New Ford Mustang Mach 1 is £55k in UK

Published: 15 March 2021

► The Mustang Mach 1 returns
► And no, it’s not electric
► Styling and performance upgrades 

Ford is bringing the Mustang Mach 1 to Europe for the first time ever – over 50 years since the iconic special badge first appeared. Ford UK has announced that the new ‘track-ready’ variant is on sale now.

‘The original Mach 1 delivered the ultimate in production Mustang performance and proved itself with success in motorsport,’ said Matthias Tonn, Mustang Mach 1 chief programme engineer for Europe. ‘The new Mach 1 is the most capable Mustang ever to reach Europe, with track-ready ability and a unique style that is more than worthy of wearing such a legendary badge.’

mustang mach 1 rear

The Mach 1 makes 454bhp from its V8, and has active sports exhaust, limited-slip differential and a more aggressive bodykit as standard. For the UK, the Mach 1 features a six-speed Tremec manual with rev-matching, or a 10-speed auto. The Mach 1 also has Ford’s MagnaRide adaptive dampers, tweaked springs and anti-roll bars and a sharper steering rack to boot. On top of that, you can trim it with an optional Mach 1 ‘appearance pack’ that finishes the car in grey with black stripes and orange accents.

There isn’t a convertible version of the Mach 1, so price are depends on your gearbox choice: £55,185 for the manual, £57,185 for the auto.

Mustang Mach 1: everything you need to know

The Mach 1 badge, as its name suggests, has always been synonymous with the fastest Mustang you could buy short of venturing into the realm of Shelby or Boss badges. The name was inspired by fighter pilot Chuck Yeager, the first man to break the sound barrier. In turn, the Mustang Mach 1 broke 295 speed and endurance records during its debut year.

Really, we should have seen this coming. The last time Ford built a Mach 1 it was in the early 2000s, not long after the 2001 Bullitt. Sound familiar? This time around, the 2019 Bullitt’s engine tune powers the Mach 1. And that’s just the way Ford’s chief programme engineer for the Mustang wants it.

‘I love the way the Bullitt motor pulls all the way to redline, it’s one of the best 5.0-litres we’ve ever done,’ Carl Widmann, the programme engineer says. To bring you up to speed, this set-up included an airbox and intake manifold from the Shelby GT350, as well as an 87mm throttle body.

‘As we’re going through how to set up the powertrain,’ Widmann says, ‘we went through how to get as much power into the engine as we can, but also have all the lift balance we need at high speed. We decided to go with the Bullitt’s set-up for the motor – that open airbox gives you that nice, visceral V8 sound from the 5.0-litre. It really gave us the V8 power all the way to 7500rpm we were looking for from this vehicle.’

Even though this means the Mach 1 will have familiar outputs of 480bhp and 420lb ft, you can rest assured the Mach 1 won’t just be ‘Bullitt Part 2’. There’s a host of engineering that’s gone into making the Mach 1 a more track-focused car than the GT or the Bullitt, and the question of cooling is the first to be answered.

While Ford says the standard 5.0-litre GT wasn’t built to be a track car, especially not with its 10-speed auto, the Mach 1 will borrow a more intense cooling system from its Shelby-badged bros. The entire front bar of the Mach 1 has been altered from the standard Mustang to account not only for a design which features some retro styling cues, but also to accommodate its new cooling system.

‘The trick to this is really to engineer the Shelby’s cooler set-up which is two side air coolers,’ Widmann says. ‘There’s an oil cooler on one side for the engine oil which improves that cooling by about 50%, and a transmission oil cooler on the other side which hooks into either a manual or automatic transmission. This gives us flexibility for both track performance and as decent straight-line car with an automatic transmission and the power of the Bullitt motor.’

As mentioned, the Mach 1 will be available with either a six-speed manual or a 10-speed torque converter. The former is actually the Tremec unit borrowed from the GT350 upgraded with rev-matching, and with the GT’s twin-disc clutch and short-shifter. The latter, however, is Ford’s 10R80 auto fitted with an air-to-oil cooler that increases cooling by 75%. The rear axle also gets a cooling bump, provided by the system from the GT500, which also lent its rear diffuser.

In terms of making sure this new cooling set-up was up to the task, the team behind Mach 1 had a surprising target to meet, according to Widmann. At Michigan’s Grattan Raceway, where Ford performs a fair amount of its testing, the baseline for endurance was set eight years ago.

The full suite of aerodynamic enhancements – designed with the know-how of a NASA aerodynamicist – to the Mustang’s body for the Mach 1 create a more stable high-speed lift balance, while the overall downforce is 22% more than a GT with Performance Pack Level 1 fitted. This increase jumps all the way to 150% if the Mach 1 is optioned with the Handling package. Underneath, there’s an underbelly pan unique to the Mach 1, which extends further back along the car to increase airflow, as well as air foils which direct air to cool the brakes. But some of the more visible changes on areas like the Mustang’s new face were implemented not only with aero, but also with retro in mind.

‘It’s got an aggressive look for what is an aggressive vehicle,’ Widmann says, pointing out the changes made from the standard GT’s front end.

‘We spent a lot of time cleaning up the front end for that facia, the splitters and grilles, the colour-matching, to give some beauty and simplicity to it, but also so that all the heat exchangers get the airflow that they require to meet that aggressive work on the track that we’re looking for.’

While the front grille in particular is a big part of the familiar styling of the Mach 1, Widmann says customers missing that last little Mach 1 touch in the foglights need not be upset that regulations prevent Ford from fitting them as new.

‘We really wanted fog lamps in [the grille] but regulation-wise you can’t have them there, like the classic running lamps from the 1960s. So, we’ll kind of leave that to the aftermarket teams. Those [shapes] pop out and I’m very confident aftermarket will figure out how to come up with something to go in there.’

This article originally appeared on

By Chris Thompson

Digital Journalist for our sister-site MOTOR, in charge of the magazine's online presence