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It would be cool if this articl discussed the practical tradeoffs between front- and rear- wheel drive designs. —Preceding unsigned comment added by 74.109.219.35 ( talk) 05:02, 22 May 2010 (UTC)
It was Cugnot's Fardier in 1770 (!) with a steam engine mounted before the (unique) front wheel. It was the first seft-powered car (or truck, in fact), it was heavyly under-steering and collided with a wall in one of the test-drives (Cugnot had forgoten to invent power-steering!) —Preceding unsigned comment added by 212.234.248.226 ( talk) 13:36, 9 March 2009 (UTC)
The Mini did not have hydrolastic suspension, this was used on the later Morris 1100 and the Austin 1800. Surely the VW Golf should be mentioned more ? The torsion beam suspension it used made front wheel drive much more popular. —Preceding unsigned comment added by 143.92.1.33 ( talk) 02:36, 13 October 2008 (UTC)
I had taken out "Torque steer can be a problem on front-wheel drive cars with higher torque engines (more than 210 N·m ), transverse layout and unequal lenght drive shafts, no half shafts and no multilink suspension." which aside from the spelling, is an unsupported opinion. I'd also asked for factual support. Both these changes were reverted. Before going into a revert war, I wanted to see what's going on and why this was put back in, and whether there's any supporting evidence or if we're just seeing "design snobbery." Davert 19:59, 21 January 2007 (UTC)
In an FF car, wouldnt having the transmission and differential and all the connecting components sitting inside the engine bay significantly reduce the amound of space available? At the very least the block would have to sit higher to give room for the rest of the drive train. In many rear drive cars I know its a problem trying to drop engines in that are too large for the bay, i can only assume that with the additional components of a front wheel drive car in there aswell, the problem would be markedly worse. Anyone want to confirm this before its added? Nereth 10:06, 10 October 2006 (UTC)
Some FWD solved this problem by using an USELESS space: under the dashboard (R4, R16, R15, DS...). This allows to have the front wheels closer to the bumped and let lot of space for the the leg along the engine. The Citroën "15" (1938-1955) had even an six-inline mounted this way. It seems that some Honda Legend (not the first one) and Quinted use such an architecture for the same reason (and this gaves a better weight balance to the car, and a longer wheelbase (roadholding better too) withoud needind an longer noise). (in fact putting the engine behind the wheels is possible in rwd too, like in the BMW roadsters) —Preceding unsigned comment added by 212.234.248.226 ( talk) 13:43, 9 March 2009 (UTC)
I don't want to get into a big fight over the whole 'towing disadvantage' thing, however ; I've done some research on this and come up with this : http://www.edmunds.com/ownership/howto/articles/44921/page001.html Point 8 to support my argument. Before writing that edit, I did find a few other references to support it, which I could dig out if I had to. Edmunds should be considered reputable enough to do the job though.
Saying things like "A front wheel drive vehicle cannot, generally speaking, be used to tow any but small loads" isn't exactly expressing a neutral point of view. It's also very vague - what do you categorise as a small load? A very quick perusal of http://www.automedia.com shows that there are many front wheel drive vehicles with a towing capacity greater than 2,000 lbs.
If you've supporting evidence for your point of view, please post it. AndrewH 13:48, 25 Aug 2004 (UTC)
The advantages section says there's more weight over the driven wheels, while the disadvantages section says there's less weight over the driving wheels. I find this confusing and contradictory - in an FWD car, don't "driven wheels" and "driving wheels" both refer to the front wheels? -- Mr2001 01:24, 6 Oct 2004 (UTC)
When towing the load should be balanced so it don't put on extra weight (and lifts the front wheels) or lifts the rear wheels (causing handling problems). // Liftarn
Could anyone here explain, how a front wheel drive car is able to apply torque to the front wheels so that they spin (hence driving the car forward) and at the same time, allow them to turn left and right? This seems like it might need an interesting mechanism to achieve this sort of movement, and it might be worth explaining so in the article, if that's the case. -- Brendanfox 10:31, 20 Feb 2005 (UTC)
Ah! Thanks very much -- Brendanfox 01:21, 21 Feb 2005 (UTC)
No problem with fishtailing? BS! Hit aniything (a mount of snow) a bit fast or lift of the accelerator on a slippery surface and the light tail comes around *very* quickly. Then again, maybe you just don't fishtail on FF cars because it just spins right around before you even get a chance to try steering against it, not to mention trying to accelerate back into balance. Milder wording would make this only a FUD point.
