From this time on the great industry of to-day advanced in strides and jumps, but while the future had been anticipated in some suggestions and experiments in Europe, at last one great mind had delved into the problem and anticipated the great future of the new type of vehicle in America. Selden, after a decade or more of study and work, and well-directed experiments, had made his own deductions, and with clear discerning had concluded what, to his mind, would be _the_ vehicle in the future. The result of his labors and the subsequent filing, in 1879, of a patent application, when considered in connection with his persistent work from that time on, even to the present day, would seem to justly mark him as the pioneer in this type of vehicle; in fact, he was so called by the Commissioner of Patents of the United States when publishing his annual report, immediately after the issue of Selden's patent.
Then followed the work on carbureters and ignition devices and details of construction adapting the liquid hydro-carbons of uncertain quality to more satisfactory use. Details became and still are numerous, and optional to a great extent, but the liquid hydro-carbon engine of the compression type distinguished the new epoch. The development of the stationary engine operated with gas from receivers also proceeded rapidly in those days, though it was well into the eighties before the gas engine of the compression type involved a commercially successful industry to any extent; not for several years did the principal manufacturers take up commercially the proposition of the liquid hydrocarbon application. The development of the small engine using liquid hydro-carbons received attention from Marcus, in Austria, and the persistent attention of Benz and of Daimler, in Germany. The two latter, furthermore, adapted their engines to vehicles, and enthusiasm was great when Benz ran his three-wheeler, with explosive engine, through the streets of his native town.
England was still shackled; but in France many were inspired to change from steam to the hydro-carbon engine. About 1890 we find several French manufacturers procuring engines, or the right to manufacture the small explosive engines developed by the Germans, and promptly adapting them to their vehicle construction, already well developed for steam propulsion. Panhard & Levassor; Bouton, with his backer, DeDion; Bollèe, now Leon, the nephew; Delahaye and Peugeot, were among the earliest Frenchmen to appreciate the commercial possibilities of the new type. Then the large manufacturers, already experienced in other lines, and particularly in cycle manufacture, entered the field in 1893, 1894 and 1895; among them such old concerns as DeDetrich, manufacturers for one hundred and more years, grasped the opportunity. America was not idle, and while road conditions in this country militated largely against the early attempts in the industry, the efforts of the Duryeas and of Haynes, and various other experimenters, who have since retired, were heard from. It was difficult, however, with the obstacles then existing in America, for these early workers to secure encouragement, and progress was slow, just as the endeavors of Selden and some of the early steam vehicle people had received nothing but discouragement at the hands of those whom they endeavored to lead to the success of large manufacturing undertakings.