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• The vast majority of electric vehicles are holding on to their original range even after years of driving, according to a new report.
• Even after three to five years, the range retention on modern battery-powered cars is impressive.
• Automakers have started including buffers to minimize perceived degradation.

Electric vehicles are holding on to their range far better than many buyers expect, and now fresh data from more than a billion miles of real-world driving is backing that up in a new way. In addition to constantly improving battery technology, automakers are also using software to keep the driving range more consistent over a period of time.

EV analytics firm Recurrent said in a report on Thursday that most EVs on the market lose very little usable range in their first several years on the road. The average EV now retains 97% of its range after three years of ownership and 95% after five years on the road. Put simply, an EV with 300 miles of range when new should still deliver 291 miles after three years and 285 miles after five, according to Recurrent.

Photo by: Patrick George

Range anxiety has long been one of the biggest barriers for EV buyers, even though there’s now a robust number of EVs on sale today across segments with at least 300 miles of EPA range. Many new EVs in premium segments are pushing over 400 and even 500 miles of range. However, it’s not always about how far a car can go when new. The other question is what happens after a few years of ownership. 

That’s where the new data helps cut through the noise. Strong range retention can support resale values, make used EVs less risky, and give buyers more confidence that they are not settling for something subpar compared to combustion vehicles. 

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Recurrent used historical data to come to this conclusion. About 68% of model year 2023 EVs are still exceeding their EPA range today, the firm said. However, it is using a slightly different metric called Expected Range, derived from real-world driving data that factors in things like climate, driving conditions, and battery age. It also projected that a model year 2026 EV with 325 miles of range, for example, will still deliver 301 miles of range in 2031.

According to the report, EV brands with no significant range loss after five years of ownership include Cadillac, Ford, Hyundai, Mercedes-Benz, and Rivian. 

There are a bunch of reasons why this is happening. Automakers are able to minimize range loss over the years by releasing reserve battery capacity and tuning range algorithms with over-the-air software updates as the vehicles age, Recurrent said. Many include a “buffer” of unused cell capacity early on, which allows the car to automatically unlock that capacity later on to erase the effects of degradation.

Photo by: Lucid Motors

But that’s not it. Automakers and battery companies have been laser-focused on improving the underlying battery tech. Batteries now get a higher energy density, translating to more miles from a similar-sized pack. Things like a cell-to-pack design reduces weight, so more of the car’s floor can store energy. Add to that sophisticated thermal management systems, aerodynamic improvements, and the gains are happening without needing dramatically bigger packs or different chemistries.

In fact, InsideEVs’ own analysis projects that the U.S. will have over 60 EVs with over 300 miles of range by the end of this year, up from 43 last year and 35 the year before. Of course, driving range largely varies across models and segments and continues to be impacted by the weather, driving styles, and road conditions. But with the U.S. public charging infrastructure also growing quickly, range anxiety is increasingly becoming a problem of the past. 

Contact the author: suvrat.kothari@insideevs.com

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Your car’s steering wheel is one of its most-seen and most-touched features, but unless you hate it, you probably don’t give it a lot of thought. Automotive engineers have, which is why there have been so many interesting, unique designs over the years. Kelley Blue Book celebrates our 100th anniversary in 2026, giving us the perfect opportunity to look back at the steering wheels that have guided automotive interior design over the past century.

Before the Steering Wheel

Some of the earliest automobiles didn’t have steering wheels. Instead, they relied on tiller-style controls. That might seem dangerous at first, but cars of the late 1800s had very modest top speeds, such as the Benz Patent-Motorwagen, which maxed out at around 10 mph. It didn’t take long for speed-hungry drivers to figure out that a wheel provides much better control. One of the earliest steering wheel fitments is credited to a racer driving a 4-horsepower Panhard.

1920s through 1930s

As fun as that history lesson was, we’re only here to talk about the last 100 years. While car steering wheels had horn buttons in the 1920s, most were otherwise very simple. A ring for grip and spokes to connect the wheel to the steering column formed the basis of automotive steering wheel design for decades, though Cadillac pushed those boundaries in the 1930s.

The 1933 Cadillac 355C V8 featured a unique control system on the steering wheel hub that allowed the driver to select one of five ride-control positions, altering the car’s suspension behavior. Buyers had to shell out $2,995 for the vehicle, or almost $76,000 in today’s dollars. Even contemporary Duesenberg cars didn’t have such luxuries. 