But is that really fishtailing? As I understand it fishtailing is a direct result of rear wheel drive. // Liftarn
A FWD Saab Model 99 I had viciously fishtailed in the snow if the back end broke loose. The engine on that car was very far forward and the tail was very light. Ultimately caused a serious crash.—Preceding unsigned comment added by 64.121.9.4 ( talk • contribs)
I think the drive wheel location are is only going to matter for acceleration induced fishtailing. There are other way to fishtail. Seano1 ( talk) 23:05, 23 May 2008 (UTC)
True, any vehicle can fishtail. Fishtailing is simply the result of pendulum effect: any car can be easily made to spin out of the road (or roll over) by simply see-sawing the steering wheel at higher speed, thus unsettling it enought for a fishtail to start (are ESP equipped vehicles immune to this?). I experienced a massive fishtail in a FWD Fiat Tipo, which resulted from overcorrecting after swerving to avoid a deer. Sensekhmet ( talk) 16:15, 14 July 2009 (UTC)
Now then, having raced FF cars, it's very interesting to note that if you want to fishtail or drift, you either have to pull the handbrake, as is for drifting, or, a 'whole lot of gut' to take corners that fast! It's a common misconception ('very' common misconception) that RWD or AWD make better windy track racers. They are, indeed, smooth drives and ideal for moving fast and gaining speed, and even in braking, FWD are better for accelerating and keeping control in a turn. Real tires may slip up if you go fast enough, but you still have control because your drive is in the front.
Would anyone here not agree? I would stick that in the article, but my fear is that somebody without a considerate and deep thinking brain will scream their head off about it too quick, that, and because FWD + racing = virtually unheard of. -- Colonel Marksman 18:50, 29 March 2006 (UTC)
I think that would qualify as an opinion rather than a fact. FF is more forgiving and easy to drive, and this can make it effective and quite fun to race. But in a technical sense and with very capable drivers, FF is disadvantaged in the majority of cases.
At one of the autocrosses I ran at, an inexperienced Honda Civic posted a better time than several of the Corvettes. That didn't happen because the Civic handles better than a Corvette (it doesn't), and it certainly doesn't have as much power. But it's far easier to drive in anger. Whereas the less experience Corvette drivers had a strong tendency to overcook it into the corners and fishtail out of the corners... making much sound and fury but producing more burnt rubber than speed. Of course, the experienced Corvette drivers don't have these problems, and they set blindingly quick times. But even so, the powerful RWD car is inherently more difficult to drive. It inherently has more capability, but it's harder to tap that capability. 209.128.67.234 10:33, 30 April 2006 (UTC)
I think what is being seen here is that relatively low horsepower cars aren't so heavily affected by FWD vs RWD... which makes pleanty of sense. And some inherent advantages in the FWD format can come into play and make it competitive (for instance, it tends to be a little lighter). The higher you go in horsepower, the less FWD makes any sense at all. The big killer is shifting the weight off the drive wheels... and if the horsepower isn't enough for that to be big problem... hmmm... then the comparison is on. On the web page you reference, the FWD car is only making 250hp, which is (just) within the range where FWD can still be competitive, but is pretty low for a race car (a lot of stock street cars generate more horsepower than that these days). It must be running in a one of the slower classes. Nevertheless, you make good points. 209.128.67.234 23:58, 1 May 2006 (UTC)
The time when FWD cars were called 'wrong wheel drive' should be longs past us. As an argument I can give two examples. The first would be FIA rally class called Formula 2, from the 90s. F2 cars were some of the most extreme rally cars built since group B. They were small hatchbacks, like Citroen Xsara, Peugeot 306 or Seat Ibiza with two litre 16v engines, naturally aspirated but revving to over 9000rpm, with power outputs of around 300hp (official data seems to put the power in the wherabouts of 260-280hp, but Polish rally driver Janusz Kulig claimed his Renault Megane Maxi could put down 320-340hp), sequential gearboxes and wide wheel arches. These cars weighed at most 1000kg and could give WRC class cars a run for their money on dry tarmac, and they held their own on gravel and snow too. The second example is the WTCC, where all but one make's cars (that make being BMW) are FWD. My point being: FWD cars are in general easier to drive, simpler, lighter and cheaper (no need to reinforce the back of the body shell and no need for a strong or overly sophisticated rear suspension) than RWD cars of comparable