Auto History
Cord L-29
While front-wheel drive is very popular today it wasn’t always so. In fact, for many years it was viewed as a novelty, particularly in North America.
American front-drive pioneer Walter Christie tried it in the early part of the twentieth century but his effort failed and front-wheel drive interest remained largely dormant. There was one exception, however, and it began in the late 1920s, inspired by the success of Harry Miller’s famous and beautifully crafted front-drive Indianapolis racers.
The front-wheel drive idea was picked up by the adventurous Errett Lobban Cord, a salesman who became so prosperous selling Moon cars he was able to gain control of the failing Auburn Automobile Co., in Auburn, Indiana in 1926.
After sprucing up and selling the unsold inventory of Auburns and turning the company around, Cord went on a buying spree. He acquired among others the Duesenberg Motor Co. of Indianapolis, and Lycoming, supplier of Auburn engines. He would bring all of his enterprises together in 1929 in the Cord Corp.
After gaining control of Duesenberg in 1926 Cord asked automotive engineer Fred Duesenberg to design a supercar. This emerged as the mighty Model J Duesenberg introduced late in 1928. Cord’s Auburn company now had two nameplates in its stable: Auburn and Duesenberg, but there was a large price gap between them that Cord wanted to fill with a luxury car.
The result was a car named after himself, the Cord L-29. Cord dared to be different and he decided that his new car should have front-wheel drive. It was said he favoured it more for its low, stylish profile than for any engineering advantages if might offer. He engaged the services of front-drive specialist Cosrnelius Van Ranst as chief engineer for his new project.
Van Ranst chose a 4.9 litre (298.6 cu in.) straight-eight Lycoming engine as used in the Auburn and modified it so that it could be turned around in the chassis, placing the transmission and differential at the front. With the transmission ahead of the engine the shift lever passed over top of the engine and protruded horizontally through the instrument panel. It then bent up inside the car.
Shifts were accomplished by rotating the lever and pushing and pulling it in the traditional “H” pattern, although it was now horizontal. The engine and transaxle up front dictated a very long hood and a 3,492 mm (137.5 in.) wheelbase.
The front wheels were mounted on a de Dion type solid axle and the rear suspension was by quarter-elliptic leaf springs and a beam axle.
To ensure stiffness the L-29 was mounted on an X-braced frame, said to be the first use of an X-frame in a passenger car. This change reportedly took place after Cord was taken for a test ride over a ploughed field in a prototype L-29 and all the doors popped open!
With the complete driveline in the front of the car, Cord’s stylists were able to achieve a rakish silhouette and a low overall height. The long hood, elegantly extended front fenders, low windshield and narrow windows contributed to its beauty. The rear view mirror was mounted on the upper edge of the instrument panel.
The L-29 was a stunning design which won many awards, including the prestigious 1930 Monaco Concours d’Elegance with a design by Count Alexis de Sakhnoffsky, a Russian born stylist who had emigrated to the United States by way of Belgium in the late 1920s. Fitted with bodies from a variety of prestigious coachbuilders in Europe and America, the L29 became a favourite of the entertainment world. Such personalities as actress Mary Pickford, the Marx Brothers and band leader Paul Whiteman bought Cords.
Although it had very appealing styling, the L-29’s performance could only be called mediocre for a car in this class. With just 125 horsepower hauling some 2,268 kg (5,000 lb), England’s Autocar magazine’s May, 1931 test reported a top speed of only 124 km/h (77 mph).
Approximately two months after the Cord L-29 was introduced the stock market crashed and the ensuing Depression severely damaged the new Cord’s sales potential.
In an attempt to stimulate interest, prices were lowered for 1930. Then in 1931 the engine was enlarged to 5.3 litres (322 cu in.) and horsepower increased to 132.
In spite of the price cuts and the larger engine, L-29 production ceased in December 1931 after just over 5,000 had been built. The last 157 cars were sold as 1932 models.
Although the front constant-velocity joints apparently wore out quickly the Cord L-29 was beautifully styled and technically interesting. Its arrival, unfortunately, coincided with the Depression, and it along with other luxury cars suffered a dramatic downturn in demand. The Cord L-29 is, however, a highly prized collectible today.