1940s through 1960s

The 1940s brought a bit more fun to steering wheel design, with color-matched spokes, chrome rings, and fancier grips becoming common in American cars. While they looked incredible, those innovations didn’t add functionality, and they negatively affected crash safety.

The decorative trend continued into the 1950s, though automakers’ logos became much more elaborate during the decade. Cars like the 1953 Chevrolet Corvette featured colorful enamel badges in the center of the steering wheel.

Steering wheel designs leaned into a futuristic look as the industry transitioned into the 1960s, as the Space Race hit full steam. Automakers still relied on chrome accents and pops of color, but the designs became wilder, with more intricate shapes and unique fonts in the logos. Some steering wheels, such as the Ford Mustang’s, took on a fighter jet look, with striking holes in the spokes and bold metal designs. 

1970s and 1980s

The 1970s were the decade of drab car colors, and steering wheels weren’t much more exciting. European brands such as Mercedes-Benz had steering wheels that were all business, with blocky shapes and plain, black plastics. The American automakers relied on geometric designs, with even the upscale brands and sports cars employing relatively boring steering wheels. 

Technology was a big deal in the 1980s, and every automaker wanted to show how far it could go. The steering wheels in some production cars looked like they had been ripped straight out of a concept car gallery, and concept cars took things to an entirely new level. Some cars, such as the Subaru XT, offered funky asymmetrical steering wheels, while others, like the Pontiac Grand Prix, packed in as many buttons as could fit into the center of the wheel. 

1990s and 2000s

Automakers returned to more muted designs in the 1990s, but the big story in that decade was the increasing availability of airbags. While front airbags became mandatory in late 1998, many companies began equipping them as standard or available features much earlier. 

Things didn’t change much in the early 2000s, though steering wheel control buttons for audio systems, cruise control, and other functions became more common. Some, especially sportier models, employed more ergonomic shapes, with indentations for the driver’s thumbs and fingers to assist with grip.

2010s Through Today

With the rise of touchscreens in the 2010s, some automakers brought touch-sensitive controls to steering wheels later in the decade. That trend continued into the 2020s, though backlash from owners and critics has pushed some companies to rethink that approach. Yoke-style steering wheels have also started popping up, with Tesla, Lexus, and other brands offering the unique, two-handed shape.

Concept Car Steering Wheels

Without the need to be practical, safe, or even usable, concept cars have always pushed the boundaries of design. Concept steering wheels take on wild shapes and often lack features their production-ready counterparts require, such as airbags, horn buttons, and turn signal stalks. Some look as if they were taken straight out of a video game, while others lean heavily into motorsport, with Formula 1-inspired controls and hand grips. Automakers use concept cars to test new design and technology elements, many of which don’t make it to production models, but yoke-style steering wheels discussed earlier are a great example of how forward-looking components can make their way into everyday vehicles.

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Car trends don’t always vanish. They peak, fade, and reappear in new forms. Culture, technology, and the messages people want to convey about themselves shape these industry fads.

Over the past 100 years, automotive fads have defined entire eras; some are flashy, some functional, and all have reflected their time. And while many no longer dominate the road, their influence is still visible in today’s vehicles.

In celebration of Kelley Blue Book’s 100th anniversary this year, here is a look at 10 car fads that have left lasting imprints on the automotive industry.

Tailfins turned cars into rolling sculptures. Early designers took inspiration from jet aircraft and the Space Race to create them. Automakers then competed to design bigger, sharper, and more dramatic rears, especially for luxury models.

This influence remains in the sharp lines and aerodynamic accents of today’s vehicles, which still echo the same desire for motion and a futuristic look.

In mid-century America, chrome wasn’t a detail; it was artistic expression. Chrome grilles, bumpers, mirrors, and trim all glistened in the sun, signaling luxury and industrial progress.

Automakers still use chrome sparingly to highlight premium features today.

Wood paneling evolved into a defining feature of the American family wagon. From the 1940s until about the 1990s, it was equal parts nostalgic and practical, until it wasn’t. It came to symbolize family life and suburban expansion.

It has now moved inside vehicles and is used in upscale interiors rather than on exterior panels.

Before cupholders and center consoles took over, the front bench accommodated three passengers. Bench seating up front created a more communal driving experience, reflecting a more social approach to car interiors.

