the first Morris Minor (1928) in Britain to compete with the Austin Seven. Also that year German motorcycle manufacturer DKW launched their first car, the P15, a rear-wheel-drive, wood-and-fabric bodied monocoque car, powered by a 600 cc inline two-cylinder two-stroke engine. Also, in the 1920s, Ford (with the Model T in Manchester, England), General Motors (who took over Opel in Germany and Vauxhall in Britain), expanded into Europe. Most Ford and GM European cars, especially economy cars, were technologically conservative and all were rear-wheel-drive to a smaller European size, with improvements focused mainly on styling, (apart from the introduction of the 1935 monocoque Opel Olympia, and the Macpherson strut by Ford in the 1950s), until the late 1970s and early 1980s. 1930s-1945 In 1931 the DKW F1 was launched. This was the first successful mass-produced front-wheel drive car in the world. It was priced at . (The British 1928-30 Alvis cars 'FWD' models had handling problems and only 150 were made. The British 1929 BSA was a three-wheel competitor to Morgan and the motorcycle combination market, the 1931 four-wheeler was very short-lived. The 1929 U.S. Cord L-29 having been seriously flawed, production ended at 4,429. The 1930 U.S. Ruxton made about 500, production lasted for only four months.) The F1 featured a front-engine, front-wheel-drive layout using a water-cooled 494 cc or 584 cc transverse two-cylinder two-stroke engine with chain drive. This was developed through the 1930s into the 1938 F8 model and the F9 that was not put into production because World War II started, 250,000 were made. By this time DKW had become the largest manufacturer of motorcycles in the world. Their two-stroke engine technology was to appear in the postwar products of Harley-Davidson, BSA, Trabant, Wartburg, Saab, Subaru, Piaggio, Puch, Kawasaki, Mitsubishi, Mazda, Daihatsu, Honda, and Suzuki. The DKW type of two stroke engine was replaced with four strokes in western economy cars by the 1960s, but lived on in stagnating and cash strapped Communist East Germany's Trabant and Wartburg and Communist Poland's FSO Syrena until the 1980s. In the late 1920s in Germany, Josef Ganz independent car engineer/inventor and editor of Motor-Kritik magazine had been a fierce opponent of the status quo of car design. He became a consultant engineer to Adler in December 1930. In the first months of 1931, Ganz constructed a lightweight economy car or peoples car, prototype at Adler with a tubular chassis,