The Camaro, Firebird, Barracuda, and many other competitors might be long gone, but thankfully, Ford keeps the Mustang alive and well. Most Autopians are glad to see this relatively affordable sports machine on Ford lots despite the demise of every single one of their other “normal cars.”
Still, after sixty years, the limitations of the original “Pony Car” remain today. Rear seat space is not limo-like by any means, and with the possible exception of Fox-body hatchbacks, cargo space is also lacking. However, one of the biggest drawbacks for those who don’t live in the south is the Mustang’s somewhat comical lack of ability to get through deep snow. Surprisingly, not long after the first Mustang’s debut in 1965, a British company known for race cars with four driven wheels developed an all-wheel-drive version. Even more shocking is that at least one of these Ferguson AWD Mustangs still exists for us to examine rather closely.
Harry Met (Mustang) Sally?
Considering that Dearborn was the bane of his existence, in some ways it’s rather hard to believe that Harry Ferguson’s company ever ended up working with Dearborn-developed cars in the first place. Through the 1950s, Harry’s company was a tractor manufacturer known for a number of innovations like the hydraulic three-point linkage.
However, like fellow farm equipment maker Ferruccio Lamborghini, Harry’s real passion was automobiles – race cars in particular. He started Ferguson Research to develop vehicles with four-wheel drive that could be used on the street and not just as an off-road proposition.
Unfortunately, during this time Harry was in protracted legal battles with Ford Motor Company over patents related to his tractors. This reportedly took a toll on his health, and he died of a reported barbiturate overdose in October of 1960. Ferguson Research pushed on and constructed their first F1 car in 1961; the Climax P99 was the only AWD car to ever win a Formula One race. Also, Bobby Unser competed in the 1965 Indianapolis 500 with a Ferguson all-wheel-drive Novi.
Developing all-wheel-drive race cars in the sixties was not a particularly lucrative business, to say the least, so Ferguson Research turned its attention to road cars. Their feeling was that such a system might be ideal for a police pursuit car or other emergency vehicle, taking something fast and rear-wheel-drive and giving it the “Ferguson Formula” treatment to build the ultimate cop car. Guess what unlikely product the British firm chose to start with.
Two Wheels Good; Four Wheels Better
Records are conflicting, but at least two (or possibly three) Mustang notchbacks with 289 V8s and automatic transmissions were brought to Ferguson’s facility in the UK to convert to all-wheel drive.
The heart of the system was the seventy-pound viscous coupling center differential in a design very similar to what we’d see on mass production all-wheel-drive cars decades later. Power was split 63 percent to the rear-facing driveshaft and 37 to a front differential; the Mustang’s transmission needed to be rotated a few degrees for the pan to clear the thin front driveshaft.
As innovative as the all-wheel-drive system was, this Mustang packed another feature that was possibly even more forward-thinking. Starting in the 1940s, tire manufacturer Dunlop had worked on anti-lock braking systems for aircraft called “Maxaret” to handle wet or frozen runways, as well as preventing flat-spotting or blowouts of tires.
The basic principle was an analog version of modern systems that sense when a wheel isn’t moving. In the Maxaret system, a rubber drum connected to a wheel spun a flywheel with a one-way clutch. If a wheel slowed down too quickly, the flywheel continued to turn and created a relative angle that tripped a valve to release brake pressure, thus unlocking a skidding wheel. This job was made easier in a Ferguson all-wheel-drive car because the center differential apparently made it impossible for the front or rear pair of wheels to lock independently, so you really just needed one rotating drum. Stopping distances were reported to be reduced by 30 percent, making this one Mustang that could both go and stop well in the slippery stuff.
The whole drive and braking system reportedly worked very well, but the idea of an improved-traction police car seemed to be the answer that absolutely nobody asked. Despite being impressive in tests and demonstrations, it’s believed that Ferguson had no municipalities as takers for the system.
