1971 Ford Mustang Fact Sheet

Model 63 D – Standard equipment on base Mustang Fastback (SportsRoof)  included color­ keyed nylon carpeting1 floor-shift; high-back bucket seats; steel guardrail door construction; DirectAire ventilation system; concealed windshield wipers with cowl air inlets; mini console with ashtray: armrests; courtesy lights; cigar lighter; heater and defroster; all-vinyl interior; glove box; E78-14 belted black sidewall tires; power convertible top; and either the 250 CID six or 302 CID V-8.

Model 76 D – Standard equipment on base Mustang Convertible included color­ keyed nylon carpeting1 floor-shift; high-back bucket seats; steel guardrail door construction; DirectAire ventilation system; concealed windshield wipers with cowl air inlets; mini console with ashtray: armrests; courtesy lights; cigar lighter; heater and defroster; all-vinyl interior; glove box; E78-14 belted black sidewall tires; power convertible top; and either the 250 CID six or 302 CID V-8.

In addition to Hardtop features listed: 5-ply manually operated vinyl top, clear vinyl backlite, color-keyed boot, easy ­action top fastening latches, full-width rear seat, courtesy lights under instrument panel, glove compartment lock, and wheel covers.

NOTE: There were no special models of the Convertible, however it could be optioned to include even the 429 CID V-8.

Mustang Grande Hardtop Model 65 F – The Mustang Grande coupe had the same basic features, plus bright pedal pads; Deluxe high-back bucket seats in cloth trim; Deluxe instrument panel; Deluxe two-spoke steering wheel; electric clock; molded trim panels with integral pull handles and armrests; right rear quarter panel trim with ashtray; dual paint accent stripes; dual color-keyed racing mirrors (left remote-control); rocker panel moldings; vinyl roof; wheel covers; and wheel lip moldings.

Mustang Mach 1 Model 63 R –  The Mustang Mach I had all of the basic equipment, plus color-keyed spoiler; hood moldings; fender moldings; and racing mirrors; a unique grille with Sport lamps; competition suspension; trim rings and hubcaps; high-back bucket seats; honeycomb texture back panel applique; pop­ open gas cap; deck lid paint stripe; black or Argent Silver finish on lower body-sides (with bright molding at upper edge); E70 x 14 whitewalls; and the two-barrel 302 CID V-8. A NASA styled hood scoop treatment was a no-cost option.

Mustang Boss 351 Model 63 – The Mustang Boss 351 had even more extras. In addition to the basic equipment, this model featured a functional NASA hood scoop; black or Argent Silver painted hood; hood lock pins; Ram-Air engine call-outs; color-keyed racing mirrors (left remote-controlled); unique grille with Sports lamps; hubcaps with trim rings; body-side tape stripes in black or Argent Silver; color-keyed hood and front fender moldings; Boss 351 call-out nomenclature; dual exhausts; power disc brakes; Space Saver spare tire; competition suspension with staggered rear shocks; 3.91:1 rear axle gear ratio with Traction-lock differential; electronic rpm limiter; functional front spoiler (finished in black and shipped ‘knocked-down’); 80 ampere battery; Instrumentation Group; F60-15 AWL tires; 330 hp High-Output 351 CID V-8 with four-barrel Carburetor; special cooling package; and wide­ ratio four-speed manual gearbox with Hurst shifter.

Optional Two Barrel 302 CID V-8. (Code “C”) Overhead valves. Cast iron block. Five main bearings.
Displacement: 302 cubic inches.
Bore and stroke: 4.00 x 3.00 inches.
Compression ratio: 9.5:1.
Horsepower: 210 @ 4600 RPM.
Torque: 296 @ 2600 RPM
Valve lifters: Hydraulic.
Camshaft duration: Intake: 266°, Exhaust: 244°, Overlap 36°, Lift: (Intake) 0.368″, (Exhaust) 0.380″.
Carburetor:  (Manual Transmission) Ford Autolite 2-barrel Model D1OF-9510-ABA; (Auto Transmission) Ford Autolite 2-barrel D1DF-9510-DA; with air conditioning (automatic transmission)  Ford Autolite 2-barrel Model D1ZF-9510-AA.

NOTE: Not available on Mach 1 or Boss 351

NOTE: Base V-8 on Mach 1.

Optional 240 HP 351 CID Cleveland V-8.  Overhead valves. Cast iron block. Five main bearings.
Displacement: 351 cubic inches.
Bore and stroke: 4.00 x 3.50 inches.
Compression ratio: 9.0:1.
Horsepower: 240 @ 4600 RPM.
Torque: 350 @ 2600 RPM.
Valve lifters: Hydraulic.
Camshaft Duration: Intake: 258°, Exhaust: 266°, Overlap 32°, Lift: (Intake) 0.400″ (exhaust) 0.400″.
Carburetor: Ford Autolite 2-barrel Model (manual transmission) D1OF-9510-ZA (Automatic transmission) D1ZF-9510UA; (California) D1OF-9510YA.

