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1930 Packard 745 Deluxe Eight news, pictures, specifications, and information

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.

By Daniel Vaughan | Apr 2006
Convertible Sedan
Coachwork: Brewster
Chassis Num: 182411
 
Sold for $209,000 at 2006 RM Auctions.
The Packard 745 models were elegant cars that sat atop of a 145 inch wheelbase and were excellent specimens to receive custom coachwork. Delicately concealed under its long hood was a 385 cubic-inch eight-cylinder engine that produced over 105 horsepower. The Packard 845 models of 1931 had the hood shortened by five inches and the cowl moved forward. This created more body space but it took away from the long and powerful appearance of the hood.

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.

By Daniel Vaughan | Aug 2011
Sport Phaeton
 
At the start of the Classic era, Packard was among the leading luxury marque. This all changed during the early years of the Great Depression, when Packard sales began to drastically decline. In 1930, the first year of the Depression, Packard sold just 28,386 cars. This was down dramatically from 1929. By this time Packard was one of the oldest car companies in America, with the first Packard built in 1899. The company was founded as the Ohio Automobile Company in Warren, Ohio. It became the Packard Motor Car Company in 1902 and moved to Detroit in 1903.

They entered the Classic era with a new straight eight engine replacing its early V12. This milestone engine used a unique crankshaft design and firing order that balanced the reciprocating forces and eliminated vibration. It was lighter than the V12, provided more power, better fuel economy and the inline configuration was compatible with the 'long hood' design themes that would be characteristic of the Classic era. The Model 740 rode on a 140-inch wheelbase chassis and was powered by a 385 cubic-inch straight eight-cylinder engine offering 106 horsepower. It was priced at $3,190 and only 6,200 were produced.

The Model 745, the top of Packard's lineup, rode on a 145 inch wheelbase chassis and was powered by a 385 cubic-inch straight eight-cylinder engine producing 106 horsepower. It was priced at $4,885 and only 1,789 were produced.

This car was purchased new by James Moore, who owned a restaurant in New York City. His specialty was corned beef & cabbage and Irish stew. The name of his establishment was Dinty Moore's on W. 46th Street.
Convertible Sedan
Coachwork: Brewster
Chassis Num: 182411
 
Sold for $209,000 at 2006 RM Auctions.
This is a very rare and highly desirable automobile, custom-built by Brewster, best known for coach work on Rolls-Royce chassis. The original owner is not known, but it was sold in Philadelphia in November of 1930. In 1966, the car joined the Andrew Darling Collection in Minnesota. It was restored in 1970. The car was sold at auction in 1997 to Dr. Glen Hamilton, and put on loan to the Packard Museum in Dayton, Ohio. John MacArthur purchased the car and it was featured in many concours. The present owner is Steven Schultz of Chicago.
Roadster
 
This car was originally owned by John Shibe, owner of the Philadelphia Athletics. Very few 745 roadsters were produced, as the 745 chassis was used for the larger cars Packard was producing.

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.
Convertible Victoria
Coachwork: Waterhouse
 
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.

By Daniel Vaughan | Aug 2011
Phaeton
 
Packard was the leading luxury marque at the start of the Classic era, but in 1930, the first year of the Great Depression, sold only 28,386 cars, down dramatically from 1929. Packard was one of the oldest car companies in America, with the first Packard built in 1899. The company began life as the Ohio Automobile Company based on Warren, Ohio. It became the Packard Motor Car Company in 1902 and moved to Detroit in 1903.

Packard entered the Classic era with a new straight eight engine replacing its early V12. This milestone engine used a unique crankshaft design and firing order that balanced the reciprocating forces and eliminated vibration. It was lighter than the V12, providing more power, better fuel economy and the inline configuration was compatible with the 'long hood' design themes that would be characteristic of the Classic era. The Model 745, the top of Packard's lineup, rode on a 145 inch wheelbase chassis and was powered by a 385 cubic-inch straight eight-cylinder engine producing 106 horsepower. It was priced at 44,885 and only 1,789 were produced.

This car was acquired by the current owner in 2009 after a 20-year pursuit to acquire it. It underwent a 'sympathetic cosmetic restoration.
Roadster
 
The Model 745, the top of Packard's lineup, rode on a 145 inch wheelbase chassis and was powered by a 385 cubic-inch straight eight-cylinder engine producing 106 horsepower. It was priced at $4,885 and only 1,789 were produced.

This car was a basket case when it was rescued from an Indiana farm in the early 1960s. The current owner knew of the car from his childhood and acquired it in 1997. It then underwent a professional restoration to its original factory specs and paint scheme.
All-Weather Town Car
Coachwork: LeBaron
Chassis Num: 184676
Engine Num: 184633
 
Sold for $110,000 at 2011 RM Auctions.
Sold for $126,500 at 2014 RM Auctions.
In the 1930s, Alexander M. Lindsay Jr. purchased his wife, Anne, a Packard seventh Series All-Weather Town car, a factory-catalogued 'semi-custom' by LeBaron. The car remained with the Lindsays in Rochester, seeing little use, for over two decades, during which time it was maintained and driven by their chauffeur.

Late in the 1950s, Lacey Jenkins acquired the car from the Lindsay family. The car remained with Mr. Jenkins under his passing in 1981, after which it was sold to Joseph Mollo. At the time, the car had just 32,518 miles on the odometer.

Since that time, the car has been owned by Otis Chandler and Lyall Trenholm. Mr. and Mrs. Kughn were only the eighth owners of what is believed to be the only Seventh Series Packard in this body style known to survive.

The car still wears much of its original Dark Olive Green finish, padded roof, and rear upholstery, with only the fenders having been refinished. There are doors with rounded corners, vault-like locks on the curbside doors, and numerous Packard accessories, such as chrome wire wheels, side-mounted mirrors, a radiator stone guard, an Adonis mascot, a monogrammed light bar, and senior Trippe driving lights. The original trunk is still present and contains four suitcases.

The LeBaron All-Weather Town Car rests on a 145.5-inch wheelbase, has body style 1907, and is powered by a 385 cubic-inch L-head eight-cylinder engine offering 106 horsepower.

By Daniel Vaughan | Oct 2014
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.

By Jessica Donaldson
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