size. The drawbacks are: bad weight distribution (the whole drive train sits on the front wheels or even in front of it), inablility to rotate the car into the corner using power alone, uneven front-back tire wear and some models that suffer from horrible or even dangerous handling due to manufacturer engineering errors. A properly made/tuned FWD car is a blast to drive, it features no-brainer handling (off the gas: tightens the line, on the gas: widens the line), oversteer on driver demand (just lift off the gas briskly) and it puts down power efficiently (not wasting it on powerslides). On a typical rally stage (tarmac or loose surface, doesn't really matter) if you'd pit a Renault Clio Williams against a E36 BMW 320i, the Clio would almost surely win, simply because of it's low weight and efficiency: also, it would not necessarily be less fun to drive. Sensekhmet ( talk) 16:39, 14 July 2009 (UTC)
In rally modern FWD has advantage on RWD only on slippery surface - because of its big weight on front axle. But in times when most car in rally was mid or rear engined, FWD haven't big chance. Only reason why there's no RWD car in rally is that there's no small RR or MR hatchback with small engine, which could have advantage above FWD Papi123 18th April 2012
Does snap oversteer have anything to do with FWD? According to http://forums.corner-carvers.com/archive/index.php/t-2101.html "The Porshe 911 is the king of unexpected snap oversteer, with a large rear weight bias behind the rear wheels if the suspension got overloaded and the rear tires lost some traction you would find yourself backing into the ditch." // Liftarn
Yes, it is a big problem with FWD cars and mid-engined RWD cars. The first 2/3 years of the s2 MR2 were also notorious for this. What happens is when you lift off the accellerator or hit the breaks in the middle of a "right on the limits" turn at high speed, the car's weight shifts forward and the rear tires break traction.
When this happens in a FWD car the weight is over the front wheels, so they get more traction (understeer lessens or stops), and the ass-end flings out. Once this happens, you've lost control of the car and it's pretty much going wherever it wants. You don't see this happen so often in good weather because most powerful cars that can get enough sideways-Gs up to achieve it these days are mid-engined, and/or RWD or 4WD.
In a mid-engined car, when the tail comes around in this way you will usually lose traction on both sets of wheels get a spin moreso than a slide, because the weight is in the middle of the car. Of course while the car is spinning, it's also sliding along towards the nearest telephone pole. Sophistifunk 02:35, 13 February 2006 (UTC)
Beside that point, I have not come across this problem, but in fact, I have read that Mustangs have a serious problem with it. On the backroad highways with turns marked "25 mph" in a pretty windy, no-shoulder area, I go in at 45 mph downhill and 60 uphill. I've taken turns beyond my skill capability, and I have successfully drifted, but regaining control was relatively easy.
What I'm trying to say is that I cannot believe that FWD cars have a problem with snap oversteer, unless your a serious drifting nutcase. This is coming from hands-on experience and loads of deoderant-breaking sweat. Colonel Marksman 19:03, 29 March 2006 (UTC)
I'm sorry. I find it necessary to be blunt here. The references to snap oversteer as an inherent disadvantage of FWD are flatly bogus. Further, the reference to the Porsche 911 implies that it is also a FWD car (which it's not). While it is possible for a FWD car to exhibit snap oversteer, it is not something the FWD format is more likely to do than other formats. Indeed, such a condition would usually indicate worn, damaged, or misaligned suspension gear in a FWD car (in this case, probably worn tie rods that allow the rear toe to wander. A common ailment in cars with mileage on them). I have been bold and removed that entire bullet from the article. If anyone has a problem with that, then go ahead and revert my edit. However, I think you had better cite a reference that supports your claim before you put that bullet back in. All of the references cited above refer to rear engined rear wheel drive cars, which are the _opposite_ format! 209.128.67.234 10:33, 30 April 2006 (UTC)
- Early FWD cars and rear-engined cars with swing axles (Porsche, VW beetle, Chevrolet Corvair) developed 'snap oversteer' when the inward rear wheel lifted off the ground. This problem was solved by using torsion beam(s) to 'twist' the wheel to the ground. —Preceding unsigned comment added by 143.92.1.33 ( talk) 02:43, 13 October 2008 (UTC)
