| Creators | Jeep Comfort | |||||
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| Grand Wagoneer | Ford Mustang 1964 | Jensen Interceptor | Subaru Leone Sedan | AMC Eagle 1980 | Audi Quattro 1983 | Toyota-Tercel 1983 |
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| Jeep Wagoneer (преемник Willys Jeep Station Wagon) - первый роскошный внедорожник (пионер концепции Sport Utility Vehicle –SUV), представленный в 1963 и производившийся с незначительными изменениями 28-лет . По сравнению с предложениями от General Motors, International Harvester (Harvester Scout), и Land Rover - ориентированных на транспортные средства со спартанским интерьером, Wagoneer предложил на 4WD автомобиле усилитель руля и автоматическую коробку передач. (Стандартная Part-Time, в качестве опции на модификациях Limited и Super могла устанавливаться система постоянного полного привода Quadra Trac- Borg Warner 1339 с межосевым самоблокирующимся дифференциалом.) Wagoneer дебютировал за семь лет до Land Rover.Дизайнер модели Wagoneer - Clifford Brooks STEVENS | Ford Mustang 1965 г в который британская компания Harry Ferguson Research имплантировала трансмиссию 4х4. Ирландский инженер Гарри Фергюсон был убежденным поклонником полноприводной техники - однажды он сконструировал автомобиль Формулы 1 с колесной формулой 4х4. После его смерти в октябре 1960 г основанная им компания не потеряла ориентиры и, среди прочего, произвела на свет неожиданный проект - Ford Mustang со всеми ведущими. Внешне Ford Mustang 1965 года практически ничем не отличаются от канонически заднеприводных моделей, однако внутри размещалась фирменная система 4х4 FF . Проект был создан в надежде заинтересовать потенциальных клиентов возможностями подобной техники, но дальше трех экземпляров дело не пошло. Компания Harry Ferguson теперь известна под именем Massey Ferguson и является одним из лидеров по производству аграрной техники. | Jensen FF (1966—1971) — полноприводная версия купе Jensen Interceptor. 'FF' расшифровывается как 'Ferguson Formula' Экспериментальный седан Ferguson R4 разрабатывался шесть лет. Имел полный привод с электромеханической антиблокировочной системой Dunlop MaxaRet, позаимствованной из авиации. На должности главного конструктора работал Клод Хилл ( Claude Hill - бывший Aston Martin Managing Director). Разместить узлы и агрегаты привода на передние колеса помогла особенность компоновки: двигатель находился за осью передних колес, поэтому оказалось возможным расположить главную передачу переднего моста между мотором и радиатором. Карданный вал для привода передних колес поместили слева от силового агрегата (машина с «правым рулем»). Ferguson R5 был подготовлен к серийному производству в 1962 году. Выпуск первого в мире полноприводного универсала с межосевым самоблокирующимся дифференциалом и с АБС состоялся в 1966 г. Авторы изобретения Claude Hill , Rolt Anthony P R Drive for independently suspended vehicle wheels (patents US2796943 ) |
Subaru Leone. Subaru Leone 4WD Station Wagon (1972—1979) — полноприводная версия переднеприводной машины с подключаемым вручную приводом на задние колеса. Кроме универсала, полным приводом оснащались седан и пикап. Первые полноприводные автомобили Subaru не имели постоянного полного привода — он был подключаемым. |
AMC Eagle был первым серийным автомобилем, в котором использовалась полная система полного привода Ferguson Formula (FF) от британской Ferguson Research. Другие полноприводные автомобили автомобильного типа - Subaru DL/GL ,позже Toyota Tercel SR5 Wagon - имели только неполный привод (не могут быть задействованы на сухом асфальте). Eagle также на несколько лет опередил систему Subaru с частичным передним приводом 4WD благодаря творчеству Роя Ланна и опыту Jeep по производству автомобилей 4WD. Другой особенностью была независимая передняя подвеска Eagle.(В 1971 году Ланн сотрудничал с AMC в качестве директора по инжинирингу для Jeep. Его достижениями стал Jeep XJ Cherokee, который был первым из современного модельного ряда внедорожников и первым американским полноприводным автомобилем.) Системе FF позволяла преключаться на ходу во время движения на сухом асфальте или быть в режиме постоянном 4WD. | Развитие проекта полноприводного автомобиля началось весной 1977 , которым занимались Jorg Bensinger, начальник отдела экспериментальной ходовой части и проводивший в это время в Финляндии испытания 75-сильного внедорожника Iltis, Walter Treser, руководитель проекта и давший название проекта Quattro, и внук легендарного Ferdinand Porsche - Ferdinand Piech, главный инженер. Первоначально планировалось название — CARAT - аббревиатура слова Coupeallrandantriebturbo, что означает «полноприводное турбокупе». В сентябре 1977 совет директоров Audi дал проекту А1 зеленый свет и присвоил ему идентификационный номер EA 262 (код разработки 262). Через два месяца был готов образец для серийного производства и начаты дорожные испытания. Команда разработчиков держала под постоянным контролем все технические требования, все потенциальные недостатки. Но