Mopar Powered All Wheel Drive
Ironically, besides the ill-fated attempts to sell all-wheel-drive Mustangs or the “Ferguson Formula” in general to European law enforcement agencies, Ferguson was rumored to have taken the idea to Harry’s archenemy as well: the Ford Motor Company. True or not, with Dearborn selling all the Mustangs that it could make at the time, one would imagine little interest in something that might have cost 30 percent more for what buyers outside of the snow belt likely would have seen as limited benefits.
That wasn’t the end of the Ferguson Formula. The costs might have been too high for municipal or mass-produced cars, but that didn’t rule out exotics. England’s Jensen Motors ended up using the system in 1966 for their Chrysler V8-powered Interceptor luxury GT car. Dubbed the Interceptor FF, the wheelbase was lengthened slightly ahead of the firewall, and the all-wheel-drive system (as well as the anti-lock braking components) were installed to make what was essentially an Audi Quattro over a decade before the German rally champion existed.
Despite being an expensive car for the well-heeled and getting rave reviews for its dry and wet weather traction and handling, the extra cost was still hard to swallow for buyers in this upper echelon. Only 320 Interceptor FFs were built before Jensen called it quits on the model.
A version of the Ferguson-developed system did find its way into mass production in 1980, and it was an American car: American Motors to be exact. The Hornet-based Eagle was a success for struggling AMC but didn’t create a new market niche back then.
Being first is one thing, but being an innovator too early for the public to grasp is a different story.
Retired To Florida
Most testbed cars are used up and thrown out, so it’s impressive to see this British-registered blue Ferguson Formula Mustang still not only existing but in great shape at the Tampa Bay Auto Museum. It was brought back into the United States in 2007, having resided earlier in the Ferguson Museum on the Isle of Wight in the UK.
Wow, to be honest, it looks, well, pretty boring. In pictures, this surviving Mustang seems like something highly unspectacular and even unworthy of a place in a museum. It’s just a hardtop coupe with stock wheel covers and unchanged ride height. You half expect it to have a “Thriftpower” six under the hood.
It’s understandable that the museum displays the Ferguson Mustang on ramps with a mirror on the floor; without that many people not reading the placards might wonder why it’s there. You can see the front differential in blue below and the driveshaft entering it from the left-hand side.
The engine bay looks like a stock 289, with the exception of that plaque on the shock tower:
Yes, there’s a whole hell of a lot of patented stuff on this seemingly-stock ‘Stang.
Nobody walking by at a car show would even notice it; they could probably even get behind the wheel and not detect any difference at regular driving speeds. Start to push it with ice and snow under the tires, however, and boy, will there be a difference. At least they put a Ferguson badge on the back.
Jeez, they didn’t even check the boxes for a Rally Cluster or Pony Interior. You can see from the silver circle on the brake pad that they at least specified front discs, an option that my dad said added a two-month wait to get when he selected that for our new Ivy Green 1965 convertible.
Here’s the switch on the floor to turn off the ancient ABS system, on the passenger’s side of all things. The Dymo label is a nice touch.
The museum recently sold off an odd Ferguson AWD British Ford Zephyr police car prototype, but they obviously decided to keep the ‘Stang in the collection. If you’re ever in the area, be sure to stop by and pay this example of what could have been a visit.
Might Have Saved Us From A Few Cars And Coffee Crashes?
If you don’t count the Mach-E (I really wouldn’t), Ford still hasn’t ever offered an all-wheel-drive Mustang. Despite the existence of these working prototypes in the sixties, Ford didn’t even offer any all-wheel-drive standard sedans until the option was introduced on the Tempo for 1987.
Maybe it’s just as well; the Mustang was a car designed for cruising warm summer streets or back country roads with the top down. Honestly, it never even occurred to me that an all-weather-capable Ford “Pony Car” could be a thing. Seeing the compact, unobtrusive and effective system that Fergusen installed it’s disappointing that a Quattro-style all-weather rally-ready Mustang never came to be. The idea of four driven wheels in a car that doesn’t look like a Jeep (most drivers can’t even tell) was way ahead of its time and today, well, just look out your window and you’ll struggle to see a passenger vehicle that doesn’t have a similar system.
