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The development of the motor car can be traced back to 1769, when a French engineer
Nicolas Cugnot invented the first steam powered car for use by the French army to haul heavy artillery. This start of the
car history paved the way for further progress, and it is said that the modern automobile is the result of over 100.000 patents
at various ages!
Two Stroke And Four Stroke Internal Combustion Engine
The first turning point in car history came with the invention of the two stroke
internal combustion engine by Jean Joseph Etienne Lenoir whose gas driven vehicle became popular in England during 1865. Twenty
years later, in 1885, the invention of the four-stroke engine by Gottlieb Daimler and Nicolas Otto along with Eugen Langen
proved to be a trend setter, resulting in further progress.
The four stroke engine had four significant movements,
one to suck in a mixture of gas and air into the cylinder, the second to push the piston so as to compress the mixture, the
third to ignite it and push the piston down, and the last to push the piston back up so that the burnt gas got expelled out
of the cylinder through a valve.
Due to differences in opinion, Gottlieb Daimler separated from the group and along
with Wilhelm Maybach started creating his own engines suitable for both cars as well as four wheel horseless carriages. Initially,
they manufactured small stationary engines which later led to the creation of a high speed petrol-fueled four stroke engine
in 1885. Daimler also mounted an engine on a four wheeled carriage that was fitted with a four-speed gearbox that turned the
back wheels using a belt driven mechanism.
Panhard is now a French manufacturer of light tactical and military vehicles. Its current incarnation was formed by the acquisition
of Panhard by Auverland in 2005. Panhard had been under Citroën ownership, then PSA (after the 1974 Peugeot Citroën merger),
for 40 years. The combined company now uses the Panhard name. Panhard once built civilian cars but ceased production of those
in 1968. Many of their military products however end up on the civilian market via third sources and as military/government
surplus vehicles. Panhard also built railbuses between the wars.
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Brass Era car
Named for the widespread use of brass in the United States, the Brass or Edwardian era lasted from roughly 1905 through
to the beginning of World War I in 1914. 1905 was a signal year in the development of the automobile, marking the point when
the majority of sales shifted from the hobbyist and enthusiast to the average user.
An internal combustion engine is any engine that operates by burning its fuel inside the engine. In contrast a steam engine
burns its fuel outside the engine. The most common internal combustion engine type is gasoline powered. Others include those
fueled by diesel, hydrogen, methane, propane, etc. Engines typically can only run on one type of fuel and require adaptations
to adjust the air/fuel ratio or mix to use other fuels.
In a gasoline engine, a mixture of gasoline and air is sprayed into a cylinder. This is compressed by a piston and at
optimal point in the compression stroke, a spark plug creates an electrical spark that ignites the fuel. The combustion of
the fuel results in the generation of heat, and the hot gases that are in the cylinder are then at a higher pressure than
the fuel-air mixture and so drive the piston back down. These combustion gases are vented and the fuel-air mixture reintroduced
to run a second stroke. The outward linear motion of the piston is ordinarily harnessed by a crankshaft to produce circular
motion. Valves control the intake of air-fuel mixture and allow exhaust gasses to exit at the appropriate times.
Two-Stroke
The two-stroke type of internal combustion engine is typically used in utility or recreational applications which require
relatively small, inexpensive, and mechanically simple motors (chainsaws, jetskis, small motorcycles, etc).
The two-stroke engine is simple in construction, but complex dynamics are employed in its operation. There are several
features unique to a two-stroke engine. First, there is a reed valve between the air-fuel intake and the crankcase. Air-fuel
mixture enters the crankcase and is trapped there by the one-way reed valve. Next, the cylinder has no valves as in a conventional
four stroke engine. Intake and exhaust are accomplished by means of ports - special holes cut into the cylinder wall which
allow fuel-air mixture to enter from the crankcase, and exhaust to exit the engine. These ports are uncovered when the piston
is in the down position.
