Could the owner of the first mass-produced car, the 1901 "Curved Dash" Oldsmobile, have imagined that, within the century, drivers would be able to buy reliable, powerful automobiles that could effortlessly transport them across the continent?

The approaching millenium and Car of the Century debate have drawn attention to the evolution of the automobile from horseless carriage to sophisticated conveyance. This process has been marked by innovations which transformed the automobile from a diversion for the privileged few to a convenience for the masses.

Here's a brief look at some of the more significant developments and their effects on cars and drivers.

The early years
Early cars were expensive, inconvenient contraptions offering little or no weather protection. They required a strong arm to start and could not be trusted to reach a chosen destination. Solid tires and minimal suspension meant a bone-jarring ride over rudimentary roads. Mechanically crude by today's standards, early cars presented a considerable challenge to the blacksmiths who were the mechanics of the day.

If the part fits
Cadillac gained early recognition for an important automotive advancement, the concept of fully interchangeable parts. In 1908, three randomly chosen Cadillacs were disassembled and their parts mixed. Under strict supervision, the cars were reassembled, started and driven 500 miles. For this feat, the Royal Automobile Club of London awarded Cadillac the prestigious Dewar Trophy.

Production up, prices down
In 1908, Henry Ford introduced the Model T, a simple and relatively reliable vehicle that appealed to many prospective drivers. Ford's adoption of the assembly line approach to car construction had a significant impact on production costs and selling prices. In fact, the basic Model T's price dropped from US$850 in 1908 to US$290 in 1924, even though Ford paid assembly line workers the unheard of sum of $5.00 per day in 1914. At the same time, introduction of the installment payment plan made the purchase of a car more feasible for many prospective buyers.

Electrifying development
In 1911, Cadillac's Henry Leland asked Charles Kettering of Dayton Engineering Laboratories Company (Delco) to create a self-starter for the automobile. Kettering surpassed expectations by creating the electric starter and integrating it into a system that could generate and store electricity for starting, ignition and lighting. This system, which first appeared on the 1912 Cadillac, made a major contribution to the day-to-day convenience of automobile ownership and won Cadillac a second Dewar Trophy.

Military machinations
In 1916, U.S. General John Pershing's successful use of early trucks to chase the revolutionary Pancho Villa back across the Mexican border led to the realization that the automobile could have significant military as well as civilian applications. Military needs, particularly during WW II, resulted in the development of many specialized vehicles including the ubiquitous Jeep. The North American auto industry suspended passenger car production during WW II to devote its full resources to the production of tanks, airplanes, personnel carriers and amphibious vehicles. The technology developed during wartime production would be put to good use when hostilities ended.

The rubber meets the road
The pneumatic tire, invented by Scotsman John Dunlop in 1888, had replaced the solid rubber tire by 1920. These new tires cushioned road shocks but frequent punctures meant that no driver ventured down the road without tire repair tools and the expectation of spending time at the roadside. Tire technology would later evolve through bias-ply and radial ply construction, the use of man-made fibers and the introduction of tubeless tires in the early '50s. Today's directional tires, air pressure monitoring systems and run-flat tires mean that some cars such as the Corvette no longer carry a spare tire.

Road trip
Long distance motoring in North America was stimulated by the 1928 completion of the Lincoln Highway between New York and San Francisco and, four years later, the joining of Los Angeles and Chicago by the famous Route 66. The network of state and provincial highways expanded at an ever-increasing rate and, in 1962, Canada was joined from sea to sea by the completion of the Trans Canada Highway. The growth of useful highway systems led to the proliferation of roadside motels, a term coined from the words hotel and motor; the first of these opened in California in 1924.

More go, better whoa
Ford introduced the first low-priced V-8 car in 1932. As cars became more powerful, automotive safety became an important consideration. Laminated safety glass was introduced and subsequently tempered for greater strength. Higher speeds led to the need for better brakes and inefficient mechanical systems were replaced by hydraulic drum brakes and improved friction materials. The shortcomings of the drum brake system, particularly brake fade, were overcome by the gradual adoption of disc brakes. Anti-lock brake systems have now been adopted on cars, motorcycles and even semi-trailers and have been integrated into sophisticated electronic traction control and vehicle stability systems.

