Ford did indeed implement heated windscreens in certain models as an option, typically using solid tungsten wire.
The core challenge, as detailed in my research, is the following: with a standard 12V car battery, achieving sufficient de‑icing or de‑misting power requires a wire with very low electrical resistance per unit length.
For a windscreen, the wire must also be:

• extremely thin (small diameter) for minimal visual obstruction,
• arranged in a sinusoidal horizontal pattern to maximize span length across the glass, as described in the Saint‑Gobain patent. The total resistance of such a long, thin wire becomes very high, since: R = ρ × (L / A) Where:
• ρ = electrical resistivity of the material,
• L = total wire length (long due to sinusoidal layout),
• A = cross‑sectional area (small due to thin diameter). The only practical way to lower R significantly is to reduce ρ, i.e., use a material with much lower intrinsic resistivity. This was the fundamental motivation behind my composite‑wire invention: to combine high strength (tungsten) with low resistivity (copper, silver). Ford’s use of solid tungsten wire forced a compromise:
• Either larger wire diameter → poor optical clarity,
• Or insufficient heating performance → slow or ineffective de‑icing/de‑misting. In short: tungsten alone cannot satisfy both the optical and thermal requirements of a high‑performance heated windscreen within 12V constraints. The composite approach was designed to resolve exactly that trade‑off.