the wheel hub to sound the horn, you simply squeezed anywhere on the rim. Though supposedly a "blow" for convenience, the device worked a bit too well. Fast wheel twirling was often a comically noisy affair.
Knudsen's comment about "models for specific segments of the market" only parroted a previous Ford decision to expand the Mustang line. The model year opened with two additions. One was the Grande, a personalluxury hardtop pitching the same buyers as cousin Mercury Cougar and the Pontiac Firebird. Priced about $230 above the $2635 standard issue, the Grande featured a vinylcovered roof with identifying name script; pointy colorkeyed "racing" door mirrors; wire wheel covers; twotone paint stripes beneath the beltline; and bright wheelwell, rocker panel, and reardeck moldings. The interior was upgraded with standard clock, convincing imitation teakwood accents on the dash and door panels, and seats with "hopsack" cloth inserts and vinyl bolsters. Appropriate for its upscale character, the Grande got a slightly softer suspension than the base hardtop and an extra 55 pounds of sound insulation.
Besides a more expansive package, the '69 Mustangs offered the widest choice of models and powertrains yet, with some introduced after the lateAugust 1968 showroom debut. The stalwart 200 and 250cubicinch sixes returned with 115 and 155 horsepower, respectively. The base 302 V8 option remained at 220 horsepower, but the bigblock 390 was back to 320, down five from '68. In between these was a pair of important new 351 smallblocks, more of which shortly. Again topping the list was the muscular Cobra Jet 428, available with and without ramair induction but conservatively rated either way at 335 horsepower. Transmissions were the usual three and fourspeed manuals and CruiseOMatic, but Ford actually used two different fourspeeds and three different automatics depending on engine.
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