Automobiles in the 20th Century

 

For many years after the introduction of automobiles, three kinds of power sources were in common use: steam engines, gasoline engines, and electric motors. In 1900 more than 2,300 automobiles were registered in New York City; Boston, Massachusetts; and Chicago, Illinois. Of these, 1,170 were steam cars, 800 were electric cars, and only 400 were gasoline cars. Gasoline-powered engines eventually became the nearly universal choice for automobiles because they allowed longer trips and faster speeds than engines powered by steam or electricity.

But development of gasoline cars in the early 1900s was hindered in the United States by legal battles over a patent obtained by New York lawyer George B. Selden. Selden saw a gasoline engine at the Philadelphia Centennial Exposition in 1876. He then designed a similar one and obtained a broad patent that for many years was interpreted to apply to all gasoline engines for automobiles. Although Selden did not manufacture engines or automobiles, he collected royalties from those who did.

 

Henry Ford believed Selden’s patent was invalid. Selden sued when Ford refused to pay royalties for Ford-manufactured engines. After eight years of court battles, the courts ruled in 1911 that Selden’s patent applied only to two-stroke engines. Ford and most other manufacturers were using four-stroke engines, so Selden could not charge them royalties.

Improvements in the operating and riding qualities of gasoline automobiles developed quickly after 1900. The 1902 Locomobile was the first American car

with a four-cylinder, water-cooled, front-mounted gasoline engine, very similar in design to most cars today. Built-in baggage compartments appeared in 1906, along with weather resistant tops and side curtains. An electric self-starter was introduced in 1911 to replace the hand crank used to start the engine turning. Electric headlights were introduced at about the same time.

Most automobiles at the turn of the 20th century appeared more or less like horseless carriages. In 1906 gasoline-powered cars were produced that had a style all their own. In these new models, a hood covered the front-mounted engine. Two kerosene or acetylene lamps mounted to the front served as headlights. Cars had fenders that covered the wheels and step-up platforms called running boards, which helped passengers get in and out of the vehicle.

The passenger compartment was behind the engine. Although drivers of horse-drawn vehicles usually sat on the right, automotive steering wheels were on the left in the United States.

In 1903 Henry Ford incorporated the Ford Motor Company, which introduced its first automobile, the Model A, in that same year. It closely resembled the 1903 Cadillac, which was hardly surprising since Ford had designed cars the previous year for the Cadillac Motor Car Company. Ford’s company rolled out new car models each year, and each model was named with a letter of the alphabet. By 1907, when models R and S appeared, Ford’s share of the domestic automobile market had soared to 35 percent.

Ford’s famous Model T debuted in 1908 but was called a 1909 Ford. Ford built 17,771 Model T’s and offered nine body styles. Popularly known as the Tin Lizzy, the Model T became one of the biggest-selling automobiles of all time. Ford sold more than 15 million before stopping production of the model in 1927.

 

The company’s innovative assembly-line method of building the cars was widely adopted in the automobile industry.

By 1920 more than 8 million Americans owned cars. Major reasons for the surge in automobile ownership were Ford’s Model T, the assembly-line method of building it, and the affordability of cars for the ordinary wage earner.

Improvements in engine-powered cars during the 1920s contributed to their popularity: synchromesh transmissions for easier gear shifting; four-wheel hydraulic brake systems; improved carburetors; shatterproof glass; balloon tires; heaters; and mechanically operated windshield wipers.

From 1930 to 1937, automobile engines and bodies became large and luxurious. Many 12- and 16-cylinder cars were built. Independent front suspension, which made the big cars more comfortable, appeared in 1933. Also introduced during the 1930s were stronger, more reliable braking systems, and higher-compression engines, which developed more horsepower. Mercedes introduced the world’s first diesel car in 1936. Automobiles on both sides of the Atlantic were styled with gracious proportions, long hoods, and pontoon-shaped fenders. Creative artistry merged with industrial design to produce appealing, aerodynamic automobiles.

Some of the first vehicles to fully incorporate the fender into the bodywork came along just after World War II, but the majority of designs still had separate fenders with pontoon shapes holding headlight assemblies. Three companies, Ford, Nash, and Hudson Motor Car Company, offered postwar designs that merged fenders into the bodywork. The 1949 Ford was a landmark in this respect, and its new styling was so well accepted the car continued in production virtually unchanged for three years, selling more than 3 million. During the 1940s, sealed-beam headlights, tubeless tires, and the automatic transmission were introduced.

Two schools of styling emerged in the 1950s, one on each side of the Atlantic. The Europeans continued to produce small, light cars weighing less than 1,300 kg (2,800 lb). European sports cars of that era featured hand-fashioned aluminum bodies over a steel chassis and framework.

In America, automobile designers borrowed features for their cars that were normally found on aircraft and ships, including tailfins and portholes. Automobiles were produced that had more space, more power, and smoother riding capability. Introduction of power steering and power brakes made bigger cars easier to handle. The Buick Motor Car Company, Olds Motor Vehicle Company (Oldsmobile), Cadillac Automobile Company, and Ford all built enormous cars, some weighing as much as 2,495 kg (5,500 lb).

The first import by German manufacturer Volkswagen AG, advertised as the Beetle, arrived in the United States in 1949. Only two were sold that year, but American consumers soon began buying the Beetle and other small imports by the thousands. That prompted a downsizing of some American-made vehicles. The first American car called a compact was the Nash Rambler. Introduced in 1950, it did not attract buyers on a large scale until 1958. More compacts, smaller in overall size than a standard car but with virtually the same interior body dimensions, emerged from the factories of many major manufacturers. The first Japanese imports, 16 compact trucks, arrived in the United States in 1956.In the 1950s new automotive features were introduced, including air conditioning and electrically operated car windows and seat adjusters. Manufacturers changed from the 6-volt to the 12-volt ignition system, which gave better engine performance and more reliable operation of the growing number of electrical accessories.