How illuminating
Buick introduced turn signals in 1939 and sealed beam headlamps were adopted in the early '40s. Windshield wipers operated by engine vacuum often slowed or stopped at inopportune moments and were supplanted by electric wipers in the early '50s. Power steering was introduced on the 1951 Chrysler Imperial and eased the effort involved in parking and other low speed maneuvers.

Left foot gets a rest
Cadillac's introduction of the synchromesh manual transmission in 1928 added convenience to the driving experience. A major development occurred in 1940 when Oldsmobile offered the "Hydramatic" fully automatic transmission, the first of its kind in a production car. This milestone was perhaps as important as Charles Kettering's self-starter in extending the motoring experience to previous non-drivers. Now, almost anyone could drive.

Monster motors
The 'fins and chrome" styling excesses of the '50's led to the muscle car decade in the 60's. Beginning with Pontiac's GTO, the major auto manufacturers one-upped each other constantly and each new model year saw bigger and more powerful engines shoehorned into a variety of intermediate size cars. This performance binge came to an end in the early '70s, a victim of emission regulations, unleaded gasoline and insurance costs. But it was fun while it lasted!

Early electronics
The OPEC oil embargo in 1973 created gasoline shortages and pushed prices sky high. North American manufacturers reacted by downsizing their cars and increasing engine efficiency through technology. This new technology included set-and-forget electronic ignitions, the forerunners of today's computerized engine management systems. Precise ignition systems such as Chrysler's 1976 "Lean Burn" permitted better fuel mileage, reduced emissions and greater engine power.

Goodbye, transmission hump
Spurred by competition from economical and inexpensive imports, the Big Three took a radical step in 1978. Chrysler's Dodge Omni and Plymouth Horizon were the first transverse engine, front wheel drive, subcompact cars produced in North America and they were quickly followed by similar designs from Ford and General Motors. Although this technology was not invented in North America, it offered greater simplicity and improved passenger space in a smaller package and it remains the design of choice today.

The intake stroke
Along with electronic ignitions, fuel injection appealed to engineers who were driven by the conflicting dictates of fuel efficiency, engine output and smooth running. The 1954 Mercedes Benz 300 SL pioneered the use of fuel injection on a production car but cost and complexity delayed the general adoption of fuel injection for decades.

Winter beaters
In the snow belt, electronic ignitions and fuel injection offered the additional advantage of much improved starting at sub-zero winter temperatures. Another significant development for winter drivers was the adaptation of all wheel drive systems to passenger cars. This traction-enhancing technology was pioneered in the U.K. by Jensen on its 1966 Interceptor FF models. In North America, the Eagle sedans and station wagons introduced by American Motors Corporation in 1980 were the first models to feature a convenient, full-time, four wheel drive system. Misunderstood and underrated by many drivers, modern all wheel drive systems such those offered by Subaru are unnoticeable in operation and contribute greatly to winter driving safety.

Hands off
Automotive maintenance and repair have been revolutionized by the electronic components in modern vehicles. Gone are the days when most backyard mechanics could easily perform an annual tune-up. Maintenance intervals have been greatly extended and troubleshooting has been simplified by on-board diagnostic systems but drivers have been forced to keep "hands off" all but the most basic of tasks.

Wait, there's more
Today, the pace of automotive innovation is accelerating as car manufacturers increasingly use technical gadgetry to attract buyers. GPS and cellular-based navigation and emergency communication systems such as General Motors' OnStar and Ford's RESCU add security and peace of mind to automobile travel while second generation air bag and seat belt technology offers greater protection in the event of collision. The use of materials such as aluminum and composites is increasing and will result in light and efficient cars without sacrifices in vehicle integrity and passenger protection.

Without a doubt, the automobile's second century will be even more eventful and exciting than its first!


Copyright © 2003 Murray Jackson All rights reserved.
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