Air-fuel mixture is drawn into the crankcase from the carburetor or fuel injection system through the reed valve. When
the piston is forced down, the exhaust port is uncovered first, and hot exhaust gases begin to leave the cylinder. As the
piston is now in the down position, the crankcase becomes pressurized, and when the intake port into the cylinder is uncovered,
pressurized air-fuel mixture enters the chamber. Both the intake and exhaust ports are open at the same time, which means
the timing and air flow dynamics are critical to proper operation. As the piston begins to move up, the ports are closed off,
and the air-fuel mixture compresses and is ignited; the hot gases increase in pressure, pushing the piston down with great
force and creating work for the engine.
The major components of two-stroke engines are tuned so that optimum airflow results. Intake and exhaust tubes are tuned
so that resonances in airflow give better flow than a straight tube. The cylinder ports and piston top are shaped so that
the intake and exhaust flows do not mix.
Four-Stroke
The four-stroke internal combustion engine is the type most commonly used for automotive and industrial purposes today
(cars and trucks, generators, etc). On the first (downward) stroke of the piston, fuel/air is drawn into the cylinder. The
following (upward) stroke compresses the fuel-air mixture, which is then ignited - expanding exhaust gases then force the
piston downward for the third stroke, and the fourth and final (upward) stroke evacuates the spent exhaust gasses from the
cylinder.
The four-stroke cycle is more efficient than the two-stroke cycle, but requires considerably more moving parts and manufacturing
expertise.
Oldtimer picture gallery. Passenger cars of 1932-1945 generally.
Within the 15 years that make up the Brass or Edwardian era, the various experimental designs and alternate power systems
would be marginalized. Although the modern touring car had been invented earlier, it was not until Panhard et Levassor's Système
Panhard was widely licensed and adopted that recognizable and standardized automobiles were created. This system specified
front-engined, rear-wheel drive internal combustion cars with a sliding gear transmission. Traditional coach-style vehicles
were rapidly abandoned, and buckboard runabouts lost favor with the introduction of tonneaus and other less-expensive touring
bodies.
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The pre-war part of the classic era began with the Great Depression in 1930 and ended with the recovery after World War II,
commonly placed at 1948. It was in this period that integrated fenders and fully-closed bodies began to dominate sales, with
the new sedan body style even incorporating a trunk at the rear for storage. The old open-top runabouts, phaetons, and touring
cars were phased out by the end of the classic era as wings, running boards, and headlights were gradually integrated with
the body of the car.
By the 1930s most of the mechanical technology used in today's automobiles had been invented although some things were
later "re-invented", and credited to someone else. For example, front-wheel drive was re-introduced by Andre Citroën
with the launch of the Traction Avant in 1934, though it appeared several years earlier in road cars made by Alvis and Cord,
and in racing cars by Miller (and may have appeared as early as 1897).
After 1930, the number of auto manufacturers declined sharply as the industry consolidated and matured.
The modern era is normally defined as the 25 years preceding the current year. However, there are some technical and design
aspects that differentiate modern cars from antiques. Without considering the future of the car, the modern era has been one
of increasing standardization, platform sharing, and computer-aided design
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Some particularly notable advances in modern times are the wide spread of front-wheel drive and all-wheel drive, the adoption
of the V6 engine configuration, and the ubiquity of fuel injection. While all of these advances were first attempted in earlier
eras, they so dominate the market today that it is easy to overlook their significance. Nearly all modern passenger cars are
front wheel drive unibody designs with transversely-mounted engines, but this design was considered radical as late as the
1960s.
Body styles have changed as well in the modern era. Three types, the hatchback, minivan, and sport utility vehicle, dominate
today's market yet are relatively recent concepts. All originally emphasized practicality but have mutated into today's high-powered
luxury crossover SUV and sports wagon. The rise of pickup trucks in the United States and SUVs worldwide has changed the face
of motoring, with these "trucks" coming to command more than half of the world automobile market.
Automobile design finally emerged from the shadow of World War II in 1949, the year that in the United States saw the introduction
of high-compression V8 engines and modern bodies from General Motors' Oldsmobile and Cadillac brands. The unibody/strut-suspended
1951 Ford Consul joined the 1948 Morris Minor and 1949 Rover P4 in waking up the automobile market in the United Kingdom.