Automakers still include bench seats in some trucks, but bucket seats and tech-heavy consoles mostly replaced them.

At one point, convertibles weren’t niche; they were everywhere, bringing open-air driving and representing freedom, leisure, and status. They spoke to the more emotional side of driving.

Convertibles still exist, but now predominantly as lifestyle vehicles rather than daily drivers.

T-tops offered some of the appeal of open-air driving without fully sacrificing structural rigidity. They became especially popular in sports cars in the ’70s and ’80s, and showed how automakers could balance style, safety, and engineering.

The T-top spirit continued in targa roofs, where the original idea transformed into a more polished, comfortable mass‑market interpretation.

In the 1980s, glowing digital dashboards promised a glimpse into the future. Early LCDs and LEDs replaced analog gauges, bringing a tech-driven, futuristic feel to everyday driving.

Today’s fully digital instrument clusters are a direct evolution, but now they are far more advanced.

Pop-up headlights gave a car a clean silhouette by day and personality by night. Few elements captivated people quite like this — an innovation that made the car feel as if it had awakened, merging technical brilliance with a touch of personality.

They were removed from circulation, but they remain beloved among enthusiasts.

Hydraulics transformed old-school cars from beautiful driving machines into vehicles capable of theatrical performances. Vehicles could bounce, tilt, and dance, transforming driving into a visual experience deeply rooted in community and culture. This automotive era shifted cars from mere transportation to a form of self-expression.

Hydraulics still thrive in lowrider culture, even if they are less prominent in the mainstream.

The body kit era pushed customization to extremes, with oversized bumpers, flared fenders, and bold graphics. Cars became canvases for identity, influenced by street racing culture and early 2000s media. Customization became more accessible, and in this car culture, anyone could build something unique.

Today’s customization tends to be leaner and cleaner, but personalization is still central in enthusiast culture.

What Fads Await Automotive’s Future?

Looking back across a century of automotive trends, one thing becomes clear: Car fads aren’t just about the cars. They reflect what people value. They’re how people express identity and show a glimpse of what the future looks like in a given moment, from tailfin shapes during the Space Race to tuner builds influenced by music and film. Automotive trends capture cultural shifts. Yesterday’s bold experiment often becomes today’s creative spark. They never really go away. Instead, they evolve, waiting for their comeback.

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“Sebring always was an adventure to me, because it had the unexpected,” Hans-Joachim Stuck recalls.

The German sports car racing maestro they call “Strietzel” won the 12-hour race twice overall and claimed a class victory in 1993—each time in Porsche machinery. This year marks the 40th anniversary of his first Sebring victory in 1986 behind the wheel of a Porsche 962 he shared with late teammates Jo Gartner and Bob Akin.

Reflecting on his achievements there ahead of this year’s running, Stuck still considers Sebring a “real” racetrack. “It was an old airfield, which still, up to now, [has] the same concrete,” he said. “And it requires a lot of experience, a lot of braveness to drive fast there.” He credits his Porsche engineers for making his experiences on the infamously bumpy circuit not only successful, but safe. The way Stuck sees it, those two facets are intrinsically linked.

“With the Porsche [962], we always had to make—thanks to [engineers] Norbert Singer and Roland Kussmaul and the other guys—a very special setup for Sebring,” he said. “And the cars, being a Porsche there, it was not only fantastic, but it was also insurance, because Norbert Singer, who built those cars and created those cars, for him, driver safety was number one.

“So it could be safe that no wheels are falling off, like other cars I drove in my career—wings were falling off, things like this. Here, sitting in a Porsche was kind of insurance, and you could really concentrate on the high-speed racing that was fantastic for a driver. Otherwise, you’re feeling anxious about losing this or that, or that breaks. You could really go 100% with the car and not think about these funny things.”

Stuck recalls a similar feeling at Le Mans, which may lack Sebring’s spine-shattering concrete, but, of course, makes up for that with terrifying long-distance speed. And remember—he was there before they put chicanes on the Mulsanne.

“Le Mans is sort of a normal road, and any other race car I drove there, I always had to concentrate in a straight line,” Stuck said. “In the Porsche, you could take the hands off the wheel and it went, because Norbert Singer created a special suspension with track and toe for Le Mans, that the driver could really concentrate on driving.”

