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Over the next few years, electric vehicles from different automakers began popping up across the U.S. New York City even had a fleet of more than 60 electric taxis. By 1900, electric cars were at their heyday, accounting for around a third of all vehicles on the road. During the next 10 years, they continued to show strong sales.

Yet, the vehicles developed and produced in the 1970s still suffered from drawbacks compared to gasoline-powered cars. Electric vehicles during this time had limited performance -- usually topping at speeds of 45 miles per hour -- and their typical range was limited to 40 miles before needing to be recharged.

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Steam-powered road vehicles, both cars and wagons, reached the peak of their development in the early 1930s with fast-steaming lightweight boilers and efficient engine designs. Internal combustion engines also developed greatly during World War I, becoming simpler to operate and more reliable. The development of the high-speed diesel engine from 1930 began to replace them for wagons, accelerated in the UK by tax changes making steam wagons uneconomic overnight. Although a few designers continued to advocate steam power, no significant developments in the production of steam cars took place after Doble in 1931.

Whether steam cars will ever be reborn in later technological eras remains to be seen. Magazines such as Light Steam Power continued to describe them into the 1980s. The 1950s saw interest in steam-turbine cars powered by small nuclear reactors[19] (this was also true of aircraft), but the fears about the dangers inherent in nuclear fission technology soon killed these ideas.

Electric cars enjoyed popularity between the late 19th century and early 20th century, when electricity was among the preferred methods for automobile propulsion. Advances in internal combustion technology, especially the electric starter, soon rendered this advantage moot; the greater range of gasoline cars, quicker refueling times, and growing petroleum infrastructure, along with the mass production of gasoline vehicles by companies such as the Ford Motor Company, which reduced prices of gasoline cars to less than half that of equivalent electric cars, led to a decline in the use of electric propulsion, effectively removing it from important markets such as the US by the 1930s. 1997 saw the Toyota RAV4 EV and the Nissan Altra, the first production battery electric cars to use NiMH and Li-ion batteries (instead of heavier lead acid) respectively.

In recent years, increased concerns over the environmental impact of gasoline cars, higher gasoline prices, improvements in battery technology, and the prospect of peak oil have brought about renewed interest in electric cars, which are perceived to be more environmentally friendly and cheaper to maintain and run, despite high initial costs.

Nicolaus Otto and Eugen Langen had built a working engine in 1867. About 1870, in Vienna, Austria-Hungary, inventor Siegfried Marcus put a liquid-fueled internal combustion engine on a simple handcart which made him the first man to propel a vehicle by means of gasoline. Today, this is known as "the first Marcus car" but would be better described as a cart. His second car, built and run in 1875, was the first gasoline-driven car and is housed at the Vienna Technical Museum.[27][28] In 1883, Marcus secured a German patent for a low-voltage ignition system of the magneto type; this was his only automotive patent. During his lifetime, he was honored by some as the originator of the motorcar but his place in history was all but erased by the Nazis during World War II. Because Marcus was of Jewish descent, the Nazi propaganda office ordered his work to be destroyed, his name expunged from future textbooks, and his public memorials removed.[29] John Nixon of the London Times in 1938 considered Marcus' development of the motor car to have been experimental, as opposed to Carl Benz who took the concept from experimental to production. Nixon described Marcus' cars as impractical.[30]

Across the northern US, local mechanics experimented with a wide variety of prototypes. In the state of Iowa, for example, by 1890 Jesse O. Wells drove a steam-powered Locomobile. There were numerous experiments in electric vehicles driven by storage batteries. First users ordered the early gasoline-powered cars, including Haynes, Mason, and Duesenberg automobiles. Blacksmiths and mechanics started operating repair and gasoline stations.[39] In Springfield, Massachusetts, brothers Charles and Frank Duryea founded the Duryea Motor Wagon Company in 1893, becoming the first American automobile manufacturing company. The Autocar Company, founded in 1897, established a number of innovations still in use[40] and remains the oldest operating motor vehicle manufacturer in the US. However, it was Ransom E. Olds and his Olds Motor Vehicle Company (later known as Oldsmobile) who would dominate this era with the introduction of the Oldsmobile Curved Dash. Its production line was running in 1901. The Thomas B. Jeffery Company developed the world's second mass-produced automobile, and 1,500 Ramblers were built and sold in its first year, representing one-sixth of all existing motorcars in the US at the time.[41] Within a year, Cadillac (formed from the Henry Ford Company), Winton, and Ford were also producing cars in the thousands. In South Bend, Indiana, the Studebaker brothers, having become the world's leading manufacturers of horse-drawn vehicles, made a transition to electric automobiles in 1902, and gasoline engines in 1904. They continued to build horse-drawn vehicles until 1919.[42]

