European Motoring

The Trend in British and Continental Styles

GERALD BISS

HERE and there one can discern faint gleams of light in the darkness which has surrounded European motoring for the past two years, Eighteen months ago all the companies, including a large number of new and unstable firms which entered the field in the ephemeral wave of prosperity after the war, were endeavoring madly to build enough cars to fill the multitude of orders on their books. To-day, many of the newcomers have disappeared, the sands of their flimsy financial foundations having been washed away in the general depression which has affected every kind of business. The remaining concerns, some with large quantities of cars on hand, are busy trying to find buyers to take the places of those who have been forced to cancel their orders for cars.

A few of the largest and strongest companies, of the type of the huge Wollseley works at Birmingham, have been undisturbed and have been producing steadily large series of high class cars of moderate weight, power and price. Such exceptions, however, have only proved the rule.

Most of the present interest in British and Continental cars is in machines which are light, economical, well built and rather fast. It looks as if the cycle car and light car might return in all their pre-war glory, for they more nearly reflect the financial ability of the great majority of people interested in motoring than do the larger and more expensive vehicles. Although the prices for the higher class cars are beginning to decline, some experts predict that at least half the market of the near future will be monopolized by light, inexpensive cars.

However, the real progress in European body styles does not take its pace from these little fellows. It gathers its momentum, rather, from the creations of such exclusive coach-builders as the two Labourdettes, Barker, Van den Plas, Maythorn, Muliner, Kellner, Million-Guiet and a not-too-large number of others who have become the leaders in car design since the earliest days of the Paris Salon. These artisans are finding a steady call for their handiwork and the beautiful bodies which are appearing with their name-plates show many ideas in lines and features worthy of more than a passing glance, At the present moment, the European chassis designers are going into the subject of springing and suspension, which is probably even more important in light cars than in the heavier models, since the former are more sensitive to road conditions. The lack of riding qualities in many makes of cars has been largely due to improper designing of springs and a correction of this really grievous fault is being sought.

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Continued from page 74

There is little to write at this particular time of the year with regard either to new models or trend of design, but it is interesting news that the Leyland company, which showed a pleasure car for the first time at Olympia (a very powerful "straight-eight" and the most expensive model in Europe), is proposing shortly to put a light car upon the market. There is no doubt that in view of the fact that the "straight-eight" predominates so largely in this year's Grand Prix, many designers who wish to get out of the rut will, if finances permit, be found experimenting with it. Front wheel brakes and overhead valves are also undoubtedly gaining ground with European designers.

The earnest efforts of European engineers to build cars which are capable of great speed with low-powered engines are not based on fallacious grounds. The cost of gasoline—about 65 cents a gallon in England and $2.10 a gallon in France—is reason enough for the demand for cars of low fuel consumption. In England, the Government tax of one pound per horsepower makes the ownership of anything but a lower-powered car a real luxury and helps to explain the popularity of motorcycles, cycle cars and light cars. But it must ' be borne in mind that in Europe, especially in France, the roads are so good, except in the battlefield area, that high speeds may be maintained for long distances and that no matter how small and light a car is, it must be fast.

It may be that the mildness of the winters, both in England and on the continent, accounts for the popularity of open touring cars, the lack of appreciation of closed bodies except for more formal uses and the recent activity in the designing of convertible cars, already mentioned in these articles. There is another way in which this fact has influenced European design; namely, in the use of disappearing tops. Some of the English and many of the French custom-built roadsters and small touring cars are examples of the finest craftsmanship in this respect.