Transverse leaf spring and solid axle front suspension of early Ford cars

Transverse leaf spring and solid axle front suspension of early Ford cars is a type of automotive front suspension that has been most common in early Ford Motor Company products. "Suicide front axle" is a term that has been used for it. The configuration consists of a one-piece axle (solid front axle), to the ends of which the steerable front wheels are mounted. The axle receives its vertical and transverse support from a transverse leaf spring (leaf springs were often used for support in more than one direction), and its longitudinal support from fore-aft links sometimes called "radius rods" which are attached (via pivots) to the ends of the axle at their forward end and to the sides of the chassis (again via pivots) at their aft end. The ends of the transverse leaf spring can either tie to the top of the rods, or to the top of the solid axle. The transverse leaf spring is attached at its center to the center of the chassis's front cross member. 1919 Ford Model T Advantages and disadvantages In addition to simplicity lightness and compact shape, at least in some directions, since only the small end of the spring was attached to the wheel, it gave low unsprung weight. In addition to its contribution to ride and handling, this reduced wheel bearing loads and therefore allowed smaller cheaper bearings. Apparently the control of wheel motion was inferior to that of other suspension designs, even those of the first half of the 20th century. The modern Corvette leaf spring design does not use the spring for location.

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History of the diesel car

Diesel engines began to be used in automobiles in the 1930s. Mainly used for commercial applications early on, they did not gain popularity for passenger travel until their development in Europe in the 1960s. Diesel cars continue to develop into highly desired, high performance while retaining power and performance. In terms of pollution, diesel engines generally produce less carbon dioxide than gasoline-based engines but produce more nitrous oxides  The Mercedes-Benz 260D. Early 20th century Charles Wallace Chapman at Perkins Engines at Peterborough, England, developed an engine, the high speed diesel engine, for automobiles; previously diesel engines were too large and heavy. Production diesel car history started in 1933 with Citroën's Rosalie, which featured a diesel engine option (the 1,766 cc 11UD engine) in the Familiale (estate or station wagon) model. The Mercedes-Benz 260D and the Hanomag Rekord were introduced in 1936. Immediately after World War II, and throughout the 1950s and 1960s, diesel-powered cars began to gain limited popularity, particularly for commercial applications, such as ambulances, taxis, and station wagons used for delivery work. Most were conventional in design. Mercedes-Benz offered a continuous stream of diesel-powered taxis, beginning in 1949 with their 170D powered by the OM-636 engine. Later, in 1959 their OM-621 engine was introduced in the 180D. This 2.0 L engine produced 55 PS (40 kW) at 4,350 rpm. Beginning in 1959, Peugeot offered the 403D with their TMD-85 four-cylinder engine of 1.8 L and 48 PS (35 kW), followed in 1962 by the 404D with the same engine. In 1964, the 404D became available with the improved XD88 four-cylinder engine of 2.0 L and 60 PS (44 kW). Other cars available with diesel power during this era included the Austin A60 Cambridge, Isuzu Bellel, Fiat 1400-A, Standard Vanguard, Borgward Hansa, and a few others. In 1967, Peugeot introduced the world's first compact, high-speed diesel car, the Peugeot 204BD. Its 1.3 L XL4D engine produces 46 PS (34 kW) at 5,000 rpm. Following the 1970s oil crisis (1973 and 1979), Volkswagen introduced their first diesel, the VW Golf, with a 1.5 L naturally aspirated indirect-injection engine which was a redesigned (dieselised) version of a gasoline engine. Mercedes-Benz tested turbodiesels in cars (e.g. by the Mercedes-Benz C111 experimental and record-setting vehicles) and the first production turbo diesel cars were, in 1978, the 3.0 5-cylinder 115 hp (86 kW) Mercedes 300 SD, available only in North America, and the Peugeot 604. The biggest single step forward for mass-market diesel cars came in 1982 when PSA Peugeot Citroën introduced the XUD engine in the Peugeot 305, Peugeot 205 and Talbot Horizon. This was the class leading automotive diesel engine until the mid-1990s. The first mass market turbo diesel was the XUD powered, 1988 Citroën BX and then the...

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History of the internal combustion engine

Various scientists and engineers contributed to the development of internal combustion engines. In 1791, John Barberdeveloped a turbine. In 1794 Thomas Mead patented a gas engine. Also in 1794 Robert Street patented an internal combustion engine, which was also the first to use liquid fuel (gasoline), and built an engine around that time. In 1798, John Stevens designed the first American internal combustion engine. In 1807, French engineers Nicéphore (who went on to invent photography) and Claude Niépce ran a prototype internal combustion engine, using controlled dust explosions, the Pyréolophore. This engine powered a boat on the Saône river, France. The same year, the Swiss engineer François Isaac de Rivaz built an internal combustion engine ignited by electric spark. In 1823, Samuel Brown patented the first internal combustion engine to be applied industrially. Father Eugenio Barsanti, an Italian engineer, together with Felice Matteucci of Florence invented the first real internal combustion engine in 1853. Their patent request was granted in London on June 12, 1854, and published in London's Morning Journal under the title "Specification of Eugene Barsanti and Felix Matteucci, Obtaining Motive Power by the Explosion of Gasses". In 1860, Belgian Jean Joseph Etienne Lenoir produced a gas-fired internal combustion engine. In 1864, Nikolaus Otto patented the first atmospheric gas engine. In 1872, American George Brayton invented the first commercial liquid-fueled internal combustion engine. In 1876, Nikolaus Otto, working with Gottlieb Daimler and Wilhelm Maybach, patented the compressed charge, four-cycle engine. In 1879, Karl Benz patented a reliable two-stroke gas engine. In 1892, Rudolf Diesel developed the first compressed charge, compression ignition engine. In 1926, Robert Goddardlaunched the first liquid-fueled rocket. In 1939, the Heinkel He 178 became the world's first jet aircraft. In 1954 German engineer Felix Wankel patented a "pistonless" engine using an eccentric rotary design. Prior to 1860 al-Jazari's hydropowered saqiya chain pump device Model of the Barsanti-Matteucci engine (1853) in the Osservatorio Ximeniano in Florence Early internal combustion engines were used to power farm equipment similar to these models. 202 BCE–220 CE: The earliest hand-operated cranks appeared in China during the Han Dynasty. 3rd century CE: Evidence of a crank and connecting rod mechanism dates to the Hierapolis sawmill in Asia Minor (Turkey), then part of the Roman Empire. 6th century: Several sawmills use a crank and connecting rod mechanism in Asia Minor and Syria, then part of the Byzantine Empire. 9th century: The crank appears in the mid-9th century in several of the hydraulic devices described by the Banū Mūsā brothers in their Book of Ingenious Devices. 1206: Al-Jazari invented an early crankshaft, which he incorporated with a crank-connecting rod mechanism in his twin-cylinder pump. Like the modern crankshaft, Al-Jazari's mechanism consisted of a wheel setting several crank pins into motion, with the wheel's motion being circular and the pins moving back-and-forth in a straight line. The crankshaft described by al-Jazari transforms continuous rotary motion into a linear reciprocating motion. 17th century: Samuel Morland experiments with using gunpowder to drive...

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