I’ll tell you one thing: that blue Ferguson Formula hardtop ooks a lot like the car James Caan’s character drove in the movie Misery:
If that thing had AWD and ABS, it might have saved him from a lot of pain, if you know what I mean.
Top graphic image: Tampa Bay Auto Museum (via Facebook)
It seems like an appropriately British set of modifications to a Mustang. AWD so it can actually put it’s power down. ABS so it can stop.
Presumably if they’d had a bit more time, they’d have modified the steering too, to allow it to go around corners as well.
This is seriously cool…I had no idea. I thought VW had invented the viscous coupling in the ’80s.
According to a previous comment, it has been corrected that the AWD became available on the Tempo in 1987. The AWD/4WD system was available on the Tempo and Topaz from 1987 through 1991. But each brand marketed it differently.
The AWD system was a part-time, shift on the fly, system. There was a switch on the dash (1987) or the overhead map lights (1988-1991) that you could flip to switch on the AWD system. It was only designed for slippery surfaces, and you could cause damage to the system if it was used regularly on dry pavement.
Regardless if you got the Tempo or the Topaz, they all came equipped with the 2.3L HO HSC engine and the 3spd automatic transmission. This was the same engine that was standard in the Tempo GL Sport/GLS & Topaz GS Sport/XR5/LTS (the “sporty” models) from 1987-1991.
For the Tempo, the AWD was marketed as a separate trim level. Ford equipped it similarly to the Tempo LX model, so it was pretty well loaded at the time. In 1987, you could get the AWD on both 2- and 4-door models. In 1988, for the Tempo you could only get the AWD in the 4-door body style. I have actually seen an AWD 2-door Tempo in a junkyard, and somewhere in my junk drawers I still have that AWD switch.
For the Topaz, it was an option on various trim levels. In 1987, it was available across the board on the GS, GS Sport, and LS as well as on 2- and 4-door models. In 1988, again it was offered across all trims (GS, XR5/LTS and LS) and both body styles. At least according to my research years ago. Theoretically there could have been a 2-door Topaz XR5 AWD, but I have yet to see one anywhere. I’m not sure if it was actually available since Ford restricted to the 4-doors on the Tempo. In 1989, it was only available on the Topaz 4-doors, but on all trims. So, also theoretically, there could have been an Topaz LTS AWD.. but again I have yet to see any proof of the existence of one.
Finally, in 1991 the system was renamed from All Wheel Drive to Four Wheel Drive on both the Tempo and the Topaz. For the 1992 refresh, the option was dropped.
Snow tires > AWD
AWD can help you get going in snowy conditions but it does squat for stopping. Good snow tires help in all snowy conditions and I’m sick of the myth that one needs 4 wheels turning to get anywhere in inclement conditions.
That’s why I put winter tires on my AWD vehicles.
That’s what I do as well, but if I only had to pick one, I’d put snows on a regular car, rather than all-seasons on an AWD car.
“AWD with the same winter tires”
That’s not what I am saying. Of course AWD WITH Snow tires is the ultimate solution.
If the only choices were AWD -OR- snow tires, then I would 100% pick the snow tires.
AWD does jack for stopping. Does next to nothing for ice. Little benefit in handling. Snow tires help in all those area.
How is that a false set of choices when I am picking the options?!
2WD with snows – OR – AWD with all-seasons
There are no other choices. And I don’t care what anyone claims, the only option between those 2 above is 2WD with snows.
Harry Ferguson actually started working on AWD systems as early as 1952; the company built several prototypes, some (or all) of which used a flat-four (!!) engine and were bodied in fiberglass (also !!) from 1952 to 1959 or so.