In Italy, Enzo Ferrari was beginning his 250 series just as Lancia introduced their revolutionary V6-powered Aurelia.
Throughout the 1950s, engine power and vehicle speeds rose, designs became more integrated and artful, and cars spread
across the world. Alec Issigonis' Mini and Fiat's 500 mini cars swept Europe, while the similar keicar class put Japan on
wheels for the first time. The legendary VW Beetle survived Hitler's Germany to shake up the small car market in the Americas.
Ultra luxury, exemplified in America by the Cadillac Eldorado Brougham, reappeared after a long absence, and GT cars, like
the Ferrari Americas, swept across Europe.
n America, performance was the hot sell of the 1960s, with pony cars and muscle cars propping up the domestic industry. In
1964 the Ford mustang hit the markets. The Mustang was the hot ticket and was one of the most popular car of the early 1960s.
In 1967 Chevrolet released the Camaro to compete with the Ford Mustang. In 1967 Chevy came out with the Camaro Z28, so in
1969 Fords competitiveness went into gear and they came out with the Mustang Boss 302 and the Mustang Boss 429. But everything
changed in the 1970s as the 1973 oil crisis, automobile emissions control rules, Japanese and European imports, and stagnant
innovation wreaked havoc on the American industry. Throughout the decade, small imported cars outperformed large American
ones, and the domestic auto industry began to fail. Small performance cars from BMW, Toyota, and Nissan took the place of
big-engined cars from America and Italy.
The modern era is normally defined as the 25 years preceding the current year. However, there are some technical and design
aspects that differentiate modern cars from antiques. Without considering the future of the car, the modern era has been one
of increasing standardization, platform sharing, and computer-aided design.
Some particularly notable advances in modern times are the wide spread of front-wheel drive and all-wheel drive, the adoption
of the V6 engine configuration, and the ubiquity of fuel injection. While all of these advances were first attempted in earlier
eras, they so dominate the market today that it is easy to overlook their significance. Nearly all modern passenger cars are
front wheel drive unibody designs with transversely-mounted engines, but this design was considered radical as late as the
1960s.
Body styles have changed as well in the modern era. Three types, the hatchback, minivan, and sport utility vehicle, dominate
today's market yet are relatively recent concepts. All originally emphasized practicality but have mutated into today's high-powered
luxury crossover SUV and sports wagon. The rise of pickup trucks in the United States and SUVs worldwide has changed the face
of motoring, with these "trucks" coming to command more than half of the world automobile market.
The modern era has also seen rapidly rising fuel efficiency and engine output. Once the automobile emissions concerns
of 1970s were conquered with computerized engine management systems, power began to rise rapidly. In the 1980s, a powerful
sports car might have produced 200 hp (150 kW)just 20 years later, average passenger cars have engines that powerful, and
some performance models offer three times as much power.
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The vintage era lasted from the end of World War I (1919) through the stock market crash at the end of 1929. During this period,
the front-engined car came to dominate, with closed bodies and standardized controls becoming the norm. Development of the
internal combustion engine continued at a rapid pace, with multi-valve and overhead cam engines produced at the high end,
and V8, V12, and even V16 engines conceived for the ultra-rich.
Exemplary vintage vehicles:
The Austin Seven was one of the most widely copied vehicles ever serving as a template for cars around the world, from
BMW to Nissan.
Bugatti Type 35 The Type 35 was one of the most successful racing cars of all time, with over 1,000 victories in five
years.
1931 Ford Model A After keeping the brass era Model T in production for too long, Ford broke from the past by restarting
its model series with the 1927 Model A. More than 4 million were produced, making it the best-selling model of the era.
1930 Cadillac V-16 Developed at the height of the vintage era, the V16-powered Cadillac would join Bugatti's Royale as
the most legendary ultra-luxury cars of the era.
