We all know General Motors as an automaker. However, GM also has a storied past in various other industries that many might not consider. In the 1930s, GM's Electro-Motive Division began producing many popular diesel-electric locomotives, and the diesel engines that powered them, for America's railroads. In fact, General Motors largely championed the diesel revolution that forever changed the railroad industry. Here's how.

Before the advent of the automobile and our vast highway and interstate network, railroads were what connected towns and cities, and the routes they traveled helped shape our county. As the railway system evolved, it played a vital role in transporting passengers and freight to new destinations. The transcontinental railroad's completion in 1869 connected the East and West, making cross-country rail travel possible. You may have noticed when driving today's highways that towns and cities are generally spaced 50 to 100 miles apart. That spacing isn't coincidental—it was the distance that a steam locomotive could travel before needing to refill its tender with water. Railroads set up "water stops'' along their track routes, and settlements often emerged as locomotive replenishment afforded time for onloading and offloading passengers and freight. As highways were built, they often paralleled railways, and many of the once-trackside towns and cities remain today. Some even evolved into major metropolitan areas.

Early steam locomotives evolved into massive engineering marvels, but the operating principle remained largely the same as the steam engine developed by James Watt in 1776. Steam power was quite effective, but steam locomotives were costly to operate and maintain. They consumed large volumes of water and fuel, and the frequent replenishment stops lengthened passenger travel time. As highly mechanical machines, strict maintenance schedules had to be followed to maximize locomotive service life. Roundhouses and engine shops were strategically placed along the route where regular maintenance and repairs were carried out by an army of trained workers 24 hours per day.

Automakers found gasoline internal combustion engines to be the most flexible and successful form of propulsion for the automobile industry. Railroads began considering internal combustion engines as an economical alternative to steam power when hauling passengers over shorter routes. McKeen Motor Car Company of Omaha, Nebraska, built the first rail motorcar with a gasoline engine, producing 100 hp, in 1905. Several others followed, but although they were reasonably successful for branch line work, the mechanical geartrain couldn't haul heavy payloads.

Harold Hamilton was a steam locomotive fireman and engineer before managing a motor truck company. He understood the challenges of operating and maintaining steam locomotives as well as the advantages that internal combustion engines possess. During World War I, the government approached Hamilton about equipping his motor trucks with flanged wheels for rail use. The effort proved reasonably successful. Once the war ended, he established the Electro-Motive Company in Cleveland, Ohio, in August 1922, to develop a rail motorcar with an internal combustion engine

Electro-Motive produced its first rail motorcar in 1924. Winton Engine Company, also of Cleveland, supplied the gasoline engine—a six-cylinder that produced 175 hp—as the prime mover. It powered General Electric's propulsion system, which consisted of a generator that provided current to electric traction motors connected to the wheels. While the gasoline-electric rail motorcars were successful, railroads asked Electro-Motive for even greater hauling capacity and top speed. Winton ultimately produced a 400-hp, eight-cylinder engine, but it wasn't enough—larger displacement was required to attain greater output, but the sheer size and weight of such an engine was unreasonable for a standard-size rail motorcar body.

In addition to the gasoline engines that Winton Engine Company sold to Electro-Motive during the 1920s, it produced its own diesel engines for stationary and marine applications. Winton launched a program to develop a compact four-stroke diesel engine for rail motorcar applications. Vice-President of General Motors Research Laboratory Charles Kettering also believed that then-current diesel engine design could be greatly improved. He conferred with Winton, and, in 1928, tasked his research group with developing a two-stroke diesel engine. Despite Electro-Motive being Winton's largest customer, general demand for its internal combustion engines was so great that it taxed Winton's production capacity. The company couldn't financially incur the expense of operation expansion while continuing development of its four-stroke diesel engine. Winton Engine Company was offered for purchase, and General Motors acquired it in June 1930, renaming it Winton Engine Division. Then, in December 1930, the corporation acquired Electro-Motive Company, ultimately renaming it Electro-Motive Division in 1942.

General Motors tested several new diesel engine designs during the early 1930s. One successful result was the Winton 201 series, a two-stroke eight-cylinder that produced 600 hp at 720 rpm. The Burlington Railroad selected a modified Winton 201A for its stainless-steel streamlined passenger train built to showcase the advantages of lightweight construction and diesel-electric propulsion. On May 26, 1934, the Zephyr made a promotional dusk-to-dawn run from Denver to Chicago, completing the 1,000-mile trek in just over 13 hours at an average speed of nearly 78 mph, with top speed exceeding 112 mph! The record-setting run—which took 26 hours by steam power—firmly solidified the future of the diesel-electric locomotive in the railroad industry.