Within a few years, a dizzying assortment of technologies were being used by hundreds of producers all over the western world. Steam, electricity, and gasoline-powered automobiles competed for decades, with gasoline internal combustion engines achieving dominance by the 1910s. Dual- and even quad-engine cars were designed, and engine displacement ranged to more than 12 L (3.2 US gal). Many modern advances, including gas/electric hybrids, multi-valve engines, overhead camshafts, and four-wheel drive, were attempted and discarded at this time.

Throughout the veteran car era, the automobile was seen more as a novelty than as a genuinely useful device. Breakdowns were frequent, fuel was difficult to obtain, roads suitable for traveling were scarce, and rapid innovation meant that a year-old car was nearly worthless. Major breakthroughs in proving the usefulness of the automobile came with the historic long-distance drive of Bertha Benz in 1888, when she traveled more than 80 km (50 mi) from Mannheim to Pforzheim, to make people aware of the potential of the vehicles her husband, Karl Benz, manufactured, and after Horatio Nelson Jackson's successful transcontinental drive across the US in 1903 on a Winton car. Many older cars made were made with an assembly line that would help mass-produce cars, a system that continues to be used because of its efficiency.

Within the 15 years that make up this 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 Systme Panhard was widely licensed and adopted that recognizable and standardized automobiles were created. This system specified front-engine, rear-wheel drive internal combustion-engine 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.

The 1908 New York to Paris Race was the first circumnavigation of the world by automobile. German, French, Italian, and American teams began in New York City 12 February 1908 with three of the competitors ultimately reaching Paris. The US-built Thomas Flyer with George Schuster (driver) won the race covering 35,000 km (22,000 mi) in 169 days. Also in 1908, the first South American automobile was built in Peru, the Grieve.[50] In 1909, Rambler became the first car company to equip its cars with a spare tire that was mounted on a fifth wheel.[51]

American auto companies in the 1920s expected they would soon sell six million cars a year but did not do so until 1955. Numerous companies disappeared.[53] Between 1922 and 1925, the number of US passenger car builders decreased from 175 to 70. H. A. Tarantous, managing editor of "MoToR Member Society of Automotive Engineers", in a New York Times article from 1925, suggested many were unable to raise production and cope with falling prices (due to assembly line production), especially for lowpriced cars. The new pyroxylin-based paints, eight-cylinder engine, four-wheel brakes, and balloon tires as the biggest trends for 1925.[54]

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 during 1946. It was in this period that integrated fenders and fully-closed bodies began to dominate sales, with the new saloon/sedan body style even incorporating a trunk or boot at the rear for storage. The old open-top runabouts, phaetons, and touring cars were largely phased out by the end of the classic era as wings, running boards, and headlights were gradually integrated with the body of the car.

Automobile design and production finally emerged from the military orientation and other shadow of war in 1949, the year that in the US saw the introduction of high-compression V8 engines and modern bodies from General Motors's Oldsmobile and Cadillac brands. Hudson introduced the "step-down" design with the 1948 Commodore, which placed the passenger compartment down inside the perimeter of the frame, that was one of the first new-design postwar cars made and featured trend-setting slab-side styling.[55] The unibody/strut-suspended 1951 Ford Consul joined the 1948 Morris Minor and 1949 Rover P4 in the automobile market in the UK. In Italy, Enzo Ferrari was beginning his 250 series, just as Lancia introduced the revolutionary V6-powered Aurelia. 2351a5e196