Stuck ultimately won both the 12 Hours of Sebring and 24 Hours of Le Mans overall for the first time in 1986. He remembers the Sebring victory especially fondly because of who he shared it with.

“I must say, the [1986] one with Jo Gartner and Bob Akin was really fantastic because, you know, Jo Gartner, we had a special friendship, and the more I regret when he was killed at Le Mans,” Stuck said. “Jo wasn’t only a good friend—he was a very good driver. He was a driver that also listened to others. He learned, he wanted to know what to do, and he obeyed rules that we made, especially for Sebring: Be careful with the overtaking, with the lapping, it’s a long race. Jo was fantastic.”

Just weeks after that Sebring triumph, Gartner was tragically killed in a crash partway through the 24 Hours of Le Mans, competing with Stuck in a different team’s 962.

“When you see how many drivers and friends we lost in the days of Group C, because of all kinds of things that happened—I mean, imagine, we had aluminum chassis, you know?” Stuck said. “Now you have carbon-fiber chassis, which is always a life insurance. But you had to adapt yourself to what you had and take your chances and decide yourself how many percent out of 100 you wanted to go. And this is always a personal thing, and it depends also on the race situation.”

Stuck said he was able to simply “switch off and go” when he was suited up and in the car. Only afterwards would he actually consider the close calls and brushes with danger.

“When the race is over, you sit and talk to the guys and go, ‘Jesus Christ, I was totally crazy, but it worked,’ you know, and I’m lucky I was one of the guys that survived,” Stuck said. As awful as some of his crashes were, he also notes that they could’ve been worse.

“When I had an accident, I was lucky not to hit something with the front; it was mostly with the rear,” Stuck said. “It could’ve been the other way, and I wouldn’t be here.”

Sports car racing began to change in the mid-’90s, as Group C dissolved and the GT1 class entered the spotlight. Stuck turned the bulk of the laps at Porsche’s test track to help dial in the 962, playing an instrumental role in shaping it into the titan that it became. He returned to Weissach to create its successor, though the process was different.

“GT1 was a completely different story because, when we started, the first GT1 was a 911 body, then it was cut off behind the seats, and a 962 engine was put in there. Did lots of testing and development there. I mean, it was not always easy, but very interesting.”

Hearing Stuck reflect on his long experience across multiple eras and all the development work he undertook for Porsche, it’s his attitude that impresses me more than anything else. Here’s a veteran driver who knows the rigors of racing firsthand. If anyone is in a position to decry how motorsport has transformed over five decades, this is the guy. And how many of us could argue with him?

But Stuck is open to all of it—alternative fuels, electrification, the lot, at least where it makes sense. He’d prefer new racetracks cool it with their “hundred-meter run-off areas,” provided they’re still safe, of course. “When you talk to drivers, why do most drivers love Monaco?” Stuck asked. “It’s because it’s road car driving. You have to be 100% precise.”

But he’s definitely not one to oppose change. Hell—Strietzel has been itching to have a go in the Porsche 963, the brand’s current IMSA GTP competitor that claimed Porsche’s first Sebring victory in 17 years last season. There’s only one thing stopping him, and at 75 years young, it’s not what you’re probably assuming.

“I couldn’t fit into the car—I was too tall, so this was out of any consideration,” Stuck said. “I think I would love to drive one of these cars nowadays! It must be fantastic, to be able to rely on all these fantastic [technologies].”

And, on the flip side, Stuck reckons that a 963 driver jumping into a 962 for the first time would be “positively shocked” by what the gladiators of 40 years ago achieved in their machines.

“When I was a child, my dad was teaching me how to race. He said, ‘Hey, my friend, there are a few number of races, and at least you have to win one of them: It’s Le Mans, the Monaco Grand Prix, Sebring, and Indianapolis,” Stuck said. “So I can be proud to say, ‘OK, I won Sebring, and I won Le Mans.’”

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While exploring Kelley Blue Book’s centennial celebration, I became interested in the most significant automotive innovations of the last 100 years. I was able to dilute this significant period into decade-sized bites to get to the bottom of what innovations really changed the automotive industry each decade.

Let’s dive in…

The 1920s

The 1920s introduced ordinary Americans to the automotive industry, thanks to Henry Ford’s refinement and implementation of the assembly line. Millions of new buyers gained access to previously too-expensive vehicles thanks to automation, bringing their costs down to between $260 and $850, according to the Henry Ford Museum. This price translates to between $4,500 and $15,000 in 2026 buying power, according to most inflation calculators.