одного этого было недостаточно для начала серийного производства — ведь Audi была исследовательским и производственным подразделением Volkswagen. Проект было решено представлять не в штаб-квартире Volkswagen а в Туррахер Хое в январе 1978. В это время года самая высокогорная трасса Европы была покрыта снегом, что создавало идеальные условия демонстрации полного привода и возможностей автомобиля | The Tercel 4WD models 4WD могут быть оснащены механической КП и могут переключаться с привода на два передних колеса без остановки. Для Tercel 4WD, была раздаточная коробка, встроенная в коробку передач. Это дало водителю использовать три режима передачи мощности. Обычно автомобиль будет эксплуатироваться с передним приводом WDl. В режиме 4WD , передние и задние дифференциалы приводятся в движение с одинаковым числом оборотов в минуту через прямое механическое сцепление. Обычного межосевого дифференциала не существует, поэтому систему FWD можно использовать только на рыхлых или скользких дорожных поверхностях (таких как снег, гравий или песок); в противном случае трансмиссия будет испытывать сильный износ, и управление будет поставлено под угрозу. Третий вариант мощности - пониженная передача. |
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The History Of The 4 Wheel Drive The four wheel drive was born at the beginning of the last century, developed by a succession of visionaries, that started with a Wisconsin blacksmith and continued with such men as Harry Armenius Miller and Harry Ferguson. They never would have believed their development would prove to be the most popular "school" transport a century later. The first four wheel drive car was built in 1903, but it wasn't until the early 1980's that the concept again found favour in series production, and even then only one major manufacturer had enough faith in the concept to make it an integral part of the range, other than for off-road use. That company was Audi, which offered two Quattro models. It is strange that the same enthusiasm that greeted the Quattro on its first appearance at Geneva in 1980 was also shown towards other 4 x 4 designs that had preceded it. Road cars like the Jensen FF, racing designs such as the Cisitalia 47, and the various Formula 1 prototypes of the seventies together with sophisticated off-road models like the Range Rover, were all acclaimed on their introduction, but only the cross-country vehicles prospered. In many cases, the problem had been technical (the lack of an effective constant velocity joint prior to 1930 being a major consideration), or financial. Prior to the Quattro, most of the vehicles lacked proper development and marketing back-up, and many of them featured four-wheel drive in combination with other advanced techniques, such as turbine engines or anti-lock braking systems for example, which made the vehicle package too complicated for commercial success. Others, like the AMC Eagle and the Subaru Leone, aimed their designs more at the off-road user than the road driver (although things would change at Subaru over the years, with their stellar All-Wheel-Drive system). Fortunately, military users had been constant four-wheel drive devotees since the Second World War, and it is to the military that we must give thanks indirectly - for the development of the Audi Quattro range and all that followed Audi's lead. The American army made the first move in 1912, when it began to swap some of its horse-drawn carts for trucks made by the FWD Auto company, which featured four wheel drive - as the initials implied. In June 1940, the army asked its suppliers for proposals for a "General Purpose 4 x 4 Truck" that would have a maximum speed of 50 mph and cross-country capability. The American Bantam Car Company, formed to build the Austin 7 under license, called on a freelance designer from Detroit, Karl Probst, who came up with a set of plans in only five days. The prototype was completed in 49 days, and Bantam won a contract to supply 3000 examples of the vehicle, which was already known as the "Jeep" from its "General Purpose" title. Later, Ford and Willys Overland were to take over the contract because of their more competitive prices, and between 1941 and 1945 more than 600,000 Jeeps, all following Probst's original concept, were to spread the 4 x 4 message throughout the world. Before and during the war, only the Americans had espoused the Jeep concept. Sure, there was the German amphibious Schwimmwagen designed by Dr. Porsche which featured all-wheel drive, as did a total of 564 special VW Beetles built between 1942 and 1944, but the best-known German military vehicle, the Kubelwagen, had rear-wheel drive only. After the war, however, every general in every country was on the lookout for a Jeep of his own. In 1946, just as the US Government demobilized its GI's, so did Willys Overland demobilize the Jeep, turning it into a relatively comfortable closed vehicle while retaining its military forbear's off-road abilities. The Universal, as it was known, created