It can be assumed that today's exhibitions of historical models by automobile companies are primarily for advertising and not for a quasi-archaeological work, and therefore restored perhaps look more splendid than originally produced. Thus, the art and craftsmanship remains clearly recognizable and calls for our admiration.

The question remains whether it was the clientele, which was then to be found only in the upper classes of society, which required such small masterpieces. After all, it is technically a matter of testing machines. Even the famous first long-distance ride of Berta Benz with her sons did not go smoothly, made at the destination even the forwarding of a spare repair part necessary.

The American Henry Ford with his first vehicle was much simpler. This does not look bad, but follows rather the motto: 'Let's see if it works.' And it worked, apart from the first night. It is important to remember, however, that this is an original and not a replica. But it was certainly not a design offensive. On the other hand, the tricycle from Benz is almost a work of art. It did not originate in a private environment, but came from a workshop separated from a small factory.

The motor carriage of Daimler and Maybach is quite different. Even though it was a birthday present for Daimler's wife Emma, you rather have the impression that the engine is tried to drive a road vehicle. Its equipment goes to the account of the carriage builder factory Wilhelm Wimpff & Son in Stuttgart. The drawbar is omitted and the engine simply takes the place of one of the passengers.

Of course Daimler and Maybach knew that this was not a real integration of an engine into a vehicle. Much better done seems this with the steel wheel car. A peculiar contrast here is that the engine, which has been strengthened to a two-cylinder engine, is combined with a much more filigree design. The latter is probably due to the participation of knitting machine factory in Neckarsulm, now is even more known as NSU, producer of bicycles and motor vehicles later.

The French, represented by Peugeot here, are already very early. The company is seen as the second eldest still existing car manufacturer in the world. Here the vis-a-vis becomes alive, even if it is unfavourable for the overview by the almost always male driver. Here another variant of 1905, as the one of Henry Ford called Quadricycle, is more favorable, because the driver sits higher behind the front passengers and on a kind of saddle.

A further clear turning away from the carriage time can be seen at the equally sized wheels. This is connected with the other steering, the bogie steering system of a coach, the Ackermann and Lankensperger system of the automobile (picture here in this chapter together with Daimler's motorcycle).

Once again Peugeot. After the turn of the century, the engine moves to where it obviously feels most comfortable. After all, it is only now that its competing against the steam engine and the electric motor becomes successful. And since it is a combustion engine, it needs cooling.

Most manufacturers now combine the front engine with a radiator. Renault is one of the few placing the radiator directly behind the engine. One reason could be the lower air resistance. This might not have been so favorable for the performance of the cooler.

Back to Daimler and to a racing car from 1900 with radiator in front of the engine, for whose technology Wilhelm Maybach is now solely responsible. A problem for the engineer, that can also be seen in the picture above, particularly after a terrible curve accident during race time, is especially the high center of gravity.

Here the solution approach of 1905: The longitudinal beams of the frame are now no longer straight, but make a bow upwards around the front and rear axle. In addition, the engine is no longer placed on, but between the longitudinal beams. Finally, a last look at one of the best-selling cars in the times before 1900, a Benz Viktoria.