Welcome to the official website of the Manitoba Antique Automobile Museum located in Elkhorn, Manitoba which is 18 km east
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Automobile design finally emerged from the shadow of World War II in 1949, the year that in the United States saw the introduction
of high-compression V8 engines and modern bodies from General Motors' Oldsmobile and Cadillac brands. The unibody/strut-suspended
1951 Ford Consul joined the 1948 Morris Minor and 1949 Rover P4 in waking up the automobile market in the United Kingdom.
In Italy, Enzo Ferrari was beginning his 250 series just as Lancia introduced their revolutionary V6-powered Aurelia.
Throughout the 1950s, engine power and vehicle speeds rose, designs became more integrated and artful, and cars spread across
the world. Alec Issigonis' Mini and Fiat's 500 mini cars swept Europe, while the similar keicar class put Japan on wheels
for the first time. The legendary VW Beetle survived Hitler's Germany to shake up the small car market in the Americas. Ultra
luxury, exemplified in America by the Cadillac Eldorado Brougham, reappeared after a long absence, and GT cars, like the Ferrari
Americas, swept across Europe.
The market changed somewhat in the 1960s, as Detroit began to worry about foreign competition, the European makers adopted
ever-higher technology, and Japan appeared as a serious car-producing nation. General Motors, Chrysler, and Ford tried radical
small cars, like the GM A-bodies, but had little success. Captive imports and badge engineering swept through the U.S. and
UK as conglomerates like the British Motor Corporation consolidated the market. Eventually, this trend reached Italy as niche
makers like Maserati, Ferrari, and Lancia were acquired by larger companies. By the end of the decade, the automobile manufacturing
world was much smaller.
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Between 1832 and 1839 (the exact year is uncertain), Robert Anderson of Scotland invented the first crude electric carriage.
A small-scale electric car was designed by Professor Stratingh of Groningen, Holland, and built by his assistant Christopher
Becker in 1835. Practical and more successful electric road vehicles were invented by both American Thomas Davenport and Scotsmen
Robert Davidson around 1842. Both inventors were the first to use non-rechargeable electric cells. Frenchmen Gaston Plante
invented a better storage battery in 1865 and his fellow countrymen Camille Faure improved the storage battery in 1881. This
improved-capacity storage battery paved the way for electric vehicles to flourish.
France and Great Britain were the first nations to support the widespread development of electric vehicles in the late
1800s. In 1899, a Belgian built electric racing car called "La Jamais Contente" set a world record for land speed
- 68 mph - designed by Camille Jénatzy.
It was not until 1895 that Americans began to devote attention to electric vehicles after an electric tricycle was built
by A. L. Ryker and William Morrison built a six-passenger wagon both in 1891. Many innovations followed and interest in motor
vehicles increased greatly in the late 1890s and early 1900s. In 1897, the first commercial application was established as
a fleet of New York City taxis built by the Electric Carriage and Wagon Company of Philadelphia.
New York City Electric Taxis - electric vehicleThe early electric vehicles, such as the 1902 Wood's Phaeton (top image),
were little more than electrified horseless carriages and surreys. The Phaeton had a range of 18 miles, a top speed of 14
mph and cost $2,000. Later in 1916, Woods invented a hybrid car that had both an internal combustion engine and an electric
motor.
1918 Detroit - electric vehicleBy the turn of the century, America was prosperous and cars, now available in steam, electric,
or gasoline versions, were becoming more popular. The years 1899 and 1900 were the high point of electric cars in America,
as they outsold all other types of cars. Electric vehicles had many advantages over their competitors in the early 1900s.
They did not have the vibration, smell, and noise associated with gasoline cars. Changing gears on gasoline cars was the most
difficult part of driving, while electric vehicles did not require gear changes. While steam-powered cars also had no gear
shifting, they suffered from long start-up times of up to 45 minutes on cold mornings. The steam cars had less range before
needing water than an electric's range on a single charge. The only good roads of the period were in town, causing most travel
to be local commuting, a perfect situation for electric vehicles, since their range was limited. The electric vehicle was
the preferred choice of many because it did not require the manual effort to start, as with the hand crank on gasoline vehicles,
and there was no wrestling with a gear shifter.