It was also during this time that Los Angeles used-car dealer Les Kelley circulated lists of vehicles he wanted to buy and the prices he was willing to pay. Interest grew, and Kelley’s lists evolved into the first version of Kelley Blue Book in 1926.

Read about Kelley Blue Book’s history
 
With the advent of this new era of car ownership, it quickly became clear that without a closed cabin, the driver and their passengers would be at the mercy of Mother Nature. Early vehicles often looked reminiscent of what came before — essentially a horse-drawn carriage with an open top.

The Birth of the Closed-Body Model A

This need prompted the introduction of closed bodies, often made from fabric or steel early in the decade. At the beginning of the decade, only 16% of vehicles had a closed cabin. However, by the end of the decade, due to the proliferation and widespread adoption of closed bodies by automotive manufacturers, nearly 90% of vehicles adopted this design. One of the most notable examples of this transition came with Ford’s release of the Model A, featuring a closed top when it debuted in 1927.

The new closed-body design was so popular that upholstery and body shops were often fully booked by customers interested in converting their vehicles from open to closed, preferring to remain protected from the elements. Over time, fabric and canvas tops were replaced with more durable materials such as glass and steel.

This new development, which focused on driver comfort and safety, was the first in a long line of innovations that led to the vehicles we know and love today.

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Like many important automotive innovations, power steering and power brakes were not invented in the era that saw their widespread use. These features were more common on high-end and luxury vehicles at the beginning of this decade. However, by the end of the 1950s, many mid-range cars were also fitted with this groundbreaking technology.

 

The 1950s

It started in 1951 with Chrysler’s Hydraguide hydraulic power steering system.

This system used hydraulic fluid pressurized by a belt-driven pump to push and control steering racks. Hydraguide required regular checks and maintenance to function as designed. The technology set a new standard for luxury in the early part of the decade, and despite being an expensive option at the time, it quickly became popular thanks to the greater ease of driving it offered.

The same popularity and acceptance followed the introduction of power brakes in the early ’50s. Chrysler was an early adopter of hydraulic power disc brakes, which became more commonplace than their traditional (and less effective) drum brake counterparts.

Eventually, these systems were replaced by the electronically controlled versions we know today, but at the time, these innovations made vehicles more accessible and practical for millions of drivers.






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The 1960s were an era defined by societal change, significant cultural events such as the Moon landing, the birth of the pony car, and the rise of critical safety regulation in the automotive industry.

The Invention and Its Effect

In the early 1960s, most vehicles on the road used the classic lap seatbelt common to cars of the era. In 1959, at the tail end of the ’50s, Volvo designer Nils Bohlin invented the 3-point seatbelt. Volvo then made this innovation freely available worldwide through an open patent.

Though it may not be the most exciting innovation on our list, the 3-point belt is one of the most significant, as it has been directly credited with saving millions of lives worldwide, with regulatory enforcement beginning in 1968 in the U.S..

The credit for the success and importance of the 3-point seatbelt is also clear in its continued use and regulation, more than six decades after its first introduction. 



  

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With the rise of automobiles and production reaching hundreds of millions by the 1970s, it was clear that emissions and smog were becoming a problem, especially in large cities.

The Clean Air Act of 1970

A significant step toward addressing the rise in toxic emissions began with the Clean Air Act of 1970. This legislation paved the way for regulation, which led to the introduction of catalytic converters first in California. 

 

“The problem with automobile engines is that the by-products of combustion are not entirely carbon dioxide and water, but also contain unburned or incompletely burned gasoline, carbon monoxide, and nitrogen oxides. The catalytic converter was designed to correct this problem.” – Robert E. Haag in an article for EBSCO, a leading information services provider.
 
By 1975, there was significant resistance from some members of the automotive industry, such as Chrysler Vice President Alan Loofbourrow, who insisted that catalytic converters were “the dumbest thing that ever happened to the automobile.” However, the 2-part catalytic converters had become standard equipment for the majority of vehicles by the end of the decade, improving efficiency and air quality. This also led to lead being removed from gasoline (as it would contaminate the converters) and was an overall step toward public awareness of environmental concerns tied to vehicles.