a new class of vehicle that was to enjoy an ever-increasing popularity, particularly in the USA. The age of the off road leisure vehicle had arrived - however unlike the luxury 4x4's that command the roads today, in their infancy it was the dirtier and more un kemp off-road vehicles that better expressed the macho appeal of the 4 wheel drive. Austro-Daimler armoured car with four powered wheels. It was first demonstrated during manreuvres of the Austrian army in 1906. It was turned down because Emperor Franz-Josef said it was unsuitable for military use since "it would frighten the horses". In 1954, following this train of military thought, the German army approached a number of constructors and asked them to submit prototypes for evaluation. The model chosen was that from Auto Union, the DKW Munga. It was notable for the fact that most of the major suspension units were interchangeable front and rear. Twenty-two years later the same construсtor, which had changed its name to Audi in the interim, was successful in winning another contract, this giving birth to the VW lItis, the direct descendant of the Munga. It was during winter trials one day - or so the story we have been told - that engineer Jorg Bensinger watched the lItis performing alongside some Audi prototypes and had the idea of adapting the lItis running gear to a road car. To the credit of the Audi management, they accepted the idea and sold it to corporate headquarters at Wolsfburg. The investment in the Quattro was made, and development carried through tiII the car was a saleable commodity. The final investment, an important one, was in a strong promotional campaign designed to overcome the ignorance and general malaise which surrounded the 4 x 4 concept for road cars. The Quattro's success in rallies was an important part of that campaign. The story of Harry Ferguson, a man who was probably ahead of his times, is interesting. Starting in 1950, the wealthy tractor manufacturer undertook the task of convincing the motor industry of the advantages of all-wheel drive for road cars, in terms of both safety and efficiency. However, if any manufacturer was impressed by his arguments they did nothing to show it in terms of action. Harry Ferguson Research built prototypes of a sedan with four-wheel drive and all-independent suspension - the engine was mounted in a sub-frame at the front, the transmission was semi-automatic, and the brakes were equipped with Dunlop's Maxaret anti-skid system. A Mustang fitted with Ferguson "All Wheel Control" and a Capri that followed it almost convinced Ford. Chrysler took out a licence for production in the USA, and a transverse-engined Austin 1800 impressed BMC. The Ferguson system could have won at Indianapolis, but was banned by USAC before it could have a chance to make its mark. In 1965, Jensen went into production with the Interceptor FF, a car relying heavily on Ferguson technology, using an uneven torque split of 63 percent rear and 37 percent front. However, of the 5000 or so Interceptors sold between 1966 and 1971, less than 400 were FF versions. The vehicle's downfall was its high price, lack of forceful marketing and promotion, and the failing of its Maxaret brakes. With its name changed to FF (Ferguson Formula) Developments, in 1972 the small British firm built two prototypes for Fiat on the base of a 130 and a 128. There was no immediate reaction from the Italian giant, but ten years later they used the principal of the epicyclic differential for both the Lancia Delta Turbo 4 x 4 and the Panda 4 x 4. In 1979, AMC adopted the Ferguson system for use in its Eagle for the American market. In the meantime, Ferguson had perfected its Viscous Control system, which used a viscous coupling to achieve a progressive self-locking effect, and which was used in the rear-wheel drive Sunbeam Lotus Rally cars as a self-locking differential. Unfortunately, AMC decided to revert to the less-sophisticated Quadra-Trac for its Jeeps and part-time 4 x 4 road cars, but then along came Peugeot. In the 205 Turbo the differentials operated normally and had no effect on steering or road-holding. In the event of a lack of traction, the silicone-faced discs of the Ferguson coupling automatically locked almost completely, although there was a degree of slip similar to that which takes place in a hydraulic torque-convertor. In order to cover all eventualities, Peugeot also used a conventional ZF limited-slip differential in the rear and made provision for a similar fitting at the front. All this mechanical complexity was designed to extract the maximum from a car weighing around 2000 pounds and propelled by an engine that developed more than 300 horsepower in competition trim. It served to show that there was almost no limit to the search for perfection in a four-wheel drive configuration, and consequently almost no limit to the costs involved. It took three years from the announcement of the Quattro before a serious motoring magazine - Germany's Auto Motor und Sport - carried out comparative tests that showed that four-wheel drive gave no advantage in terms of road-holding - on wet, dry, or snow-covered surfaces - no protection against aquaplaning or loss of control on black ice, and no reduction in braking distances. But four-wheel drive did improve grip - the ability to move away from rest and accelerate - phenomenally, because the engine's torque is split into four smaller units rather than two big ones and is fed through four tyres rather than just two. The advantage is most noticeable on snow or wet surfaces, and even more so with a powerful engine. An additional advantage is that under certain conditions, a 4 x 4 car also enjoys advantages in braking. The conditions are obtained when the two axles are locked. Ideally, the rear differential should also be locked, and in this configuration no one wheel can lock before any of the others, a situation which compromises the stability of the car and its decelerative qualities. Until more recent advances in four wheel drive systems, it was still possible that all four wheels would lock at the same time. This was a state of affairs that could arise only too easily when descending a snow-covered slope - exactly the occasion many people saw as the justification for purchase of a four-wheel drive car. Again we turn to the design of the Quattro to discover just how the Audi engineers developed such a brilliant system. With their design, the two driven axles shared the burdens of propelling and controlling the car, instead of having one overworked while the other had nothing to do, and this facility was coupled to great powers of acceleration. The driver could put the power on in the middle of a corner, well over the limit and much earlier than any other type of car previously built, and experience neither sliding nor unbalance. It was during the early 1980s that the 4WD again became popular, signifying a lifestyle that could take the owner almost anywhere, even if the opportunities were limited in the world of concrete and freeways. They became popular in America, Europe and Australia, and it seemed as if all the major manufacturers wanted to have one in their lineup. At first this allowed a niche for the smaller Japanese players, such as Suzuki with their popular LJ80 and Daihatsu with their F20 and subsequent Rocky. Along with the Land Rover, the true off-road vehicle was found to be lacking in such qualities as comfort, performance, road holding in the wet, and fuel consumptin when it was primarily used on the roadhowever. But things were about to change - the AMC Eagle and the Subaru Leone combined a light 4 x 4 chassis with family car comfort, the Subaru even featuring a liquid crystal display instrument panel. Interested by the possibilities of the class, Toyota joined in with the Tercel 4 x 4 and they were followed by Renault, Fiat, and Alfa Romeo. These experiments in taking the family car off the beaten track had only two characteristics - they had four-wheel drive and they were looking for a market that nobody had defined. With their modestly increased ground clearance, off-road tyres, simple rigid-axle suspension, and family car power output levels, the first crop of off-road sedans used the advantage of four-wheel drive to enable them to stray from the paved road when necessary. But there was a fundamental difference with the Quattro, which used its sophisticated suspension and tyres, low ground clearance and high-powered engines to keep them on the road under hard driving. Nearly all the early 4WD sedans used a four-wheel drive system that was only used when it was required. This "in or out" system was the simplest and the cheapest, but it limited the occasions on which four-wheel drive could be used because of the absence of a central differential. The centre differential - or the disengagement of the four-wheel drive system - was needed for road use because the front and rear wheels of any vehicle describe different arcs while cornering and must therefore rotate at different speeds. The "in and out" system was therefore of less interest for high-performance road cars of the 1980's. The problem of the speed difference between the two axles led to some unusual solutions among the many proposed, including the use of four-wheel steering. This gave the two axles a similar cornering radius and had been used most often on commercial vehicles, starting with the FWD wagon of 1904. In Porsche's experimental 911 Turbo 4 x 4, another method was chosen: the drive shaft to the front wheels incorporated a free-wheel mechanism allowing the front wheels to rotate at a higher speed than those at the rear during cornering. However, when this happened they were not transmitting the engine's torque. Audi chose to use permanent four-wheel drive, with a central differential and a rear differential that could be locked by the driver at will. Locking the centre differential is recommended on slippery surfaces, and in order to extract the maximum from the car on difficult