285 HP Optional 351 CID Cleveland V-8.  Overhead valves. Cast iron block. Five main bearings.
Displacement: 351 cubic inches.
Bore and stroke: 4.00 3.50 inches.
Compression ratio: 10.7:1.
Horsepower: 285 @ 5400 RPM.
Torque: 370 3200 RPM.
Valve lifters: Hydraulic.
Camshaft duration: Intake: 268°, Exhaust: 280°, Overlap 37°, Lift: (Intake) 0.430″ (exhaust) 0.450″.
Carburetor:  Ford Autolite 4-barrel Model (Manual transmission) D1OF-9510-EA,  (Automatic transmission) D1OF-9510-AAA.

NOTE: This engine was offered in standard and Ram Air trim – no changes in power and torque rating in both instances.

280 HP 351 CID Cobra Jet V-8.  Overhead valves. Cast iron block. Five main bearings.
Displacement: 351 cubic inches.
Bore and stroke: 4.00 3.50 inches.
Compression ratio: 9.0:1. Open chamber heads
Horsepower: 280 @ 5800 RPM.
Torque: 345 @ 3800 RPM.
Valve lifters: Hydraulic.
Camshaft duration: Intake: 270°, Exhaust: 290°, Overlap 46°, Lift: (Intake) 0.480″ (exhaust) 0.488″.
Carburetor:  Ford Autolite 4-barrel Model (Manual transmission) D1ZF-9510-FA,  (Automatic transmission) D1ZF-9510-GA.

NOTE 1: The “351 Cobra Jet” high-performance engine used a different intake manifold, the high-lift, long-duration camshaft noted above, higher rate valve springs with dampers, a 715-CFM spread-bore 4300-D carburetor and a dual-point distributor (only with four-speed manual transmissions – not sold in California). The block was upgraded to four-bolt main bearing caps, and larger harmonic balancer was installed.

NOTE 2:  This engine was offered in standard and Ram Air trim – no changes in power and torque rating in both instances.

330 HP 351 CID Boss 351 V-8.  Overhead valves. Cast iron block. Five main bearings.
Displacement: 351 cubic inches.
Bore and stroke: 4.00 x 3.50 inches.
Compression ratio: 11.0:1.
Horsepower: 300 @ 5400 RPM.
Torque: 370 @ 4000 RPM.
Valve lifters: Mechanical.
Camshaft duration: Intake: 324°, Exhaust: 324° degrees, Overlap 92° Lift: (Intake) 0.491″ @ .020″ lash (Exhaust) 0.491″ @ .020″ lash.
Carburetor:  (Manual Transmission only) Ford Autolite Spread bore 4-barrel Model D1ZZ- 9424-G.

370 HP Optional 429 Cobra Jet V-8. Engine Code “Z” Overhead valves. Cast iron block. Five main bearings.
Displacement: 429 cubic inches.
Bore and stroke: 4.362 x 3.950 inches.
Compression ratio: 11.30:1.
Horsepower: 370 @ 5400 RPM.
Torque: 450 @ 3400 RPM.
Valve lifters: Hydraulic.
Camshaft duration: Intake: 282°, Exhaust: 296°, Overlap 58°, Lift: (intake) 0.500″ (exhaust) 0.500″.
Carburetor: GM Rochester Quadra-Jet 4-barrel Model (Manual transmission) D1OF-9510-KA; Automatic transmission) D1OF-9510-AA.

NOTE 1:  This engine was offered in standard and Ram Air trim – no changes in power and torque rating in both instances. The engine fitted with or without a standard hood scoop, was matched with a 3.25:1 rear-axle ratio. When fitted with a “shaker” hood scoop,  the vehicle received a 3.50:1 rear axle. This year, the Cobra Jet engine also used a four-bolt main block #DOVE-A.

375 HP Optional 429 CID Super Cobra Jet V-8. Overhead valves. Cast iron block. Five main bearings.
Displacement: 429 cubic inches.
Bore and stroke: 4.362 x 3.590 inches.
Compression ratio: 11.30:1.
Horsepower: 375 @ 5600 RPM.
Torque: 450 @ 3400 RPM.
Valve lifters: Mechanical.
Camshaft duration: Intake: 300°, Exhaust: 300°, Overlap 72°, Lift: (intake) 0.515″ (exhaust) 0.515″.
Carburetor: Ford Holley 4-barrel Model (Manual transmission) D1OF-9510-SA; (Automatic transmission) D1OF-9510-TA.

NOTE: The 429 Super Cobra Jet was fitted with a Holley 780 CFM Vacuum Secondaries 4-bbl carburetor, aggressive mechanical camshaft, a four-bolt main block, forged pistons, and forged connecting rods. The engine was matched with a 3.91:1 or 4.30:1 rear axle ratio.