An Unintended Side Effect

The introduction of catalytic converters stands as one of the first major efforts in automotive environmental protection, rather than a component intended solely to improve the driving experience. Ironically, this focus on improving air quality actually led to improved horsepower and efficiency, as previously, engineers had tried to work around emissions by detuning engines and sacrificing performance.

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As Kelley Blue Book celebrates 100 years, we couldn’t resist looking back at the car that dominated the scene a century ago: the Ford Model T. From 1908-1927, Ford built and sold more than 15 million examples of the Model T. In the process, the company altered the automotive landscape forever with engineering and manufacturing innovations that reshaped how cars were made — and who could afford them. The Model T’s legacy still echoes in today’s modern vehicles.

From 1920-1926, the Model T accounted for nearly half of all automobile sales, making it the most popular car in America 100 years ago. Fast forward a century, and which vehicle now claims that kind of dominance? Ford still came out on top in the U.S. in 2025 with its F-series, but in electric vehicles (EVs), Tesla’s Model Y took the crown.

To get a clearer sense of the of the past century’s transformation, let’s explore which Model T ideas persist today in modern EVs like the Model Y. With the help of the California Automobile Museum’s Model T collection and the Pit Crew (the volunteer experts who maintain the museum’s collection), we identified several features and engineering principles that have evolved over the past century yet still show up today.

1926 models and 2026 models may look like utterly different cars, and in many ways, they are. However, a closer look reveals what has been preserved, refined, and reimagined to meet the demands of a changing world.

Left-Hand Drive Enters the Scene 

The Model T shipped to its first customer on Oct. 1, 1908. One of its simplest and most striking features? Left-hand drive (sometimes called “left-hand steering”), with the operator seated on the left side of the vehicle. Early car models almost exclusively employed right-hand drive, with a few exceptions. For example, early Knox automobiles, circa 1900-1905, employed left-hand drive, though these cars used a tiller rather than a wheel. Left-hand drive works best for right-hand traffic, especially on bidirectional roads.

It wasn’t until the Model T, however, that left-hand drive became standard for American cars. The design made entering and exiting the car easier and safer. A century later, today’s Model Y may have sleeker door handles, but drivers still steer on the left, and passengers still step out onto the curb, not into traffic (though right-hand-drive models are available in countries like the United Kingdom and Japan that drive on the left).

Transmission Transformations 

“One of the most interesting aspects of the Model T is the transmission,” said Richard Markwell, California Automobile Museum Model T expert and Pit Crew member. “It uses a planetary gear system, which is the gear system that’s very close to what you still have in your automatic transmission today.”

The Model T’s pioneering 2-speed transmission featured an outer ring gear, a central “sun” gear, and multiple “planet” gears working concurrently to provide a smoother shifting experience. Cotton or wood bands clamped around drums controlled the gear ratios. The Model T used a hand lever for throttle, and three foot pedals: one to shift between low/neutral/high, one for reverse, and one for braking.

Driving a Model T required constant manual input from the driver. Markwell, who also teaches Model T driving classes at the museum, explained that even drivers long-accustomed to modern manual transmissions have to adjust to the Model T’s unique control layout. “I had a ball with someone who’d been driving trucks all his life,” said Markwell. “He’d come up to a stop sign, and he’d push that clutch all the way down to be in neutral. Well, with this car, nope, he’s in low gear!” Don’t worry; Markwell assures us that once you get the hang of it, you can get your Tin Lizzie quite safely on down the road. 

Jump ahead 100 years, and the transmission on a Model Y looks like something entirely new, but parts of its lineage trace back to early transmission innovation. The original Tesla Roadster shipped with multi-speed gearboxes, but they weren’t optimal. Over time, EVs gravitated toward fixed-gear, single-speed, direct-drive setups that better suit electric motors’ high-torque outputs. Now, no shifting is needed, and drivers can manage many settings automatically, often via a screen.   

Differential Convergences and Divergences 

To manage power distribution to the wheels during turns, both the Model T and Model Y employ differential gears. With 100 years between them, the implementations look different, but the core idea — allow left and right wheels to rotate at different speeds — remains virtually the same.

The Model T had an open rear-wheel differential assembly containing a ring-and-pinion set, axle shafts, and spider gears. This setup allowed the rear wheels to rotate at different speeds in a turn, but it could struggle on slippery surfaces, sending power to the wheel that had the least resistance. Some models used worm-gear differentials for increased power.

