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1930 Packard 745 Deluxe Eight news, pictures, and information
 |  | View more photos Roadster |
The car was found in a salvage yard in 1954 and sat outside a barn until 1995. The current owner purchased the car in 1996 and began an extensive restoration. The restoration was completed in 1998 after 6,600 man-hours of labor.
The car was judged 100 points by SCCA in September 1998 and received Senior Status.
This 1930 Packard Model 745 Convertible Coupe has coachwork by Derham. Derham had been a builder of horse drawn carriages. In 1907 the first Derham motor car body was built. By the 1920's, Derham was among the elite custom coachbuilders in America, being compared with such prestigious names as Dietrich, Brunn and LeBaron. The Derham Company remained in business until 1971, having survived the Great Depression and World Wars.
The Model 745 has a 385 cubic-inch inline eight-cylinder engine capable of producing over 105 horsepower. The Packard's had a reputation for being quiet and smooth but also commanded a high price tag. Most were given closed bodies, making the convertibles rare in modern times.
This model 745 was custom built for the Yardley Perfume Family and stated in the estate until the late 1980s. It is believed to be one of only four examples created.
The Model 745 has a 385 cubic-inch inline eight-cylinder engine capable of producing over 105 horsepower. The Packard's had a reputation for being quiet and smooth but also commanded a high price tag. Most were given closed bodies, making the convertibles rare in modern times.
This model 745 was custom built for the Yardley Perfume Family and stated in the estate until the late 1980s. It is believed to be one of only four examples created.
The early 1930's were devastating for many marques and for Packard it was no different. The onset of the Great Depression meant that many manufacturers were left with few buyers and as a result many went out of business. The cars that Packard produced were positioned for the high to upper class who could afford these beautiful but expensive creations. During the 1920's the company prospered but as the 1930's came into sight, the sales began to decline.
The 1930 Packard's were available in numerous bodystyles and could satisfy almost any buyers specifications or desires. Coachbuilders could be commissioned to create unique creations. New for this year was a centralized chassis lubrication system, front wheel brakes, four-speed transmission, shatter-proof laminated windows, and hypoid rear axle.
This 1930 Packard Model 745 Sport Phaeton has seating for four and carried a $4885 price tag. The eight-cylinder 384.8 cubic-inch engine was good for over 100 horsepower. This was the same engine that would power Packard's until the 1950s. It was renowned for its reliability, power, and smooth operation.
The 1930 Packard's were available in numerous bodystyles and could satisfy almost any buyers specifications or desires. Coachbuilders could be commissioned to create unique creations. New for this year was a centralized chassis lubrication system, front wheel brakes, four-speed transmission, shatter-proof laminated windows, and hypoid rear axle.
This 1930 Packard Model 745 Sport Phaeton has seating for four and carried a $4885 price tag. The eight-cylinder 384.8 cubic-inch engine was good for over 100 horsepower. This was the same engine that would power Packard's until the 1950s. It was renowned for its reliability, power, and smooth operation.
 |  | View more photos Convertible Sedan Coachwork: Brewster Chassis Num: 182411 |
The Packard cars were catered to the wealthy with many selling for more than the typical house. This 1930 Packard 745 Convertible Sedan with chassis number 182411 is believed to be one of only two ever built. It has coachwork by Brewster & Company, a firm that was well known for their work on Rolls-Royce vehicles. The Brewster Company was formed in 1810 in New Have Connecticut and created coachwork for carriages. As the automobile grew in popularity, they gradually switched their business to accommodate these changes. By 1905 they were building bodies in New York city. By 1911 they had moved to larger facilities in Long Island City, New York. Three years later the company was working with Rolls-Royce, importing the chassis from England and creating custom designs for their customers. Rolls-Royce bought the company in 1925.
There were ten bodies built bearing the chassis numbers 1030 through 1039. This example shown is 1037. The other surviving example is 1033 and can be found on the west coast of the United States.
In 1995 it earned its CCCA Senior Award with a score of 99 points. It was offered for auction in 2006 at Meadow Brook by RM Auctions. It was estimated to fetch between $175,000 - $225,000. When all was said and done, it had found a new home for $209,000.
The Waterhouse Coachbuilding Company was formed by four men with diverse backgrounds but all had a love of automobiles. Amongst the group was a taxicab body manufacturer who had gone bankrupt, a stock broker who had studied at Harvard, an accountant who was unemployed at the time, and a body repair foreman working for Cadillac. The genesis of the Waterhouse Company was one that had a slow and rough start and would stay in existence for only a few years, but during that time the work would become legendary and appreciated for generations.