With the dawn of the diesel-electric age upon the railroad industry, General Motors developed its own line of locomotives. Construction of an all-new Electro-Motive locomotive assembly plant in LaGrange, Illinois, began in 1935. The first locomotive produced was a 100-ton yard-switcher powered by the Winton 201A for the Santa Fe railroad on May 20, 1936. Other locomotive manufacturers, such as American Locomotive Company (or ALCO), Baldwin Locomotive Works, and, eventually, General Electric, began developing and/or producing their own diesel-electric locomotives around this time.

As running hours accumulated, operational challenges with the Winton 201A became apparent. Taking the knowledge gained from the 201 program, General Motors began developing an entirely new two-stroke diesel engine. The 567 series—aptly named, as each cylinder displaced 567ci—featured a Vee design, with a cylinder-bank angle of 45 degrees for more compact packaging than the inline Winton 201A. Its modular design allowed for V-6, V-8, V-12, and V-16 variants with outputs that ranged from 600 hp to 1,350 hp, increasing versatility for a wide range of applications. The new 567-series engine and the electric generators and traction motors designed to complement it were produced at LaGrange.

Having a state-of-the-art diesel-electric propulsion system, Electro-Motive set out to produce a single diesel-electric locomotive capable of both heavy-duty freight and high-speed passenger service. The new F-unit, powered by a single V16 567-series diesel engine (the "F" signifying 1,400 hp, rounded up from 1,350 hp), debuted in 1938. It was sleek, attractive, and functional. As a promotional campaign to showcase its abilities, Electro-Motive loaned a lash-up of F-units to several railroads for trial testing in various conditions, accumulating 84,000 miles in the process.

When compared to steam locomotives, the diesel-electric locomotive reduced both operating and maintenance costs by up to 50 percent, operated uniformly and dependably in all weather conditions, reduced travel time, operated more cleanly and quietly, and could be lashed together to increase total power yet require only a single operating crew. Dieselization was in full swing and the Electro-Motive Division was the catalyst for change.

Railroads began ordering Electro-Motive's F-unit locomotives. By 1940, the LaGrange assembly plant was producing about one new locomotive per day. Electro-Motive went on to develop diesel-electric locomotives for a variety of uses, including as yard/terminal switchers, road switchers, and even larger heavy-duty freight and passenger locomotives. The 567-series diesel engine evolved into larger and more powerful versions. In the modern era, Electro-Motive was producing diesel engines displacing as much as 710ci per cylinder, in configurations as large as V-20, and generating more than 6,000 hp.

General Motors and its Electro-Motive Division remained a railroad industry leader until April 2005. Facing fierce competition from other locomotive manufacturers, along with tough economic times, GM sold Electro-Motive to an investment group. In the 75 years that General Motors produced diesel-electric locomotives, it left a legacy of revolutionizing the diesel-engine and railroad industries. Its products were the face of railroading to generations of Americans, and will likely remain for generations to come.

Want more about diesels? Check out episode 25 of HOT ROD Garage, where host Tony Angelo tries something new: a diesel engine swap! Watch him take a 1973 D200 with a badly shaking 400 BB, yank it out, and cram a 1995 Ram 2500 Dodge diesel turbo drivetrain into it. This episode covers the teardown of both trucks, and guest fabricator Colin Jones makes beautiful custom mounts. Sign up for a free trial to MotorTrend+ today and start watching every episode of HOT ROD Garage!

You don't have to tell us; we know what you're considering besides the 2022 Mercedes-Benz C300. Because even though more than a dozen sporty luxury sedans start for less than $50,000, the BMW 3 Series, Audi A4, and the Tesla Model 3 get all the attention these days. Mercedes hopes its new 2022 C-Class reenters the conversation relying on more than just brand cachet, thanks to a fresh design, a mild-hybrid engine, a dizzying array of tech options, and a larger back seat. All the extra content comes at a cost, however: The 2022 C300 4Matic we tested weighed just over 4,000 pounds. That's 300-plus pounds heavier than any of those rivals. So how did it do at the track?

The 2022 Mercedes-Benz C-Class has never been the sportiest car in its segment, and that doesn't change now. Even done up with the AMG Line with Night package, the feeling we get is sportier, not sporty. That's fine, as the C-Class must cater to a much wider variety of customers than, for example, the more entertaining Alfa Romeo Giulia and Genesis G70 sedans. The 2022 C300 AMG Line upgrades the brakes and tweaks the steering and suspension for an experience that wasn't exactly what Road Test Editor Chris Walton expected of a luxury four-door with a three-pointed star in the grille.

"Pretty sporty overall, and more of a driver's car than I imagined it would be," Walton said after driving it on the track.