The Model Y evolves this piece of engineering while also using open differentials. Depending on the variant, this may apply to either or both axles. Tesla uses a sealed “drive unit” that houses the motor, gearbox, and differential together. It’s a highly computerized unit that manages torque efficiently, and the mechanical underpinnings of the differential aren’t worlds apart from their forebears in the Model T. 

Getting in Shape: Body Evolution 

Early Model T examples primarily used wood framing and strong, lightweight vanadium-alloy steel body panels that could flex to absorb the bumps of rough roads. The cars also prominently featured brass in elements, including radiator shells, headlamps, and hubcaps, until about 1915.

As World War I began, materials were redirected to war efforts and munitions, effectively ending the Model T’s “Brass Era” and ushering in an era of black-painted steel parts. This also coincided with Ford’s famous line, “Any customer can have a car painted any color that he wants so long as it’s black.” Prior to 1914, the Model T had been available in a variety of paint colors. 

While the Model Y uses very different materials, we can see a similar engineering philosophy to meet its needs. Where Ford used vanadium-alloy steel for its flexibility and affordability, Tesla uses a mix of lightweight aluminum and high-strength steel to achieve similar goals of reduced mass and improved safety.

Manufacturing, Mass Production, and Assembly Line 

Ford built his first internal combustion engine in 1893. “They call it the ‘kitchen sink engine’ because he made it in his kitchen sink,” Markwell said. “From there, Ford failed at a number of business attempts until the Model T.” With that vehicle, Ford helped revolutionize automobile manufacturing and assembly.  

In 1913, Ford created his moving assembly line, combining interchangeable parts, subdivided labor, and the movement of materials down the line. Consequently, the Model T, while undergoing modifications over the years, remained largely the same as its early models. “He really wanted to keep to the basics the same for as long as he could so that he could improve his profit margin on the automobile and keep the cost low for buyers,” Markwell said.  

Ford was also known for contracting out certain parts to specialized suppliers who could stamp fenders or hoods, for example, rather than doing it in-house. It was relatively unheard of at the time, but by contracting out some parts to specialty suppliers, he cut costs dramatically. Henry Ford wanted to put the “Ford” in “affordability.” The productivity and price cuts enabled by these methods inspired wide adoption of his approach across the industry. A century later, mass-production logic and assembly-line methods remain the industry standard.

While Tesla has been exploring other assembly methods in recent years, most of the Model Y’s production life has still relied on moving assembly-line concepts, refining them with automation, and continually improving computerization. For example, the Model Y assembly line was reduced by about 10% by mounting the front seats and interior module onto the battery pack, which sits on the floor. The entire unit is then brought into the vehicle’s body from below. This method provides more room for teams to work on different parts of the car simultaneously.  

With the Model T, Ford developed the blueprint that is still in use today and will continue to evolve alongside new milestones in manufacturing. 

The Spirit of Innovation 

Despite the century between them, Ford’s Model T and Tesla’s Model Y reshaped the automotive landscapes in which they reigned. A certain pioneering spirit dwells at the hearts of these behemoths of automotive engineering.

“Ford wanted the people who built the cars to be able to afford them,” said Markwell. “Most of the time before that, businesses didn’t care. They just wanted their prices higher and higher because it was feeding their table, not everybody else’s. Ford paid his people well, kept his prices down, and he did this partly by not mandating constant changes in production.”  

It’s a vision that’s still relatable 100 years later, as it can feel harder to find consumers’ interests at the center of business practices. Ford shaped the Model T around the people for whom he was building it. In this simple mission, he created an automotive empire that remains dominant today.

Similarly, Tesla’s vision for EVs, particularly its Model Y, has radically altered the automotive industry. It has used Ford’s manufacturing methods as a springboard for innovations like “megacasting,” replacing dozens of parts with a single large cast aluminum piece to simplify production. Very recently, Ford has signaled interest in similar casting (described as “unibody casting”) for its own next-generation EV efforts. The Model Y’s continuing advances have set the pace for many of its EV competitors.

Here’s to 100 More Years 

There’s a century between them, but the Model T and the Model Y are two cars that helped to shape everything between and much of what’s to come. In the next 100 years, we hope the industry continues to fuse the motivations at the foundations of these two seminal models — a mission of affordability and a continuing push toward technological breakthroughs that will keep all of us driving safely and smoothly into the future.

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