I cannot agree with that. As an amateur racer it's obvious to me and anyone else that shares my passion that 'the correct way to corner an FWD is on 3 wheels: otherwise you're not pushing it hard enough'. Cars that easily 3-wheel include not just French hot hatches but also for example older Golfs: and it doesn't cause snap oversteer: the wheel in the air is simply 'not needed' at the time, it's not doing any work, there's no weight on it and the drive goes to the front ones. And snap oversteer is possible with FWD cars, it only happens easier on some cars than on others. But coasting through a slippery corner is asking for trouble in general I think, regardless of the vehicle's layout. Sensekhmet ( talk) 16:53, 14 July 2009 (UTC)
I've reinserted the reference to left-foot braking. "In rallying it applies primarily to front wheel drive vehicles. It is closely related to the handbrake turn, but involves locking the rear wheels using the foot brake, which is set up to apply a significant pressure bias to the rear brakes." OK? // Liftarn
Ah. Well, I agree with your point then. However, I think it needs to be refined within the article because it implies that left foot braking is not used in RWD or AWD formats. And that is not true at all. Basically, it needs to explain what you just explained because that is a special case use of left-foot braking which specifically applies to FWD only. Left-foot braking technique has many other applications in RWD and AWD. 209.128.67.234 23:58, 1 May 2006 (UTC)
I suggest to remove "Front-wheel drive allows the use of left-foot braking as a driving technique" from the advantages of the FWD. AWD also allows to use left-foot braking as a driving technique without the side affect of locking the rear axle. The rationale to use left-foot braking on AWD is to keep turbo unit spinning and loaded. You can use LFB on RWD as well, for a faster transition from accelleration to braking and vice versa, or to load the front axle and unload the rear axle for an easier power oversteer. The Alain Prost's book have a good explanation of left foot braking on all drive types. -- Maxim Masiutin 19:58, 1 February 2007 (UTC)
I've never read such rubbish in my life. Left foot braking is not an "advantage of fwd", it is a driving techniques used by cars of all layouts. It's used more in fwd simply because they don't have the option of power oversteer to get the tail of the car out. Ex-rally champ Rauno Aaltonen was interviewed on left foot braking with both fwd and rwd. [2] Ex-WRC winner Pentti Airikkala, who drove mostly rwd Ford Escorts and Vauxhall Chevettes in the 1970s, has a rally driving school at leftfootbraking.com. [3] -- DeLarge 12:24, 3 February 2007 (UTC)
It contradicts nothing, because all I said was that LWB can be used by drivers of any car. You're the one making claims that LFB is something exclusive to one layout. It has different effects depending on what wheels are driven, but that's true of acceleration, steering... any driver input. Your claim was that LFB is used for only one thing, in one layout, and if tried in any other layout for any reason will not offer any advantage. If it creates an advantage to use it [for another purpose] in a rwd car, then the advantages of LFB are not restricted to fwd cars, end of story.
Your entire statement above: "The purpose of left-foot braking is to lock the rear wheel while keeping the front wheels driving. Left-foot braking on an AWD is done for an entierly different purpose" ... can you not see how you just contradicted yourself there? If LFB on an AWD is done for "an entirely different purpose", then locking the rear wheels while keeping the fronts driving is not going to be "the purpose", it's going to be a purpose.
In actual fact, you've let User:Maxim Masiutin mislead you slightly. Keeping the turbo spinning is a justification for using LFB in a turbocharged car, not an AWD car. LFB in a modern AWD car is done because they have so much traction and balance that a straightforward Scandinavian flick is usually not enough to unsettle them going into a corner unless the road surface is really poor. They use the flick, the handbrake and LFB together to loosen the car up and get it round the corner. Other techniques like ditch-hooking and bouncing off snow banks are used as well where appropriate. It's all about getting the back out quickly and pointing the car in the same direction as the exit of the corner. Fwd cars only have LFB and handbraking at their disposal. Rwd and awd cars have both those techniques, plus throttle-based options (i.e. power oversteer) as well. -- DeLarge 16:37, 3 February 2007 (UTC)
There is an uncited and doubtful statement about the advantage of the FWD: "While driving on snow or ice, the skilled driver can control the movement of the car even while skidding by steering, throttling and pulling the hand brake (given that the hand brake operates the rear wheels as in most cases, with early Saabs being an exception). It takes practice to master but it vastly increases safety while driving in cold environments, given that the driver understands the risks involved in intentional skidding".
