My 1968 T-5
Wolfgang Kohrn, owner 1992-2014

Integrated V8 sound system.

The best of a V8 Mustang? For sure the deep throaty burble coming from the exhaust tips! Listen to mine, even if your sound card does not catch it like I feel it, in fact it can't!

Sound clip... wanna hear a Crane, Offenhauser, Hedman header orchestra - at least idling? Click on the bold word.

Presidential Blue with luster

Although some people said, you have a nice shiny car, it is not just because of the Presidential Blue (Code X) colour, that was originally applied. 
Today, this is not the original orange-peeling hue that was put at Metuchem on the body of this export Mustang. But it is very close, it's a 84 Ford Germany colour, that was covered by several clear coats during the first restoration in 1984, done by a paint shop guy himself.

How it started back then...

The Mustang bug had bitten me back in 1971, when my father bought a Mach 1 with a 302 engine. The car was in red color and was quite close in appearance to the famous James Bond driven car in Diamonds are forever. My father liked to cruise in front of the cinemas, when the movie ended to launch away with smoking tires.

Fast forward to the year 1992 I had a day off and happened to read through a car magazine, when I suddenly found a b/w advertisement for a 1968 Fastback in a dark colour with 255/60VR15 tires on 10x15"wheels. 

The small picture caught my interest. That day was a very nice and I had already intended to drive with my motorbike. Now I had a place to go, too. As it was for sale in Mainz, I travelled along river Rhine from my hometown. When I arrived at the meeting point in Mainz, I was too early and looked for the car in the surrounding and in the subfloor garage (it was open). 

I already saw something dark and brutal sitting in the darkest corner of that garage and got out quickly, before being arrested for "sniffing" around in subfloor garages. After the seller arrived, he said, he would get it out and I waited outside. I heard several trials to start the car, then it came out with some smoke and shaking. In that moment I had already decided to buy it. In the following minutes my mind was not clear, as I was already dreaming of driving it home, when the friendly guy explained all the pros and cons of the car. He was very honest, except for the frame rust, but at least the car still was hold together by remaining metal for another 25 years, not too bad.
As I was a newcomer, I actually had no point in understanding of what he told me about the modifications that were done to the car. He told me that the car had a drag racing past, but I did not listen. The tach in the engine bay - yes in the firewall - should have alerted me, but I thought, it was a nice thing to have, when tuning the ignition.
The car was not even running well, in fact the engine hogged like good old Harleys, but it was the first V8 engine, I heard so close, and you might understand, why my ears were not connected with my brain. I just loved the hot cam rumpedy-rum and the car shaking made me thinking of launching the car at the lights just like Steve in "Bullitt". The guy even took me out for a test drive and when the car was in higher rpms, it went as hell. He made a quick tour through an industrial area just like in the Bullitt chase and I was convinced. This had to be my car.

When I turned back a week later with the money to Mainz, the owner was so honest enough, he even had spent a new carburetor and some tuning, so the car idled already somewhat smoother. In fact, when he drove the car again, he said, he should have made that change much earlier, then he would have kept the car. I did not want to spent any more time with him thinking about keeping it, so I said, I am in a hurry. He even gave me a set of tires and many used parts and new seat covers, he had bought, but not yet built in. Boy, was I happy, when leaving. Some miles later I detected that due to the heavy weight of all the parts and wheels in the trunk, the 255/60 tires scratched in the rear fenders. I stopped at the next gas stop and had the smaller tires refitted. Then I went home - slowly again along the River Rhine - enjoying the spectators moving heads at all smaller villages.

Since then 22 years have passed as of 2014 and I have spent almost 16.000 bucks in cosmetic and more substantial changes of the car. Missing chrome was installed and worn parts in the suspension such as leaf springs, rubber components, steering linkage, strut rods as well as carpet and seat covers replaced. The doors have been replaced recently, double roller chain installed, new water pump, rear end overhauled. Rear fenders repaired. Brakes were revised twice and then changed to disc brakes, now the front framework is replaced partially and the front vent finally repaired.

1968 T-5
The car is a real daily driver and I prefer those cars, because you can take them out, whenever you want without being afraid to strand alongside the road. This Mustang has proofed to be the most reliable car I ever had. After 2 years I finally took the tool box out of the car, because you usually don't need it.

Here is a list of the goodies, which enhance my car and give it the punch, which you need to drive like Steve McQueen:
- 302 D1ZM-6015-AA Mexican engine block (Date code 0K30)
- 302 standard (are they?) cylinder heads (Date code 0K29)
- Crane cam
- Holley 4V carb 600cfm
- Offenhauser 360°intake
- Hedmann headers
- 2" dual exhaust

Rearwheel horsepower is calculated at 230 DIN PS, which should be in the 300HP numbers related to US SAE horsepower calculations.
The power is channeled through a C4 transmission. Tires are currently 205/70HR14 in front and 215/70HR14 back rear. The rear gear ratio is a 3.00, but will soon be changed to a 3.50 or similar. If you want to see my car in action at a race track during the 99 French Mustang Day, have a look.

The car later checked out to be a T-5, originally sold to an US army guy in 1968, who was stationed in Germany. The T-5 is embossed in the body buck tag together with a mark W GERMNY, so it is a true T-5 with no doubt about it. Even with Kevin Marti report, it still is. When I uncovered this fact, I started to search about T-5s and stumbled over Gary Hanson in Livermore, California. He was the father of the T-5 registry and still is. Together we found out a lot more about T-5s and you can read all known facts on our Clubs homepage or contact Gary be e-mail through

Actual 2012/May picture

My 68 T-5 and my former Fiat 500
My 68 T5 and my former FIAT 500 - 30,2 cui versa 302cui