However, apparently the ABS research & development didn’t commence until ’59-’60.
At least one prototype, from circa ’54, still exists and is in the Coventry Transport Museum in England; alas, if it only had succeeded, as it’s actually a surprisingly pleasing design for a basic four-door sedan: https://www.fergusonclub.com/wp-content/uploads/2022/06/R1_4WD_4.jpg
Here’s a post about the ’50s project (oddly little info out there online about that particular project aside from that post):
https://www.fergusonclub.com/harry-ferguson-after-the-tractor/
Ferguson also did some other AWD conversions, most notably some Opel Senators for the British Army for intelligence work in East Germany since they were lower profile than the Range Rovers and G-Wagens they also used in the 80s
The BRIXMIS Opel Senator Was the Ride of Real Secret Agents During the Cold War – Hagerty Media https://share.google/ZBwhSIiB1JHgnHGAf
I have an SX/4 eagle, and my parents have a 66 mustang notchback. After having worked in them both and seeing how similar the suspension was, I set a goal of swapping an eagle awd setup into a vintage mustang. There’s a junkyard near me with 3 eagles. Once I have my shop done, I will make this a reality!
The price premium would have been too much for a Mustang, but an AWD option on Continentals and Marks probably would have made some money in the huge luxury market of the late ’60s and ’70s, especially since Cadillac and Imperial would have had nothing similar if Ford managed to lock in an exclusive deal with Ferguson.
As I mentioned in the story about this museum’s recent auction, I was there a couple of days before the 12 hours of Sebring. Great place! Such a cool, interesting assortment of things. From the rotary-powered Norton to this fascinating old Ford, it was a fun day.
Turns out who I believe to be one of the museum’s owners is friends with Sebastian Bourdais as well. My daughter and I were talking with her about going to Le Mans this year and she just sort of casually dropped that buried-lede mid-conversation.
In addition, this museum serves locally produced beer, so after one has checked out the only ABS/AWD equipped classic factory Mustang in existence, they can reflect on it’s awesomeness at the bar within eye-shot of a Cugnot steam carriage replica.
Tampa Bay Auto Museum, highly worth checking out! I didn’t know much about the place, but I was glad I wore my yellow Autopean 2CV/Bugatti shirt when I went.
I’ve been numerous times and it really is a terrific museum with some eclectic automobiles. Highly recommend.
In the Maxaret ad, the blown-out tires had really knobby treads. Were those from an airplane?
The ABS defeat switch would have been more conveniently located if this car was RHD.
And checking the front disc brakes option was a wise move on your dad’s part. I’ve driven a ’65 with front drums and they were terrible.
Older aircraft often have knobby tires for use on grass or dirt air strips. Also good catch on the ABS switch, rather like the handbrake on an old Land Rover which is always on the right side of the transmission tunnel.
Sterlings (Rovers) in America still had the hood release on the passenger’s side!
It does seem odd that Ferguson didn’t move the switch to the driver. Maybe it was so a person in the passenger’s seat could turn it off and on to demonstrate the benefits to a driver?
The only issue was I don’t think they totally had discs figured out yet, since early on I was told they experienced some sticking caliper issues with that ’65. Then again, one of our Panthers from twenty years later had a caliper stick bad enough to catch fire! Still a problem then, I guess!
Fade or fire. Pick your poison.
I’m impressed with the engineering and how normal the car looks. I live in a Southern state and I’m not happy with so many street vehicles being awd only. It adds unnecessary complexity and weight. No offense to those forced to live in white hell climates.
Front discs, AWD, and ABS… and still a single master cylinder right? Makes for an interesting safety package.
One more in the long line of vehicular ideas that were before their time.
