No British Vehicles at Paris
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THE first international motor show to be held since the War opened in Paris on Thursday. October 3. -Historically, the oldest exhibition of its kind, the Paris Salon de L'Automobile Was always the world's premier motor show and by far the most international in character. Those Of London, New York, Berlin or Milan were devoted essentially to products of the particular countries concerned, although, except in the case of Berlin during immediate pre-1939 years, a small foreign contingent appeared at them.
Paris was different. There, year after year, we saw British, American, German, Belgian, Italian, Czechoslovak, and even Swedish, exhibits alongside the fine display of French vehicles. To-day, the case is different, for automobile production in war-ravaged Europe is, at present, small. The French industry is struggling to its feet bravely, and in this respect the Parisian show may be regarded as a French "gesture." but otherwise, apart from Fiats, in Italy. where a certain number of chassis is coming off the line, Continental production is, to all intents and purposes, nil.
Britain and U.S. World Suppliers This leaves the United States and Great Britain as the only countries at present turning out vehicles in any quantity. Yet this is the moment chosen by British constructors for refusing to exhibit their wares at the first international show. When the Salon opened in the majestic setting of the Grand Palais, it was full of American and French vehicles. In every automobile-producing country. the design of motor vehicles reflects the needs of the home market, for export business, however important, has, until now, been a secondary consideration. Times have changed and, to-day, export comes first. Every country wants to -export goods, but no country wants to buy them if this can be avoided. In France, however, although private cars can, at present, be sold only for export, 'Commercial vehicles are so badly needed at home that the "export only" rule does not apply to them. Moreover, with the French home industry in its present state, a fair number of vehicles will have to be purchased abroad for some time to come. Up to 1919, England and France were the two greatest motor vehicle producing countries in• Europe, their respective annual output being almost equal. Now, Great Britain is the only large supplier on this side of the Atlantic, and, in these circumstances, it is interesting and perhaps useful to compare certain elements of design in the two countries. French design in the commercial-vehicle sphere is no better than British, but it is worth studying at the present juncture, because the Frenchman, being conservative by nature, likes that to which he is accustomed.
Missing Our Opportunities The outlook of some British constructors bas, in the past, been far too narrow, their mental horizon being bounded in many cases by the seas which encircle us. British overseas Dominions, such as Australia and the South African Union, called for vehicles to suit their special needs. China, despite ceaseless internal warfare, offered a splendid market, but her needs were even more special on account of appalling road conditions. The United States, however, had commercialvehicle designs galore, eminently suited to the lighter transport needs of these countries, and supplied vehicles in their thousands.
Becoming vaguely aware of this from time to time, the British constructor registered mild surprise. What was good enough for these Islands should be more than good enough for other countries. On the whole, however, he did not pay great attention to the matter, for the home market represented his only real interest. All that is, however, by the way, because we are dealing here with France, a country which has the finest main-road system in Europe.
With regard to road conditions, French main roads are, for the most part, much straighter than our own, and thus permit the maintenance of high average speed on long-distance haulage. At the same time, mountain roads—and France has very large mountainous areas—introduce a factor completely unknown in this country. These roads are splendidly engineered and the gradient is usually easy, but a steady grind of 15 miles or so uphill, with a full load, is calculated to strain the cooling system of any vehicle not specifically designed to meet such conditions. Thus we find that in nearly all French commercial chassis, engine cooling is particularly well looked after.
Flexible mountings, both for engine and radiator, are universally employed in France, as in England. Rubber blocks are used in most cases, but in some commercial chassis, such as the Citroen, these are replaced by coil springs. Lubrication arrangements are, in general, less advanced than in this country, and there is little grouping of lubricators. The Citroen concern adopted one-shot lubrication in its commercial models before the recent war, but this represented an exception.
French Variety in Chassis Frames Frame designs are more varied than ours, constructors showingmuch individuality in this respect. Panhard-Levassor, for instance, uses 1-section side members, whilst Peugeot employs an inverted-U section, with the sides flanged and the base closed by welded plate. Rochet-Schneider, by way of variety, uses channel-section side members and box-section transverse ones. Many French frames are heavily reinforced, particularly in the larger categories—seven tons and above.
Up to 1940, final-drive arrangements provided the greatest contrast between British and French chassis design. One custom, which does not appear to be nearly so prevalent amongst post-war models. was the employment of a double-reduction gear, even in quite light vehicles. This was sometimes done simply to arrive at a low chassis level, the centre portion of the rear axle being dropped. and spur gearing arranged at each end. Beams are frequently added in rear of the axle on heavyduty chassis. It is, however, in commercial bodywork that we find the greatest divergence of ideas between French and British practice. High body levels on coaches are not favoured in France on account of the stability factor. Countless hairpin bends on the mountain roads call for a low centre of gravity. France, as with most Continental countries, has a right-hand rule of -the road, and left-hand steering is thus essential, as also are left-hand doors on passenger vehicles. Sliding doors are now replacing the hinged type. Far too many French coaches have, in the past, been equipped with doors opening inwards.
In the domain of specialized municipal vehicles. France had made great progress before the recent war. The old open-bodied refuse-collection lorry. which still disgraces parts of London, disappeared from the streets of Paris a quarter of a century ago. Self-loaders were introduced in the late nineteen-twenties. Fire-fighting machines are also of most advanced design, whilst special vehicles• for road construction and maintenance have been developed by several French concerns. In the agrimotor world, motor cultivating machines for vinyard work are French specialities.
Surprises in Chassis are Likely The majority of French vehicles at this post-war exhibition are, of necessity, in the nature of prewar types with modifications, but the French, nevertheless, have a habit of springing surprises on us, and several entirely new chassis were expected to appear. As in pre-war days, commercial vehicles will be found mostly in the basement halls, although a few may appear in the main hall. The show comprises private cars, commercial vehicles and motorcycles. It is to remain open to the public until next Sunday week, October 13.