Some of the C300 AMG Line's sporty feel translates to the street, but the steering lacks the directness of the sporty MotorTrend Car-of-the-Year-winning Giulia and G70. The Benz is more a match for the Audi A4 here, though the A4 outsprints it to 60 mph. Equipped with 4Matic AWD, our 2022 Mercedes C300 test car reached 60 mph in 5.5 seconds, thanks to its 255-hp turbo inline-four and nine-speed automatic transmission. This powertrain is considered a mild hybrid for the way its 48-volt electrical architecture can provide a quick boost of power and torque or turn the engine off when you're coasting down a gentle hill. The basic tech isn't unique to Mercedes, but it is the first time we've seen it on the C-Class; a six-cylinder mild-hybrid engine was the absolute best part of the E450 4Matic we drove for a year.

As for the Audi, we've tested a 261-hp 2022 A4 AWD that hit 60 in 5.2 seconds, swiftly beating both the Benz and a 2020 BMW 330i with xDrive AWD that took 5.5 seconds. Tesla beats all three Germans to 60 mph; the last Model 3 we tested was a RWD model that reached 60 in 5.0 seconds. The real winner here is you. It's staggering how quick normal cars have become, and we're impressed that the Mercedes keeps up with this crowd given its as-tested 4,014-pound curb weight.

Panic-braking performance from 60-0 mph is impressive too. The 2022 Mercedes-Benz C300 4Matic came to a stop in 112 feet compared to 111 feet for the Audi, 114 for the BMW, and 128 for the Tesla.

In other words, the braking distance is better than expected, though pedal feel isn't especially good and initial response is a bit numb. We felt the same way on the street. Making smooth slowdowns more difficult is the nine-speed auto, which occasionally delivers shifts that should be less jerky in everyday driving.

The 2022 Mercedes C300 delivered a solid performance through the MotorTrend figure-eight test, which evaluates braking, acceleration, and handling, as well as the transitions between. The Mercedes finished the course in 26.3 seconds at 0.67 g (average), not far off the Audi A4 (25.9 seconds at 0.70 g average), and just ahead of the BMW 330i (26.6 seconds at 0.66 g average). The 2019 RWD Tesla Model 3 nearly tied the AWD C300 with a time of 26.4 seconds at 0.69 g average. The bottom line here is that at the limit, all these cars are athletic. In the Mercedes, however, we had busy hands on the figure-eight course. It felt like there must be some all-wheel-drive shenanigans going on because the car oscillated between understeer and oversteer all the way around the skidpad.

The 2022 Mercedes-Benz C300 holds its own on the track and drives well on the street too. The C300 AMG Line version even soaks up most minor road imperfections impressively, though it does pound over larger impacts. We think many buyers will find it worth the $3,050 for the visual updates inside and out, as well as the performance mods. And once you do that, you might as well throw in another $600 for the gorgeous multi-spoke wheels. See where we're going with this?

This is how a car that carries a $44,600 entry MSRP with rear drive can rise to $62,970 in the spec you see here. Keep in mind that the standard C300 really does have tons of content. Lots of people could be perfectly happy with the base trim, which has popular equipment as standard, including a sunroof, automatic emergency braking with blind-spot monitoring, a power-operated trunk (a regular convenience you'll appreciate), a 12.3-inch digital gauge cluster, 11.9-inch touchscreen infotainment system, heated front seats, and more. Don't forget, the 255-hp C300 lacks a true base engine, unlike the 201-hp A4 that sells for thousands cheaper. So yes, the C-Class has one of the most expensive base prices this side of a Tesla, but there's a reason for that. It's not just about features, which is good, because these days you never know which features are available due to parts shortages. As we pointed out in our first-drive review, the car feels built to a high standard.

In any case, 4Matic AWD adds $2,000, real leather is at least $1,620, and any color besides non-metallic white or black tacks on $750 or more. Our test car also has a 360-degree surround-view camera system, acoustic glass for the windshield and front side glass, and so on. The result is $62,970 for our loaded 2022 C300 4Matic test car. It's pretty, though, isn't it?

But more than just a pretty face, the Mercedes-Benz C-Class also has a rear seat that rivals the larger E-Class in legroom. For the compact segment, it's good. Thanks to a large gas tank, the C300 4Matic also boasts a longer driving range than the AWD equivalents from Audi and BMW, as well as every Tesla Model 3. For the most part, the new C-Class gets things right. The car can even warn you of upcoming speed bumps, and the digital gauge cluster has a few interesting visual options. Where we hope for change is in the hard-to-access wireless phone charger and, yes, the car's big and heavy key fob. Also, perhaps a future infotainment update can make the on-screen HVAC buttons bigger. We're not sure how to make the touchscreen more usable if you park the car outside in the heat, as it can get quite hot.

We'll get over it. The C-Class is more aspirational than the now-dated model it replaces. Indeed, the 2022 Mercedes-Benz C300 is absolutely a match for the competition, following the lead of the flagship S-Class in design and tech. No, the C300 doesn't leave the competition in its dust, but offers enough performance, design, and tech to keep it deeper in the mix than it's been in years.