in the Metal-Stamping Division, and executive director of the engineering staff before being named vice president of engineering in February 1962.
Herb Misch, along with product planner Roy Lunn and stylist Gene Bordinat, led the T5 project team in developing and producing a prototype—a 1,200-pound, two-seat vehicle with a low, sloping nose and a racing style windshield sporting a V-4 mid-engine cooled by two radiators located at air vents just ahead of the rear wheels. While working with Gene Bordinat in 1960 on the redesign and performance upgrade of the Ford Falcon, the idea of a “sports car for the masses” was suggested to meet the anticipated demand of the baby boomers approaching carbuying age. The team established targets of $2,500, 2,500 pounds, 180 inches maximum length, a floor shift, and a host of options to allow buyers to customize the car.
The racing community received the Mustang I enthusiastically when, in October 1962, Dan Gurney and Stirling Moss drove demonstration laps at Watkins Glen to introduce the concept car at the Grand Prix. Based on these successes, the T5 was given the go-ahead for production. In April 1964, just 18 months after the unveiling at Watkins Glen, Mustangs were in showrooms across the country. A prototype Mustang is still on view at the Henry Ford Museum in Dearborn, Michigan.
Herb Misch’s next major accomplishment at Ford was in the area of automotive emissions and safety. He became vice president of environmental and safety engineering in 1972, a challenging time for the automotive industry because the industry did not have the technology to meet newly enacted emission standards; they were considered overly stringent, perhaps even impossible, to achieve. Through the lens of time, these standards seem inconsequential, but, in fact, they could not be met with available technology.
Those early challenges propelled the automotive industry into massive research and development efforts that led to the sophisticated engine- and vehicle-emission control systems in cars today. These systems, and their attendant emission reductions, had not even been envisioned in the early 1970s. On behalf of Ford Motor Company and the automotive industry, Misch testified