On all types: RWD, AWD, as well as FWD, th skilled driver can control the movement of the car even while skidding by steering, throttling and pulling the hand brake. So this is not the sole benefit of FWD, and the statement have to be removed, because you won't find a reliable source for this.
It is true that "the skilled driver can control the movement of the car even while skidding by steering, throttling and pulling the hand brake".
But it is false that this is the sole benefit of FWD.
-- Maxim Masiutin 12:27, 31 January 2007 (UTC)
"Heavy acceleration" and "better cornering" is not the motorsport-related, since the driver's input is quite usual. -- Maxim Masiutin 18:38, 31 January 2007 (UTC)
Maybe we should make a separate article "advanced driving techniques" and describe different techniques and different drive types where we can apply it. E.g., on FWD with manual gearbox and slippery road parking is very convenient: you press the clutch pedal, hold the handbrake, turn the wheels, increase revs and release the clutch quickly: the car will turn around the rear axle. The front wheel will draw a circle while the rear will stand. This, however, wears out the CV joints quickly. Also, the reverse-180-turn can be done in FWD almost from standing, with full throttle, while on RWD the car need to first accelerate to get the required inertia. Etc... -- Maxim Masiutin 18:44, 31 January 2007 (UTC)
This is not true for RWD with rear engine. You've also removed the note about the insufficient traction. Consider the source that you've given not reliable. -- Maxim Masiutin 09:51, 1 February 2007 (UTC)
In our example, FWD allows for great acceleration. But if you look at the formulas more carefully, you can discover that there is a condition for this to happen.
So if you are ommitting the conditions you are not neutral. For example, Formula 1 technical requirements states that the car should only have two driven wheels. The choice of FWD or RWD is free for the teams. Howerver, teams have decided that RWD with rear engine is faster. -- Maxim Masiutin 15:11, 1 February 2007 (UTC)
It's poignant to also point out at this stage that in World class rally terms, tarmac stages are generally won by the FWD's not the 4WD's. That's because grip is no substitute for good handling, something which the FWD developers have elevated to a science. This is not to say that a RWD would not ultimately be faster than a FWD but only if you could deliver the power to the rear with a similar overall power to weight ratio as the FWD, and that's highly unlikely. The most effective example showing the pinnacle of what is acheivable can be found in F1, but these cars use a mid engine RWD layout which delivers a good compromise between total weight and its distribution. -- Maxim Masiutin 15:25, 1 February 2007 (UTC)
A link to F1 technical regulations is not a personal research. -- Maxim Masiutin 15:26, 1 February 2007 (UTC)
You can't say that a FWD is always faster, and then put in a caveat that it may depend on the road configuration. Why not change your wording to state that under certain conditions a FWD vehicle has better speed and traction than any other configuration, and then state which conditions your research has shown to be advantageous. -- Hoolaman 13:58, 2 February 2007 (UTC)
I've found a reference to confirm the words of DeLarge: Frere, Paul (1992). “From Slipping to Sliding”, Sports Car and Competition Driving,. BentleyPublishers, 67. ISBN 0836702025 Parameter error in {{ ISBN}}: checksum. “Front-wheel drive which, due to the reduced front wheel grip under accelleration, is practical only for cars of moderate power-to-weight ratio, is an advantage only in sharp corners.” -- Maxim Masiutin 16:18, 2 February 2007 (UTC)
I've found another nice reference: William, Milliken (1995). “Merits of Front-, Rear-, and Four-Wheel Drive”, Race Car Vehicle Dynamics. SAE International, 730. ISBN 1560915269. “Front-wheel drive has been most successful in the lower power/weight range and in sutuations in which superior derectional stability on low coefficients is important. Ther has never been a successful front-drive Grand Prix car nor a competitive Indianapolis car of more than 300 hp.” -- Maxim Masiutin 16:43, 2 February 2007 (UTC)
Found another one: Prost, Alain (1990). “Controlling a car at the limit”, Competition Driving. Hazelton Publishing, 50. ISBN 0905138805. “Front-wheel drive. In this instance, both power and steering are directed through the front wheels, the rears remaining free. Following the principle of weight transfer once more, the lightening of the front wheels under acceleration considerably reduces their effectiveness and thus limits the usable power. Consequentally, this type of transmission is generally less effective on racing circuits, a few rare exceptions notwithstanding, but has its advantages in road events where maximum power is not called into play so often”
I see that the three different authors univocally contradict the Lotus engineers :-) -- Maxim Masiutin 17:06, 2 February 2007 (UTC)
I've found out that the Lotus sales brochure contradicts to a BMW sales brochure. ;) I think that a sales brochure may cite an encyclopedia, and not vice versa :-) -- Maxim Masiutin 07:53, 4 February 2007 (UTC)
tactile feedback should also be removed.
