1929 Cord L-29 Photo: Bill Vance

Cord L-29
by Bill Vance

While front-wheel drive is extremely 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 early in the century. His effort failed, and front-wheel drive remained largely a European pursuit until interest was sparked in America in the late 1920s by Harry Miller's successful front-drive Indianapolis racers.

The front-wheel drive passenger car idea was picked up by the adventurous Errett Lobban Cord, owner of the Auburn Automobile Co., in Auburn, Indiana. When young Cord arrived at Auburn in 1924 the company was producing just six cars per day, which more than met demand, and there were several hundred unsold Auburns in stock. Cord had those cars repainted in more appealing colours, and fitted with some nickel plated trim. He then lowered the price and quickly disposed of them at a nice profit. By 1926 he controlled Auburn.

Cord then went on a buying spree, acquiring among others the Duesenberg Motor Co. of Indianapolis, and Lycoming, Auburn's engine supplier. He would bring all of his enterprises together in 1929 under the Cord Corp.

After gaining control of Duesenberg, Cord asked Fred Duesenberg to design a supercar, which would become the mighty Model J Duesenberg, introduced late in 1928. Auburn now had two nameplates in its stable: Auburn and Duesenberg. There was, however, a large price gap between them which Cord wanted to fill with a luxury car.

The result would be 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 that he favoured it more for the low profile than for any engineering advantages. He engaged the services of Cornelius Van Ranst, a front-drive specialist, as chief engineer for the car.

Van Ranst chose a 4.9 litre (298.6 cu in.) straight-eight Lycoming engine as used in the Auburn, and turned it around so that the transmission and differential were in front. With the transmission ahead of the engine, the shift lever passed over top of the engine and protruded horizontally through the instrument panel.

Shifts were made by rotating the lever, and pushing and pulling it, rather than going through the usual "H" pattern. Also, having the engine/transmission/differential up front dictated a very long hood, and a wheelbase of 3,492 mm (137.5 in.).

The front wheels were mounted on a deDion type solid axle, with quarter-elliptic leaf springs. Rear suspension was by a beam axle and leaf springs. To ensure stiffness, the L-29 was given an X-braced frame, said to be the first such use in a passenger car. This change reportedly took place after Cord took a ride over a ploughed field in a prototype L-29, and all the doors popped open!

With the complete driveline in the front, Cord's stylists achieved a rakish silhouette and a low overall height for the L-29. The long hood, elegantly extended front fenders, low windshield and narrow windows contributed to its beauty. An unusual feature was the integration of the rearview mirror into 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 styling by Count Alexis de Sakhnoffsky. They were bodied by a variety of prestigious coachbuilders in Europe and America, and became the darling of the entertainment world. Such personalities as actress Mary Pickford, the Marx Brothers and band leader Paul Whiteman bought Cords.

Although its styling was appealing, the performance of the L-29 could only be called mediocre for a car in this class. With just 125 horsepower hauling some 2268 kg (5,000 lb), The Autocar magazine of England (5/31) found that the L-29 could achieve a top speed of only 124 km/h (77 mph).

Approximately two months after the Cord L-29 was introduced to the world the stock market crashed. The ensuing Depression severely limited the new Cord's sales.

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 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 '32 models.

Although the front constant-velocity joints apparently wore out quickly, the Cord L-29 was a car that was both beautiful and technically interesting. Its arrival, unfortunately, coincided with the Depression, and it and all other luxury cars suffered a dramatic downturn in sales. It remains a sought after collectible today.

Reflections on Automotive History by Bill Vance, Volumes I, II & III available through www.billvanceautohistory.ca

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