Customer Reviews

Cars Of The 30s

5 star:		(0)
4 star:		(1)
3 star:		(0)
2 star:		(0)
1 star:		(0)

 

 

The 1930s was an era of technological progress during hard economic times. The Great Depression started in the 1920s (1921 for rural America, 1927 when mid-size companies collapsed). It was caused by a high state of poverty, people couldn't afford to buy new products. Most businesses then were owner-operated. [No mention of the many stock swindles that sucked the economic life-blood out of people (p.31).] America had more grand marques and classic cars than the rest of the world (p.3). Improved technologies like syncromesh and automatic transmissions, side-valve and overhead valve engines, all-steel closed bodies, hydraulic brakes, and independent front suspensions. The trunk became part of the body and contained the spare tire. Streamlining (like on trains) improved aerodynamics. You must multiply 1930 prices by 5 or 6 to get 1980 prices (p.4).

The American Bantam was built from the bankrupt American Austin factory. It built the prototype that became the Army jeep. Buick started to use only straight 8s in the1930s. Styling improved sales for 1934, and all-steel top for 1936 with some streamlining. The 1938 Buick had coil springs at each corner, a first in the industry. The Cadillac with a V-8 outsold larger models with a V-12 or V-16 (p.15). Chevrolet outsold Ford during most years; they usually did things right (like hydraulic brakes). Chrysler's 1934 Airflow was not a success; but in time its design was copied by other makes. But they quickly recovered to continue with soundly built cars. The De Soto filled the marketing gap between Dodge and Chrysler, and had the lowest sales. Dodge continued with conservative boxy styles. The 1937 model had new features for customers (p.34). Ford continued with the popular Model A. The new Model B and its V-8 was introduced in 1933 (p.40). The 1937 model was improved and streamlined (p.42). The 1939 Ford was completely restyled with a column-mounted gearshift and hydraulic brakes.

The 1922 Hudson was the first mass-produced popular-priced closed car. The 1932-33 Essex Terraplane was fast, economical, and sold well (it saved the company). Lincoln introduced the new Model K in 1931. The all-new V-12 engine of 1932 gave it the power to match Cadillac and Packard. There were improvements and changes in 1937 (p.53). The unit body construction of the Lincoln Zephyr made it lighter and stronger (p.54). It set the style for Ford and Mercury in 1939, and was copied. The Mercury filled the market gap between Ford and Lincoln. Nash was created by a former president of GM. They offered a lot for the money (cowl vents, dashboard starter buttons, shatterproof glass). Nash restyled in 1935 and had its best year. Oldsmobile was a technological leader for GM in the 1930s (p.62). By cutting losses they suffered less (p.63). Its 1939 Hydra-Matic was a completely automatic transmission.

Packard was the preeminent luxury car of the 1930s. They outproduced Cadillac (p.65). Its styling was conservative. It brought out low-priced models to save the company, but may have damaged their prestige (p.69). The Plymouth was Chrysler's low-priced car. It had all-steel construction and four-wheel hydraulic brakes. Rubber engine mounts reduced vibration. Production increased during the Depression because of its quality. Pontiac's 1933 Straight Eight saved the company; it was used until 1954 (p.78). Their formula was to give more luxury and comfort for a few dollars more. Studebaker had built wagons before automobiles. Their big models were dropped in the Depression. New management changed policies (p.86). A smaller 6 and lighter weight gave good mileage and comparable performance. Willys was reorganized to produce smaller and more economical cars. They survived with new styles and models.

Other makes listed are: Auburn, American Austin, Cord, Doble (steam powered), Duesenberg, Franklin (air cooled), Graham, Hupmobile, Marmon, Pierce-Arrow, Reo, Stutz, and fifteen "Minor Makes".