1971 Mustang - ImageEvent



Bunkie’s Beast

By 1971 the Falcon based Mustang was in its third refresh and what a refresh it turned out to be. Bunkie Knudson, a GM transplant to Ford was on a mission, actually two missions. One was to make the new Mustang larger and more comfortable. The other was to design an engine compartment that would easily accept Ford’s powerhouse big block. With the help of Ford’s dedicated design team, both missions were accomplished and the 1971 Mustang was launched.

While keeping the traditional long front and short deck heritage, the Mustang for 1971, grew more than 2 inches in length, 2.4 inches in width, and nearly 600 pounds heavier. The front end with its single headlamps tucked into the full-width grille opening appeared to have been sliced across the bow with a knife. Air flowed easily past the 60 degree slopped windshield. The rear window styling of the Sports Roof was either a love it or hate it matter as the nearly horizontal rear window had only a 14 degree slant. Flush mounted door handles and slab sides added to the aerodynamic look. The rear end of the car, while different from previous models continued to look similar to what was to be expected on a Mustang.

Thanks to the wider body, interior accommodations were improved slightly. The dash layout was revised with a more ‘driver friendly’ attitude. The I/P center stack housed climate controls, radio and optional gauge package. Seat covers and door pads were redesigned.

Those who wanted the ultimate driving machine ordered the Mach 1. Available as a SportsRoof model only, Mach 1 visuals oozed performance. The Mach 1 differed from other Mustangs with its standard matte black painted twin NASA hood scoops, color-keyed urethane front bumper and hockey stick side stripes. Add the optional chin spoiler, rear window louvers, rear spoiler and Magnum 500 wheels and owners were moved into a performance appearance class unto themselves.

Powering the base Mach 1 was Ford’s two-barrel version of its 302 cubic-inch V8. Those requiring more performance could opt for one of several 351 cubic-inch engines including the Boss 351. But for those few who absolutely needed lightening fast acceleration, the option list included the 429 Cobra Jet or Super Cobra Jet.

The standard Cobra Jet pumped out 370 horsepower, more than enough to show Mustang’s taillights to nearly anything on the road. For a few dollars more, buyers could purchase functional ram-air induction. Surprisingly, horsepower ratings remained the same as the non ram-air Cobra Jet.

The Cobra Jet turned into a Super Cobra Jet when the Drag Pack option was ordered. The Drag Pack consisted of a 3.91 or 4.30 rear axle ratio along with a Detroit Locker rear end. But it wasn’t only the axle revisions that turned a Cobra Jet into a Super Cobra Jet. The big 429 engine was tweaked to include forged pistons, a solid lifter racing cam with a .509 inch lift, and a 780-cfm Holley carburetor that replaced the 715-cfm QuadraJet. Unfortunately air conditioning was not available with the Super Cobra Jet. After driving one, it was clear the SCJ had more than the 375 horsepower advertised.

Unfortunately, the new body style and outstanding performance wasn’t enough to keep sales in an upward movement. By the end of the year, only 36,499 Mach 1’s left the factory, a far cry from the 72,459 produced in 1970.

Until recently the 1971-1973 Mustang was thought of by many as the orphan child for Mustang enthusiasts. Today it’s a different story and these stylish pony cars are much sought after, particularly big block versions. Bunkie would be proud.

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