This was on bring a trailer back in 2011 back before they sold cars, and eventually it was on EBay buy it now for 22,500 GBP in 2012
https://bringatrailer.com/2012/08/20/ferguson-ff-prototype-1965-ford-mustang-4wd/
If it fits under a Mustang, it would’ve fit under a Falcon wagon. If Ford had built that instead of the first Bronco, and invented a niche the first Explorer certainly would’ve been too clumsy and truckish to scratch 25 years in, Ford might still be in the *car* business.
I have pics of this car (and the Zephyr that was beside it) from the the museum when we visited in 2023. I only stopped to look it over BECAUSE with all the wacky stuff in that museum there just had to be reason a bone-stock looking Mustang was there, and I was shocked. I never even knew it existed, but that museum has so many bizarre things where even if you think you know a lot about cars, you’ll learn a lot there.
Another one worth checking out is the rotary concept Mustang at the National Auto and Truck Museum in Auburn,IN. That’s another WTF situation too.
That museum and the auburn cord museum are HIGHLY underrated.
The down stairs has soo many neat trucks as well.
Quaint little town full of old houses with 2 neat museums
You’re incorrect about the Tempo AWD coming out in 1989. I had a 1987 Tempo with switchable AWD, in crimson red with red velour.
Sorry- had 6000STE on the mind. Will fix. By the way that red cloth interior was RED. Like REALLY RED
I know I would have loved it in my SN95 Mustang. I remember during the Denver christmas blizzard getting very stuck trying to get home from work. One of the worst cars in the snow I have ever been in. When I traded it for my WRX I didn’t think there was a better definition of “Night and Day”
We did sandbags in the trunk and knobby snow tires but still.,
I traded my 32v Cobra for an 06 Evolution IX and felt the same exact way. Faster, more power, handled better, and was fun in the snow with half as many pistons.
Ya for sure. I only had a regular GT but I never missed my Mustang after I got my WRX. In fact, until I bought my GR Supra, I thought the WRX was about the most fun car I ever owned. But alas, there were just too many compromises with the Supra.. I guess I am getting old because I just traded in the Supra for a Genesis G80.. Comfort and the ability to carry my wife, my dog and more then one small suitcase won the day.
A man can dream of an AWD laden alternative history…
If only they’d put it in a Cougar, it would have really helped George Lazenby’s James Bond in “On Her Majesty’s Secret Service”.
Diana Rigg seemed to do just fine compared to Blofeld’s minions in the Mercedes-Benzes.
Because snow tires.
So this was intended for nasty northern winters. In other words, to go in the snow. By that logic, they should have renamed it the Mushtang.
Adverts voiced by Sean Connery and no one would even notice the change
As great as the Mustang is, it would be even better with AWD. My 1990 GT really hated icy or snowy inclines, the rear end would just slide sideways even in 2nd or 3rd gear. Once you got going it wasn’t bad.
And I was in the Tampa area with dad 2 weeks ago… never heard of this place. We did stop by the Don Garlits Drag Racing Museum in Ocala. Highly reccomend.
If you like Brass Era cars there’s also the Palmetto Collection in Clearwater.
I’m guessing that they started with a (front) disc brake car, but it doesn’t look like a GT. I guess they were available on non-GT V8 cars as well?
I drove a 1968 Ford Mustang with 4-wheel drum brakes and manual steering in high school. That’s a scary combination. Much later, it received a front disc brake conversion, and it was almost good enough. Still the manual steering.
Ours was not a GT, just a 289 4BBL convertible with the automatic. My dad claimed that he ordered the front discs but was warned that it would be a long wait to get the car. It did indeed take a long time to show up at the dealer (Tasca in Rhode Island).
“the Climax P99 was the only car to ever win a Formula One race”
I could be wrong but I’m pretty sure at least one other car has won a formula one race. I think I remember seeing one recently.
Lotus tried some too, but as I stated only one ever won a race.
If you mean AWD car, sure, but you just said car, period. A car always wins formula one, because it’s a car race.
well, if you put it that way, sure. I just changed it for you.
What does Formula 1 usually run, pickup trucks?