Roger Clapp and S. Roberts Dunham had been roommates during college. Clapp had a degree from Harvard Business School and was working for a brokerage house in Boston when he and Dunham reconnected. Dunham had been living in California and just returned to Boston. Soon after, they pursued their dream of owning their own business.
Charles Waterhouse got wind of the news that two individuals were opening a coachbuilding business and offered to provide financial backing. Waterhouse and his son L. Osborne Waterhouse were descendants of a vehicle body manufacturer and both wanted to continue their family tradition. They had expertise in the business of coachbuilding as well as some capital to invest, though not enough to start their own business. The decision was made to bid on materials, equipment, and machinery from the recently bankrupt Woonsocket Company. Osborne had worked as a superintendent at the Woonsocket Manufacturing Company prior to it going bankrupt. The company's business involved building bodies for taxicabs and was based in Providence, RI. The bankruptcy had left the newly formed Waterhouse Company, named to pay homage to the Waterhouse family, with an excellent opportunity to get the equipment at a reasonable price. After they won the bid, they began searching for a suitable factory which they found in Webster, MA. By January of 1928, the Waterhouse Company was incorporated and ready to begin building custom bodies.
Charles Waterhouse and Roger Clapp retained their jobs and provided extra financial stability while Bob Dunham and Osborne moved to Webster to get the company off the ground. One of their first employees was Sargent Waterhouse, Charles oldest son. He had built a strong reputation as a skilled craftsman while working Judkins.
George Briggs Weaver was a former tool and jewelry designer. He had studied at the Rhode Island School of design and had worked for his father at the Weaver automobile manufacturing plant before it was ruined by fire. 'Briggs' had a talent for creating designs and drawings and this appealed to the newly formed Waterhouse business. Samples of his work were shown to duPont Motors. After a visit to the factory, duPont Motors ordered five roadsters and five convertible coupe bodies. This would be the start of a relationship between these two companies, resulting in a total of 82 bodies and eight different body styles.
This had not been the first business for the young company. They had been searching all areas for work and anything that would allow them the opportunity to generate some cash flow. They found such an opportunity when they were tasked with building 200 small boats which they completed. This may not have been what they had hoped for, but it did generate some much needed cash.
In 1929 Packard requested a single body to be built for the Paris Saloon. The Waterhouse Company was given seven weeks to finish the job. The design was to be similar to the Alexis de Saknoffsky show car which had been created by Van den Plas a few years prior. A job of this size was estimated to take at least 12 weeks. The young company was eager to prove themselves which they did by completing the Convertible Victoria for Packard on-time and to an exceptionally high level of quality and craftsmanship. Packard was impressed and ordered ten more bodies for their Packard vehicles. After the order was satisfied, they continued to order Waterhouse bodies totaling around 100 examples.
The company's popularity and status within the industry was growing and they were receiving orders from many companies including Marmon, Cadillac, Lincoln, and Chrysler. Various body styles and designs were created, including limousines, coupes, speedsters, phaetons, and town cars to name. All were penned by Briggs Weaver. His talent was recognized by many and soon was offered a position to work for duPont, which he accepted. Even though he left Waterhouse, duPont agreed to allow him to 'moon-light' at his former employment to help insure the success of the company.
The onset of the Great Depression was tough for many businesses, especially the luxury car segment. Waterhouse had built a successful business that included almost 300 custom bodies. By 1933 Waterhouse was no longer producing custom bodies. They had switched their business to the manufacturing of furniture which later merged into a division of Ethan Allen, Inc.
Roger Clapp and S. Roberts Dunham had been roommates during college. Clapp had a degree from Harvard Business School and was working for a brokerage house in Boston when he and Dunham reconnected. Dunham had been living in California and just returned to Boston. Soon after, they pursued their dream of owning their own business.
Charles Waterhouse got wind of the news that two individuals were opening a coachbuilding business and offered to provide financial backing. Waterhouse and his son L. Osborne Waterhouse were descendants of a vehicle body manufacturer and both wanted to continue their family tradition. They had expertise in the business of coachbuilding as well as some capital to invest, though not enough to start their own business. The decision was made to bid on materials, equipment, and machinery from the recently bankrupt Woonsocket Company. Osborne had worked as a superintendent at the Woonsocket Manufacturing Company prior to it going bankrupt. The company's business involved building bodies for taxicabs and was based in Providence, RI. The bankruptcy had left the newly formed Waterhouse Company, named to pay homage to the Waterhouse family, with an excellent opportunity to get the equipment at a reasonable price. After they won the bid, they began searching for a suitable factory which they found in Webster, MA. By January of 1928, the Waterhouse Company was incorporated and ready to begin building custom bodies.
