page_title: History of the automobile
section_title: Post-war era
hierarchical_section_title: History of the automobile / Eras of invention / Post-war era
caption_attribution_description: English: 1973 Citroën D Spécial sedan. Photographed in Haberfield, New South Wales, Australia.
context_page_description: In 1769 the first steam-powered automobile capable of human transportation was built by Nicolas-Joseph Cugnot.
  In 1803, Hayden Wischett designed the first car powered by the de Rivaz engine, an internal combustion engine that was fueled by hydrogen.
  In 1823 English engineer Samuel Brown invented the internal combustion engine.
  In 1870 Siegfried Marcus built his first combustion engine powered pushcart, followed by four progressively more sophisticated combustion-engine cars over a 10-to-15-year span that influenced later cars. John created the two-cycle combustion engine. The car's third incarnation in 1889 introduced a four-cycle, gasoline-powered engine, an ingenious carburetor design and magneto ignition. He created an additional two models further refining his design with steering, a clutch and a brake.
  The four-stroke petrol internal combustion engine that still constitutes the most prevalent form of modern automotive propulsion was patented by Nicolaus Otto. The similar two-stroke diesel engine was invented by Rudolf Diesel.
context_section_description: A major change in automobile design since World War II was the popularity of ponton style, in which running boards were eliminated and fenders were incorporated into the body. Among the first representatives of the style were the Soviet GAZ-M20 Pobeda (1946), British Standard Vanguard (1947), United States Studebaker Champion and Kaiser (1946), as well as the Czech Tatra T600 Tatraplan (1946) and the Italian Cisitalia 220 sports car (1947).
  Automobile design and production finally emerged from the military orientation and other shadow of war 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. 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. The unibody/strut-suspended 1951 Ford Consul joined the 1948 Morris Minor and 1949 Rover P4 in the automobile market in the United Kingdom. In Italy, Enzo Ferrari was beginning his 250 series, just as Lancia introduced the revolutionary V6-powered Aurelia.
  Throughout the 1950s, engine power and vehicle speeds rose, designs became more integrated and artful, and automobiles were marketed internationally. Alec Issigonis' Mini and Fiat's 500 diminutive cars were introduced in Europe, while the similar kei car class became popular in Japan. The Volkswagen Beetle continued production after Hitler and began exports to other nations, including the United States. At the same time, Nash introduced the Nash Rambler, the first successful modern compact car made in the United States, while the standard models produced by the "Big Three" domestic automakers grew ever larger in size, featuring increasing amounts of chrome trim, and luxury was exemplified by the Cadillac Eldorado Brougham. The markets in Europe expanded with new small-sized automobiles, as well as expensive grand tourers (GT), like the Ferrari America.
  The market changed in the 1960s, as the United States "Big Three" automakers began facing competition from imported cars, the European makers adopted advanced technologies and Japan emerged as a car-producing nation. Japanese companies began to export some of their more popular selling cars in Japan internationally, such as the Toyota Corolla, Toyota Corona, Nissan Sunny, and Nissan Bluebird in the mid-1960s. The success of American Motors' compact-sized Rambler models spurred GM and Ford to introduce their own downsized cars in 1960. Performance engines became a focus of marketing by United States automakers, exemplified by the era's muscle cars. In 1964, the Ford Mustang developed a new market segment, the pony car. New models to compete with the Mustang included the Chevrolet Camaro, AMC Javelin, and Plymouth Barracuda.
  Captive imports and badge engineering increased in the United States and the UK as amalgamated groups such as the British Motor Corporation consolidated the market. BMC's space-saving and trend-setting transverse engined, front-wheel-drive, independent suspension and monocoque bodied Mini, which first appeared in 1959, was marketed under the Austin and Morris names, until Mini became a marque in its own right in 1969. Competition increased, with Studebaker, a pioneering automaker, shutting down, and the trend for consolidation reached Italy where niche makers like Maserati, Ferrari, and Lancia were acquired by larger companies. By the end of the decade, the number of automobile marques had been greatly reduced.
  Technology developments included the widespread use of independent suspensions, wider application of fuel injection, and an increasing focus on safety in automotive design. Innovations during the 1960s included NSU's Wankel engine, the gas turbine, and the turbocharger. Of these, only the last endured, pioneered by General Motors, and adopted by BMW and Saab, later seeing mass-market use during the 1980s by Chrysler. Mazda continued developing its Wanke
caption: 1974 Citroën DS
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