1900 Wood electric truck . In the late 1800s, a new concept—the department store offered urban shoppers expanded services, including free delivery in horse-drawn wagons. In 1898, New York City’s B. Altman & Company began to experiment with electric trucks, including this one that made twice-daily trips from a warehouse to a distribution center. The huge investment in new technology helped B. Altman improve service and—perhaps—save money over time.
1912 Rambler Knickbocker. Seven feet, seven inches tall, this limousine was designed to make a grand entrance. And it wasn’t short on style, either. Even the chauffeur’s compartment was done up in leather and mahogany. The owners gazed at the world through French plate-glass windows or shut out prying eyes with silk curtains. They enjoyed an umbrella holder, a hat rack, a flower vase, and interior electric lights to illuminate them all.
1950 Nash Rambler Convertible. In the 1950s, big cars ruled. Even low-priced cars like Plymouths, Chevrolets, and Fords were good-sized. The Nash Rambler was smaller and cheaper, with similar interior room. Smallness was not attractive in itself, so Nash pitched the Rambler as a small car that seemed big. But if big was so appealing, why build small cars at all? The sale, figures added up to one answer—don’t.
1983 Honda Accord LX sedan. For decades, most Americans thought small cars were cheap and should be cheap. In the 1980’s, the Honda Accord challenged that attitude. It was similar in price to the Chevrolet Impala, which was three feet longer with twice the horsepower. But the Honda was well built and reliable. Sales steadily increased.
1931 Duesenberg Model J. Fred Duesenberg set out to build an automotive masterpiece. Its superlative engineering included a 265-horsepower engine that could push the car to a 116-mph top speed. Duesenberg built only 481 Model Js between 1928 and 1935. No two are identical because independent coachbuilders crafted each body to the buyer’s specifications.
1937 Cord 812 convertible. Although it was not the most expensive car of its day, it was pricey. And although it was not the first, the Cord was the only front-wheel drive production car available in American for the next three decades.
913 Scripps-Booth Rocket cyclecar. In 1912, a new European fad took America by .storm: the cyclecar—slim, light, cheap, with a motorcycle engine. By 1914, Americans could choose from over 80 home-grown versions. Most were poorly built and rattled to pieces on America’s rough, unpaved roads. And by 1917, a durable five-passenger Ford Model T cost $25 less than this Scripps-Booth. The cyclecar fad was over.
1949 Ford sedan. The redesigned Ford was just the kind of car people wanted in 1949. Its smooth sides—with no separate fenders—were sleek, modern, and radically different from the prewar look. It offered the cushy ride most Americans preferred. Efficient use of space provided a big trunk, easily swallowing groceries or luggage for growing families. Its features became typical of American family sedans in the 1950s.
1906 Ford Model N. Tw-seater runabouts like this one were favored by middle-class Americans who could afford one. They were faster and more rugged than buggy-style high-wheelers. This Ford Model N offered four cylinders and a slaft drive, plus it cost less. At $500, it became the bestselling car in America. But it was too small for most families.
