The 429 CID V-8 was no longer available in the Mustang line beginning in 1972. The largest V-8 available was the 351 CID “Cleveland” V-8. See the 1972 AMA Specifications Sheets for more information – HERE.

Compression ratios on the  V-8 engines were reduced to 8.6:1 except for the  HO performance engine that ran 9.0:1 . They were also now rated at “SAE Net” that required the engine  to be calculated with all normal accessories and mufflers installed. Thus the highest HP available was  266-275. See the 1972 AMA Specifications Sheets for more information  HERE. See the 1972 NHRA Ford Engine Specs for more information HERE.

Model 63 D – Standard equipment on the 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, and either the 250 CID six or 302 CID V-8.  The Sportsroof also featured fixed rear quarter windows except when ordered with power window lifts, and a tinted backlight.

Model 76 D –Standard equipment on the Mustang Convertible included color­ keyed nylon carpeting, 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: 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.

Mustang Grande Hardtop Model 65 F – The Mustang Grande coupe had the same basic features, plus a vinyl top with “Grande” in script nameplates, unique body side tape stripes, unique wheel covers, a floor mat in trunk, Lambeth cloth and vinyl interior trim, bright pedal moldings, deluxe camera grain instrument panel with wood-toned appliques, panel mounted electric clock, and rear ashtrays.

Mustang Mach 1 Model 63 R – The Mach I Sportsroof featured the following extras: competition suspension, “NASA” type hood scoops (this was listed as a no-cost option on all Mach I models, but considered standard), front spoiler-type bumper, color-keyed hood and rear fender moldings, black grille with integral sports lamps, black panel applique, black or Argent Silver painted lower body, front and rear valance panels, rear tape stripes with “Mach I” decals, wheel trim rings and hubcaps, E70 x 14 bias-belted whitewall tires, and as a base engine, the  302 CID two-barrel carbureted V-8. No 6 cylinder was available.

302 CID 2-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: 8.5:1.
Horsepower: 141 @ 4000 RPM SAE Net.
Torque: 242 @ 2000 RPM SAE Net.
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 D2OF-9510-KB; (Auto Transmission) Ford Autolite 2-barrel D2AF-9510-HC; with air conditioning (automatic transmission)  Ford Autolite 2-barrel Model D2ZF-9510-MB. California:  all transmissions:  D2ZF-9150-FB.

NOTE: Base engine for Mach 1.

351 CID 2-Barrel 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: 177 @ 4000 RPM SAE Net.
Torque: 284 @ 2000 RPM SAE Net.
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) D2ZF-9510-LC; (Automatic transmission) D2WF-9510-CB; (California) D2OF-9510-UC.

266 HP 351 CID Cobra Jet V-8.  (R Code)  Overhead valves. Cast iron block. Five main bearings.
Displacement: 351 cubic inches.
Bore and stroke: 4.00 3.50 inches.
Compression ratio: 8.6:1. Open chamber heads
Horsepower: 266 @ 5400 RPM SAE Net.
Torque: 301 @ 3600 RPM SAE Net.
Valve lifters: Hydraulic.
Camshaft duration: Intake: 270°, Exhaust: 290°, Overlap 46°, Lift: (Intake) 0.480″ (exhaust) 0.488″.
Intake Manifold: D1ZE-BB. (unique to CJ).
Carburetor:  Ford Autolite 4-barrel Model (Manual transmission) D2ZF-9510-AA; California D2ZF-9510-CA;  (Automatic transmission) D2ZF-9510-BB; California D2ZF-9510-DA.

NOTE: Similar to the 1971 Cobra Jet however utilized flat topped pistons.  The “351 CJ” high-performance engine included a different intake manifold, a camshaft with hydraulic valve lifters, different valve springs and dampers, a 750-CFM spread-bore 4300-D Motorcraft carburetor, dual-point distributor (with four-speed manual transmissions only), and four-bolt main bearing caps. Also had induction-hardened exhaust seats for use with low-lead and unleaded gasoline. For the 1972 model year, the only change to this engine was a retarding the camshaft events by 4°. The engine was rated at 266 HP SAE Net when installed in the Mustang, and 248 HP in the Ford Torino and Mercury Montego. 

275 HP 351 CID HO V-8.  (Code R) Overhead valves. Cast iron block. Five main bearings.
Displacement: 351 cubic inches.
Bore and stroke: 4.00 x 3.50 inches.
Compression ratio: 9.2:1. Open chamber Heads
Horsepower: 275 @ 5400 RPM SAE Net.
Torque: 286 @ 3800 RPM.
Valve lifters: Mechanical.
Camshaft duration: Intake: 275°, Exhaust: 275 degrees, Overlap 92° Lift: (Intake) 0.491″ @ .020″ lash (Exhaust) 0.491″ @ .020″ lash.
Intake manifold: D1ZX-AA
Carburetor:  (Manual Transmission only) Ford Autolite Spread bore 4-barrel Model D2ZF- 9424-GA or D0ZZ-9424-Z.

NOTE: The 351C HO “R-code” had a number of changes to help meet emission standards for 1972 compared to the 1971 Boss 351 “R-Code”. The camshaft had less duration, but more valve lift, while the mechanical lifters remained unchanged. The forged pistons were changed to flat-top style and the heads to open chamber heads, but retained the same large ports, valves, and adjustable valve train used in 1971.

There ware quite a few changes made to the 351 CID High Performance engines made during the year of 1972. We have compiled the best information possible from multiple sources. We welcome DOCUMENTED factory information that can solidify the actual specifications.

1972 Q-code (351 Cobra-Jet)
The Q-code 351 “Cobra-Jet” (also called 351-CJ, 351-4V) was produced from May 1971 through the 1974 model year. It was a lower-compression design that included the open-chamber  heads. These open-chamber heads exhibited superior emissions characteristics and were required to meet the more stringent emissions standards for 1972 and beyond. The “351 CJ” high-performance engine included a different intake manifold, high-lift, long-duration camshaft with hydraulic valve lifters, different valve springs and dampers, a 750-CFM spread-bore 4300-D Motorcraft carburetor, dual-point distributor (with four-speed manual transmissions only), and four-bolt main bearing caps.

For the 1972 model year, the only change to the engine was a retarding the camshaft events by 4°. The engine was rated at 266 HP SAE Net for 1972 when installed in the Mustang, and 248 HP in the Ford Torino and Mercury Montego.

1972 R-code (351 HO)
The 351C HO “R-code” had a number of changes to help meet emission standards for 1972 compared to the 1971 Boss 351 “R-Code”. The camshaft had less duration, but more valve lift, while the mechanical lifters remained unchanged. The forged pistons were changed to flat-top style and the heads to open chamber heads, but retained the same large ports, valves, and adjustable valve train used in 1971. This resulted in a compression ratio decreased to 9.2:1 while the cleaner-burning open-chamber heads helped meet the new emissions regulations. The Ram Air option was no longer available. Other than noted, the engine remained unchanged from 1971. This engine produced 275 HP using the  SAE net system and was only available in the 1972 Ford Mustang.