AUTOS: Parade

By last week the parade of 1942-model automobiles was complete. The No. 1 showmen of U.S. industry had done their usual impressive job—but under difficulties.

For the first time since 1900, there was no automobile show. With production quotas imposed, with a seller’s market and a war in front of them, the automakers had no reason to hold a show. The engineers had indulged their ingenuity on body changes, especially around the front ends. (Main trends: longer and lower bodies, more streamlining than ever.) But before they could plan any fundamental retooling for new engine designs, etc., the machine-tool shortage was on them. Hence mechanical improvements were limited to better ventilation systems, improved steering and springing, push-button door handles, and (in some cases) greater horsepower.

As aluminum, copper, nickel, zinc and other metals got scarce, Detroit kept setter supplied than smaller users; the new cars have more brightwork than ever. But Detroit could not boast about its flashy grilles and aluminum pistons for ‘ear of seeming unpatriotic. On the other land, it feared to play up the substitutes its metallurgists had devised, lest buyers think the new cars were ersatz (which they are not).

So there were unaccustomed inhibitions in many a new-car announcement. Least uncomfortable were those manufacturers (the majority) who had defense work, could sell cars and do their bit at the same time. Nearest thing to a head-on attack on the publicity problem was Buick’s advertisement this week: “Priorities Are the Mother of Invention.”

But not all of Detroit’s difficulties concerned production. Besides Washington’s feuds, uncertainties and (at last) quotas, the automakers had Washington’s petty officiousness to contend with. When Pontiac men went to OPA to clear their price schedules, they met a bewildering demand to drop the words “super” and “de luxe” from their advertising of certain models. They agreed, but they never got a good reason.

Practically every maker except Packard (TIME, Sept. 8) raised its prices because of restricted volume, higher materials costs. The increases range from $75 (Plymouth) to $400 and up on custom-built models. The new excise levies (TIME, Sept. 29) tack an additional $35 to $200 on each car. The newcomers:

Buick’s front fenders are the industry’s longest, extend in an unbroken line from headlight to rear fender. A massive front grille and fat, rolled-edge bumpers give a hefty impression. Last year’s double carburetor has been improved, and there is a new gadget: a driver-controlled wiper on the rear window.

Cadillac celebrates its 40th anniversary this year with 20 models in six series. Hood louvers and the cowl ventilator have been dropped for a sleeker look. Front fenders are half-a-car long, fade into the body amidships. For decoration and protection against paint scratches, a bright metal band runs around all fenders.

Chevrolet has rounder corners, longer fenders, a more graceful rear-deck curve. Also more sparkle: some models carry three shiny bands on each fender, another band about the middle, metal edging on all windows. One fender has a triangular extension near the step pad to form a scraper for dirty feet.

Chryslers are lower, longer and more powerful than last year. Most eye-filling innovation: a grille extending all the way across and around the sides of the front fenders. Thick bumpers curve around the sides for added protection. Automatic transmissions are now standard in all Chryslers.

De Soto has disappearing headlights (an old Cord idea), a large new potbellied grille, deep-cut rear fenders, better streamlining. Horsepower has been increased from 105 to 115. Improved “Fluid Drive” and “Simplimatic Transmission” are extra.

Dodge develops 105 h.p. (last year 91) but is said to use less gasoline. A squarish, glittering grille extends from headlight to headlight. Running counter to the G.M. trend, Chrysler has made the Dodge fenders short and compact; they resemble the “pants” on aircraft wheels. Tourists’ gadget: a map light set in the middle of the instrument panels.

Ford, unlike most makers, made more changes inside than out. Among mechanical improvements: 1) for a softer ride, its lateral wheel base is broadened (front: 2¼ inches; rear: if inches); 2) to lessen skid danger, braking pressure is now distributed not evenly but 60% to the front wheels, 40% to the rear; 3) the exhaust system has been “streamlined.” The Ford front end has been redesigned around a small, rectangular grille, and gingerbread held to a pleasing minimum.

Lincolns for ’42 include Zephyrs, Customs, Continentals. The low-priced Zephyrs feature a two-step, boxlike front end, rectangular fenders. The Customs, available in “formal or semiformal” body styles, sacrifice no dignity for the sake of streamlining. Swankiest of all are the long, low-swung Continentals, crown jewel of Ford engineering. Squarish rear decks and little gingerbread give them a European air. Lincoln horsepower is up 10% to 130.

Mercury has lavish, rustless steel grilles, widely flared fenders protected by heavy bumpers. Instead of spreading the parking lights (as did most makers) Fordmen set them close to the center line.

Oldsmobiles (called B-44s to mark the company’s 44th anniversary) are lower & longer, with fadeaway front fenders. Long-needed innovation is twin front bumpers. One is in the usual place, the other a foot higher, sprouting from either fender to protect the flashy grille. Frames are heavier, have an added cross-member. Power has been increased through a higher compression ratio, redesigned combustion chambers.

Pontiac, whatever admen can or cannot say, is a flashy-looking car. Sweeping G.M. fenders make it look much longer than last year’s jobs. Other new Pontiac features: thickset grilles, two electric motors which automatically raise and lower the tops of convertibles. All models available with either six or eight cylinders.