Political and economic tension, all over the world, casts a shadow of doubt over the future of motoring sport during the new year.

A full international calendar, and equally comprehensive national calendars, have been planned, and while a few events will no doubt be cancelled for various reasons, arrangements are at this very moment being made to carry out the majority of them. Grand Prix racing continues to confound the sceptics by showing no signs of waning, although its followers would feel a little more secure if additional factories

could be induced to participate. Dependence on three entrants for the bulk of the field may simplify the question of judging form, but it hardly gives this type of racing a firm foundation.

Point to this criticism is given by the precarious Position of Germany to-day. Authoritative opinion is at one in declaring that the testing time of this great nation is at hand. Whatever form the change may take, the result is almost bound to be fatal—at least temporarily—to Grand Prix racing, for twothirds of the competing cars to-day are German. While the possibility of Grand Prix racing dying out is deeply to be deplored, it is fortunate that in the meantime sports-car racing is being steadily revived, both in Britain as well as on the Continent. But here it is necessary to draw attention to the fact that this form of

production car" racing appears to lack the power of attracting as many spectators as does Grand Prix racing. The French Grand Prix and the Marne Grand Prix, run in 1936 as sports-car races, failed to draw financially adequate attendances. And, be it noted, races that consistently lose money for their organisers are soon dropped,

It is perfectly true that vast crowds attend the Tourist Trophy race at Belfast, but the majority do not pay for admission. As a popular spectacle, then, sports-car racing has yet to be proved a financially attractive proposition—which is not to say that it cannot be made so, given proper organisation. Apart from the T.T. and the proposed 12-hour race at Donington, the rest of our home events are for 1,500 c.c. cars and racing-cars of ally type. The 14-litre class holds the promise of a successful 1937

season. The numerical preponderance of E.R.A.s in most races is offset by the superiority of the lone Delage, and the possible presence of some new Maseratis will add to the interest of these races. The supply of racing-cars of more than 1,500 c.c. capacity must be giving sleepless nights to organisers of Britain's three road circuits. At present these cars consist entirely of discarded racing machines from the Continent. Even as matters stand to-day, there are scarcely enough of them in this country to fill the race-cards of three competitive tracks, and the possibility of Continental strife in some form or other putting an end to Grand Prix racing must be

extremely disturbing. All of which reminds us forcibly of the sad fact that Britain does not produce any racing-cars of the heavy brigade. All praise is due to Austin, Alta and

for their magnificent efforts in the smaller categories. but it is a thousand pities that we have no representatives in the over 2-litre groups.

Perhaps the existence of a demand will bring forth a supply ?

In conclusion we sincerely hope and look forward to an even brighter year of racing, both at home and abroad, for all enthusiasts and wish all our readers a successful season.