Charles Waterhouse and Roger Clapp retained their jobs and provided extra financial stability while Bob Dunham and Osborne moved to Webster to get the company off the ground. One of their first employees was Sargent Waterhouse, Charles oldest son. He had built a strong reputation as a skilled craftsman while working Judkins.
George Briggs Weaver was a former tool and jewelry designer. He had studied at the Rhode Island School of design and had worked for his father at the Weaver automobile manufacturing plant before it was ruined by fire. 'Briggs' had a talent for creating designs and drawings and this appealed to the newly formed Waterhouse business. Samples of his work were shown to duPont Motors. After a visit to the factory, duPont Motors ordered five roadsters and five convertible coupe bodies. This would be the start of a relationship between these two companies, resulting in a total of 82 bodies and eight different body styles.
This had not been the first business for the young company. They had been searching all areas for work and anything that would allow them the opportunity to generate some cash flow. They found such an opportunity when they were tasked with building 200 small boats which they completed. This may not have been what they had hoped for, but it did generate some much needed cash.
In 1929 Packard requested a single body to be built for the Paris Saloon. The Waterhouse Company was given seven weeks to finish the job. The design was to be similar to the Alexis de Saknoffsky show car which had been created by Van den Plas a few years prior. A job of this size was estimated to take at least 12 weeks. The young company was eager to prove themselves which they did by completing the Convertible Victoria for Packard on-time and to an exceptionally high level of quality and craftsmanship. Packard was impressed and ordered ten more bodies for their Packard vehicles. After the order was satisfied, they continued to order Waterhouse bodies totaling around 100 examples.
The company's popularity and status within the industry was growing and they were receiving orders from many companies including Marmon, Cadillac, Lincoln, and Chrysler. Various body styles and designs were created, including limousines, coupes, speedsters, phaetons, and town cars to name. All were penned by Briggs Weaver. His talent was recognized by many and soon was offered a position to work for duPont, which he accepted. Even though he left Waterhouse, duPont agreed to allow him to 'moon-light' at his former employment to help insure the success of the company.
The onset of the Great Depression was tough for many businesses, especially the luxury car segment. Waterhouse had built a successful business that included almost 300 custom bodies. By 1933 Waterhouse was no longer producing custom bodies. They had switched their business to the manufacturing of furniture which later merged into a division of Ethan Allen, Inc.
| | View more photos Convertible Sedan Coachwork: Brewster Chassis Num: 182411 |
A United States based brand of luxury automobiles, the Packard Motors Company was located in Detroit, Michigan.
Packard attempted to ride out the stock market crash at the beginning of the 1930's by marketing slightly less expensive vehicles than it had prior to October of 1929. Though they didn't have the luxury of a larger corporate structure that could absorb its losses, Packard did have a better cash position than other independent luxury marques.
Another advantage that Packard had that other luxury automakers didn't was their use of just one production line. Packard was able to keep costs down by maintaining a single line, along with inter-changeability between models. Since they didn't change their vehicles as often as other manufacturers did at the time, Packard instead chose to introduce new models annually.
In 1913, Packard began using their own Series formula for differentiating its model adaptations in 1913. Packard was heading into its Twentieth Series by 1942.
Packard automobiles were considered part of the 'Seventh Series' in 1930. On August 20, 1929, the Packard 745 was introduced. The 1930 Packard 745 Roadster had a 384.8 cubic inch, 106hp, straight-eight engine, and a long wheelbase at 145.5 inches. Wire wheels and the spotlight were both available options.Jessica Donaldson
© 1998-2009. All rights reserved. This material may not be published, broadcast, rewritten, or redistributed.
Packard attempted to ride out the stock market crash at the beginning of the 1930's by marketing slightly less expensive vehicles than it had prior to October of 1929. Though they didn't have the luxury of a larger corporate structure that could absorb its losses, Packard did have a better cash position than other independent luxury marques.
Another advantage that Packard had that other luxury automakers didn't was their use of just one production line. Packard was able to keep costs down by maintaining a single line, along with inter-changeability between models. Since they didn't change their vehicles as often as other manufacturers did at the time, Packard instead chose to introduce new models annually.
In 1913, Packard began using their own Series formula for differentiating its model adaptations in 1913. Packard was heading into its Twentieth Series by 1942.
Packard automobiles were considered part of the 'Seventh Series' in 1930. On August 20, 1929, the Packard 745 was introduced. The 1930 Packard 745 Roadster had a 384.8 cubic inch, 106hp, straight-eight engine, and a long wheelbase at 145.5 inches. Wire wheels and the spotlight were both available options.Jessica Donaldson
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| Packard 740 Custom Eight |
| Packard: 1920-1930 |
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Automobile information, history, and specifications from concept to production. | © 1998-2009 Conceptcarz.com
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