terrain the rear axle could also be locked. This action had its effect on the car's handling however, causing understeer characteristics that were almost impossible to overcome in the case of an error by the driver. In the case of the competition model, it Michele Mouton and her colleagues had to resort to a fair degree of acrobatic agility to get the car sideways when it was necessary. It is for this reason that Audi tried a limited-slip rear differential instead of the manually operated 100 percent lock-up device. The majority of early 4WD cars, including the Quattro, used a 50/50 split, which was about right when you consider the weight transfer that takes place during heavy acceleration. The Lancia Delta Turbo 4 x 4 had a 58 percent front and 42 percent rear torque split, which reflected the vehicle's weight distribution. A purist however would probably prefer 40 percent of the torque to the front, in order to avoid overloading the steering wheels, and 60 percent to the rear, where weight is transferred during acceleration. To balance this split, he would mount the engine in a centre/rear position to give the right weight distribution. The result of his work would be the Peugeot 205 Turbo 16. Of course, Peugeot sacrificed all to efficiency, with no concessions to passenger space or economy in construction or operation. The 205 Turbo 16 was a two-seater built purely and simply to win rallies, while Audi were using rallies to prove the efficiency of a system that was applicable to its entire range. In order to homologate the 205 Turbo 16 for international competition, Peugeot will had to build at least 200 of the 200- horsepower bolides. The Peugeot's engine was mounted transversely, ahead of the rear axle, and the torque split could be varied from 25/75 to 45/ 55 by changing the pinions in an epicyclic differential. This worked in the same fashion as a normal differential, but all its pinions revolved in the same plane. Engine torque was transmitted to the planetary gear carrier, and the planet gears engaged on a central sun gear and an internally toothed crownwheel. The difference in torque output was dependent upon the difference in diameter between the central sun gear and the crownwheel. The differential was developed for Peugeot by FF Developments Ltd, formerly Harry Ferguson Research. The increased weight of a 4 x 4 system inflicts a penalty in terms of fuel economy; on the highway, where the influence of the extra weight is less noticeable, thanks to the reduced need for acceleration and deceleration, a four-wheel drive car can show a marginal improvement in consumption unless it is driven at maximum speed. The reason for the improvement is that driven wheels exert a lower rolling resistance than those which are being pulled or pushed. At maximum speed however, the mechanical losses inherent in the more complicated drive-line make themselves felt in terms of fuel consumption. The disengagement of one set of driving wheels, a standard feature of most of the off-road sedans of the 1980's, gave little to no saving in fuel because the weight still had to be moved and the disconnected differential and drive shafts still continued to turn, being driven by the cars forward motion rather than directly by the engine. To counter this latter problem, early off-road designs usually incorporated a freewheel mechanism in the front hubs that worked when the drive was disconnected - but the weight, however, was still present. Things changed rapidly over the next 20 years, and one manufacturer was to claim the high ground in 4WD technology, applying this to all models in their lineup (albiet re-branding it as All Wheel Drive). Performance manufacturers soon realised the benefits of being able to put the power down on the road outweighed the weight penalty, and of course the large true off road vehicle evolved into an entirely different beast, the vast majority never venturing outside the city, and mainly spotted picking up the kids from school. |
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АДАПТИРОВАННЫЙ ПЕРЕВОД С АНГЛИЙСКОГО ЯЗЫКА. I часть. Полный привод родился в начале прошлого века. Начало было положено в кузнечной мастерской Висконсина и продолжено такими людьми, как Гарри Армениус Миллер и Гарри Фергюсон. Первый полноприводный автомобиль был построен в 1903 году, но только в начале 1980-х годов AWD концепты стали производиться серийно. Среди крупных производителей не было достаточной веры в конструкцию, которая была бы неотъемлемой частью ассортимента автомобиля для использования на бездорожье. В это время компания Audi предложила модель Quattro, которую встретили с энтузиазмом. Последовашие следом другие модели 4 x 4 - Jensen FF, гоночные конструкции, такие как Porsche Cisitalia 360 (1947), Range Rover, также не были обделены вниманием. Но приоритет получили кросс-кантри-автомобили (cross country vehicle - C.C.V.), впоследствии S.U.V.