By 1960 sales of foreign and domestic compacts accounted for about one-third of all passenger cars sold in the United States. American cars were built smaller, but with increased engine size and horsepower. Heating and ventilating systems became standard equipment on even the least expensive models. Automatic transmissions, power brakes, and power steering became widespread. Styling sometimes prevailed over practicality—some cars were built in which the engines had to be lifted to allow simple service operations, like changing the spark plugs. Back seats were designed with no legroom.

In the 1970s American manufacturers continued to offer smaller, lighter models in addition to the bigger sedans that led their product lines, but Japanese and European compacts continued to sell well. Catalytic converters were introduced to help reduce exhaust emissions.

During this period, the auto industry was hurt by the energy crisis, created when the Organization of Petroleum Exporting Countries (OPEC), a cartel of oil-producing countries, cut back on sales to other countries. The price of crude oil skyrocketed, driving up the price of gasoline. Large cars were getting as little as 8 miles per gallon (mpg), while imported compacts were getting as much as 35 mpg. More buyers chose the smaller, more fuel-efficient imports.

Digital speedometers and electronic prompts to service parts of the vehicle appeared in the 1980s. Japanese manufacturers opened plants in the United States. At the same time, sporty cars and family minivans surged in popularity.

Advances in automobile technology in the 1980s included better engine control and the use of innovative types of fuel. In 1981 Bayerische Motoren Werke AG (BMW) introduced an on-board computer to monitor engine performance. A solar-powered vehicle, SunRaycer, traveled 3,000 km (1,864 mi) in Australia in six da

 

New Technologies

Pollution-control laws adopted at the beginning of the 1990s in some of the United States and in Europe called for automobiles that produced better gas mileage with lower emissions. The California Air Resources Board required companies with the largest market shares to begin selling vehicles that were pollution free—in other words, electric. In 1996 General Motors became the

 

first to begin selling an all-electric car, the EV1, to California buyers. The all-electric cars introduced so far have been limited by low range, long recharges, and weak consumer interest. Engines that run on hydrogen have been tested. Hydrogen combustion produces only a trace of harmful emissions, no carbon dioxide, and a water-vapor by-product. However, technical problems related to the gas’s density and flammability remain to be solved.

Diesel engines burn fuel more efficiently, and produce fewer pollutants, but they are noisy. Popular in trucks and heavy vehicles, diesel engines are only a small portion of the automobile market. A redesigned, quieter diesel engine introduced by Volkswagen in 1996 may pave the way for more diesels, and less pollution, in passenger cars.

While some developers searched for additional alternatives, others investigated ways to combine electricity with liquid fuels to produce low-emissions power systems. Two automobiles with such hybrid engines, the Toyota Prius and the Honda Insight, became available in the late 1990s. Prius hit automobile

showrooms in Japan in 1997, selling 30,000 models in its first two years of production. The Prius became available for sale in North America in 2000. The Honda Insight debuted in North America in late 1999. Both vehicles, known as hybrid electric vehicles (HEVs), promised to double the fuel efficiency of conventional gasoline-powered cars while significantly reducing toxic emissions.

Computer control of automobile systems increased dramatically during the 1990s. The central processing unit (CPU) in modern engines manages overall engine performance. Microprocessors regulating other systems share data with the CPU. Computers manage fuel and air mixture ratios, ignition timing, and exhaust-emission levels. They adjust the antilock braking and traction control systems. In many models, computers also control the air conditioning and heating, the sound system, and the information displayed in the vehicle’s dashboard.

Expanded use of computer technology, development of stronger and lighter materials, and research on pollution control will produce better, “smarter”

automobiles. In the 1980s the notion that a car would “talk” to its driver was science fiction; by the 1990s it had become reality.-+\.

Onboard navigation was one of the new automotive technologies in the 1990s. By using the satellite-aided global positioning system (GPS), a computer in the automobile can pinpoint the vehicle’s location within a few meters. The onboard navigation system uses an electronic compass, digitized maps, and a display screen showing where the vehicle is relative to the destination the driver wants to reach. After being told the destination, the computer locates it and directs the driver to it, offering alternative routes if needed.

Some cars now come equipped with GPS locator beacons, enabling a GPS system operator to locate the vehicle, map its location, and if necessary, direct repair or emergency workers to the scene.

Cars equipped with computers and cellular telephones can link to the Internet to obtain constantly updated traffic reports, weather information, route directions, and other data. Future built-in computer systems may be used to automatically obtain business information over the Internet and manage personal

affairs while the vehicle’s owner is driving.

During the 1980s and 1990s, manufacturers trimmed 450 kg (1,000 lb) from the weight of the typical car by making cars smaller. Less weight, coupled with more efficient engines, doubled the gas mileage obtained by the average new car between 1974 and 1995. Further reductions in vehicle size are not practical, so the emphasis has shifted to using lighter materials, such as plastics, aluminum alloys, and carbon composites, in the engine and the rest of the vehicle.

Looking ahead, engineers are devising ways to reduce driver errors and poor driving habits. Systems already exist in some locales to prevent intoxicated drivers from starting their vehicles. The technology may be expanded to new vehicles. Anticollision systems with sensors and warning signals are being developed. In some, the car’s brakes automatically slow the vehicle if it is following another vehicle too closely. New infrared sensors or radar systems may warn drivers when another vehicle is in their “blind spot.”

Catalytic converters work only when they are warm, so most of the pollution they emit occurs in the first few minutes of operation. Engineers are working on ways to keep the converters warm for longer periods between drives, or heat the converters more rapidly.