-- Maxim Masiutin 20:03, 1 February 2007 (UTC)
Let me tell a few words about The Book "The Front-Wheel Driving High Performance Advantage" by Jack Doo, Carroll Shelby, ISBN-10: 0879382988; ISBN-13: 978-0879382988.
It is a nice source of references. What particularly do you want me to find in this book as a wikipedia source? I read it in March, 2005. Let me tell what I think about this book.
This books points out the differences and the similarities of FWD vs RWD race cars in the following aspects: driving style or line, differential selection, front/rear weight balance and downforce distribution, brake balance, suspension geometry, torsional stiffness, tire heat transients.
The authors have interviewed the FWD champions in road racing, autocrossing, rallying, ice racing and drag racing, and expressed their opinions on car setup and driving techniques in these different competition driving areas. For example, you will find pros and cons of left-foot-braking in this book, as expressed by the champions in respective areas. All the interviewees have agreed that trail braking is much more important for FWD cars, or even unavoidable.
There are also good chapters about FWD cars in the following books:
What the book "The Front-Wheel Driving High Performance Advantage" lacks is a clear conclusion, an outcome (probably a final chapter) based the on the data gathered by the interviews.
-- Maxim Masiutin 16:24, 2 February 2007 (UTC)
The sentence The centre of gravity of the vehicle is typically farther forward than a comparable rear-wheel drive layout should be removed from the disadvantages, since better loading of the front wheels on FWD is an advantage on slippery surface, in sharp corners, and in some turns. In some conditions better loading of the front wheels on FWD helps to avoid understeer, contrary to the sentence. -- Maxim Masiutin 05:20, 4 February 2007 (UTC)
There seem to be an enormous number of places in this article where citations are non existant. In my experience, FWD vs. RWD vs. AWD vs. 4WD debates can decend emotionally for reasons I cannot fathom. Lack of citations will only feed that. Tgm1024 14:13, 26 February 2007 (UTC)
The article says "The first successful application of front-wheel drive was the Miller 122 racecar designed in 1924", but do we have a source for that? I have found some pictures of the Miller 122 and I don't see any drive shafts in the front [6], but I can see a propshaft going to the end of the car [7]. // Liftarn
hey, do a front wheel drive need a differential ?? 123xyz321 ( talk) 03:32, 2 June 2008 (UTC)
Impala SS (303hp) and the last-generation Seville STS (300hp)?
tali -04/01/09 —Preceding unsigned comment added by 80.195.161.249 ( talk) 21:55, 4 January 2009 (UTC)
The first front-wheel driven vehicles were bikes like Penny-farthing. Various front-driven motorbikes are known; Megola, VéloSoleX etc. Newest technology offers direct-elektrodrives for bicycles and additional frontdrives for Motorized bicycles. None of them are mentioned in the article. See german wiki-article concerning front-driven bikes: [9] -- Gruß Tom ( talk) 00:44, 5 April 2009 (UTC)
I'm not sure if I totally agree with the statement "by the early 2000s, the Chevrolet Corvette was the only RWD car offered by Chevrolet until the introduction of the Sigma platform."
GM discontinued the B body in '96. The next year, the RWD Catera was introduced, which was produced up until 2001. The Sigma platform(Cadillac CTS, among others) was then introduced in 2002.
So, GM hasn't ever gone a model year without at least one RWD sedan —Preceding unsigned comment added by 199.1.134.173 ( talk) 01:44, 5 April 2009 (UTC)
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Trabants are definitely front-wheel drive cars. The first one was introduced in 1955 /info/en/?search=AWZ_P70_Zwickau, which means it predates the mini. Trabant is no kei car, it is somewhat bigger than the mini. — Preceding unsigned comment added by 77.234.95.218 ( talk) 19:08, 19 December 2019 (UTC)