(Sport utility vehicle). Во многих случаях это было связано с технической проблемой -отсутствие эффективного ШРУЗ или с финансами. До появления Quattro большинство подобных автомобилей не имели надлежащей разработки и маркетинговой поддержки. Другие, как AMC Eagle и Subaru Leone, направили свои проекты больше на внедорожного пользователя, чем на обычного водителя. Но всё-таки именно военным мы обязаны за развитие линейки Audi Quattro и все, что последовало за этим. Американская армия сделала первый шаг в 1912 году, когда она начала менять некоторые из своих конных повозок на грузовики, сделанные автомобильной компанией FWD, которая имела полный привод. В июне 1940 года армия обратилась к своим поставщикам за предложениями по "грузовику общего назначения 4 х 4", который имел бы максимальную скорость 50 миль в час и проходимость по пересеченной местности. Американская автомобильная компания Bantam, созданная для строительства Austin 7 по лицензии, обратилась к внештатному конструктору из Детройта Карлу Пробсту, который придумал составил прект всего за пять дней. Прототип был построен в течение 49 дней, и Bantam выиграл контракт на поставку 3000 образцов транспортного средства, которое уже было известно как "джип" от его названия "общего назначения". Позже Ford и Willys Overland, предложив более приемлемые условия, заполучили контракт, выпустив между 1941 и 1945 годами более 600 000 джипов. Таким образом концепция "Probst AWD 4x4" находила всё большее распространение. После войны каждый военный чин, не ниже генерала, считал необходимым иметь свой джип. В 1946 году, так же, как правительство США демобилизовало своих солдат, поступил и Willys Overland демобилизовав джип . Автомобиль доснащался элементами удобства -закрытым кузовом с, сохранением внедорожных качеств. Таким образом GP превращался в Universal, создаd новый класс транспортного средства, который должен был пользоваться все возрастающей популярностью, особенно в США. Эпоха внедорожного досугового автомобиля наступила - однако в отличие от роскошных 4x4, которые господствуют сегодня, в их младенчестве это были более плохо управляемые брутальные железки, но с полным приводом. В 1954 году, следуя этому ходу военной мысли, немецкая армия обратилась к ряду конструкторов и попросила их представить прототипы для оценки. Выбранная модель была от Auto Union, DKW Munga. Он отличался тем, что большинство основных узлов подвески были взаимозаменяемы спереди и сзади. Двадцать два года спустя аналогичная конструкция, сменив свое название на Audi, успешно выиграла контракт, родивший VW lItis, прямой потомок Munga. Именно во время зимних испытаний однажды - или так нам рассказывали-инженер Йорг Бенсингер наблюдал за тем, как lItis выступал вместе с некоторыми прототипами Audi, и у него возникла идея адаптировать ходовую часть lItis к дорожному автомобилю. К чести руководства Audi, они приняли эту идею и продали ее в штаб-квартиру корпорации в Вольсфбурге. Инвестиции в Quattro были сделаны, которые сопровождались мощной рекламной кампанией, призванной преодолеть недоверия сопрводавшее концепт 4 x 4 для дорожных автомобилей. Успех Quattro на презентациях (1980 год) был важной частью этой кампании. Интересна история Гарри Фергюсона , человека, который, вероятно, опередил свое время. Начиная с 1950 года , производитель тракторов, Гарри Фергюсона, взял на себя задачу показать автопрому преимущества полного привода, как с точки зрения безопасности, так и эффективности. Однако, в то время они оказались не достаточно убедительныесли для производителей автомобилей. Harry Ferguson Research построил прототипы седана с полным приводом и полностью независимой подвеской - двигатель был установлен в подрамнике спереди, трансмиссия была полуавтоматической, а сам автомобиль-полностью автономным. Тормоза были оснащены системой защиты от заноса Dunlop Maxaret anti-skid. Mustang, оснащенный Фергюсоном "All Wheel Control", и последовавший за ним Capri почти убедили Форда. Chrysler получил лицензию на производство в США, и поперечный двигатель Austin 1800 впечатлил BMC. Система Фергюсона могла бы выиграть в Индианаполисе, но была запрещена USAC, прежде чем у нее появилась заявка на успех. В 1965 году Дженсен отправился в производство с Jensen Interceptor FF, автомобиль, в значительной степени полагающийся на технологию Фергюсона, используя неравномерное разделение крутящего момента на 63 процента сзади и 37 процентов спереди. Однако из 5000 или около того Interceptor FF , проданных между 1966 и 1971 годами, менее 400 были версиями FF. Причиной падения спроса на автомобиль стала его высокая цена и отсутствие сильного маркетинга. В связи с этим FF разработки не получили развития. В 1972 году небольшая британская фирма построила два прототипа для Fiat на базе a 130 и A 128. Но реакции от итальянского гиганта - не последовало. Десять лет спустя принцип дифференциала был использован как для Lancia Delta Turbo 4 x 4 , так и для Panda 4 x 4. Использование полного привода Jensen FF опередило выпуск Subaru Leone-на пять лет, AMC Eagle на тринадцать лет, Audi Quattro-на четырнадцать лет. |
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