While basic electric cars cost under $1,000, most early electric vehicles were ornate, massive carriages designed for
the upper class. They had fancy interiors, with expensive materials, and averaged $3,000 by 1910. Electric vehicles enjoyed
success into the 1920s with production peaking in 1912.
The pre-war part of the classic era began with the Great Depression in 1930 and ended with the recovery after World War II,
commonly placed at 1948. It was in this period that integrated fenders and fully-closed bodies began to dominate sales, with
the new sedan body style even incorporating a trunk at the rear for storage. The old open-top runabouts, phaetons, and touring
cars were phased out by the end of the classic era as wings, running boards, and headlights were gradually integrated with
the body of the car.
By the 1930s most of the mechanical technology used in today's automobiles had been invented although some things were
later "re-invented", and credited to someone else. For example, front-wheel drive was re-introduced by Andre Citroën
with the launch of the Traction Avant in 1934, though it appeared several years earlier in road cars made by Alvis and Cord,
and in racing cars by Miller (and may have appeared as early as 1897).
After 1930, the number of auto manufacturers declined sharply as the industry consolidated and matured.
The modern era has also seen rapidly rising fuel efficiency and engine output. Once the automobile emissions concerns of 1970s
were conquered with computerized engine management systems, power began to rise rapidly. In the 1980s, a powerful sports car
might have produced 200 hp (150 kW)just 20 years later, average passenger cars have engines that powerful, and some performance
models offer three times as much power.
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Focus on performance among the major American automakers after World War II was rekindled by the Chrysler 300 letter series
in 1955. This could be considered the progenitor of the muscle car. However, the letter cars were luxurious and expensive
machines. Other makes soon offered high-performance engines in their "standard"-sized models.
The idea of installing a powerful engine in a post-World War II mid-size car was introduced in 1957. The American Motors
(AMC) Rebel showcased AMCs new 327 cu in (5.4 L) V8 producing 255 hp (190.2 kW) with a 4-barrel carburettor (fuel injection
was to be optional[1]), thus making it the first American budget-priced and intermediate-sized, factory hot-rod hardtop sedan.
The Rambler Rebel came with a manual or automatic transmission and dual exhaust. The Rebel was promoted as the fastest four-door
car in America from 0 to 60 mph (0;96.6 km/h) and ran the quarter mile in 17.0 seconds. It was one of the quickest production
automobiles at that time
A kit car is an automobile that is available in kit form, i.e. you buy a set of parts that you have to assemble yourself.
Usually many major mechanical parts such as the engine and transmission are taken from one or more donor vehicles. Kits vary
in completeness from as little as a book of plans to a complete set of all the components required. The definition of a kit
car is usually taken to mean that a number of kits are produced by a manufacturer for sale to the public. A car built at home
as a one-off to the designs of its builder is termed a Special.
Used Car History reviews
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The very first self-powered road vehicles were powered by steam engines and by that definition Nicolas Joseph Cugnot of France
built the first automobile in 1769 - recognized by the British Royal Automobile Club and the Automobile Club de France as
being the first. So why do so many history books say that the automobile was invented by either Gottlieb Daimler or Karl Benz?
It is because both Daimler and Benz invented highly successful and practical gasoline-powered vehicles that ushered in the
age of modern automobiles. Daimler and Benz invented cars that looked and worked like the cars we use today. However, it is
unfair to say that either man invented "the" automobile.
By the early 1900s, gasoline cars started to outsell all other types of motor vehicles. The market was growing for economical
automobiles and the need for industrial production was pressing.
The first car manufacturers in the world were French: Panhard & Levassor (1889) and Peugeot (1891). By car manufacturer
we mean builders of entire motor vehicles for sale and not just engine inventors who experimented with car design to test
their engines - Daimler and Benz began as the latter before becoming full car manufacturers and made their early money by
licensing their patents and selling their engines to car manufacturers.
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