Sold for $264,000 at 2009 RM Auctions. Packards twelve cylinder cars were originally known as the 'Twin Six'. It was a 60-degree V12, with two blocks of six cylinder set on an aluminum crankcase. It was designed by chief engineer Jesse Vincent, and gave the engine a displacement size of 424 cubic-inches. For 1916, this was the sole engine offered by Packard. Packard offered two wheelbase sizes, one that measured 125-inches and the other was larger, at 135-icnhes. Of course, a myriad of bodystyles were available, ranging from $3,050 to $5,150. This combination was well received by buyers, and sales reflected. Packard outsold its nearest luxury competitor (Pierce-Arrow), by four-to-one in its introduction year.
In the early 1920s, Packard offered a slightly less expensive version of the Twin Six. It was referred to as Single Six, Light Six or Series 116. It was an economical version and had a lower cost of manufacture.
For 1924, Packard replaced their Twin Six with a straight eight. This nine-main bearing unit was called the Single Eight. This Packard would serve the company for the next thirty years. Instead of using two fours mated end-to-end, it was one four in the middle of another, all cast en block. This resulted in a then-unusual firing order, but much reduced vibration. Crankshaft throws at the ends were at 90 degrees to those in the middle. Lighter by 350 pounds than the Twin Six, it developed ten percent greater horsepower and 20 percent better economy.
Another new feature to the mid-1920s Packards was the use of four-wheel brakes. Again, the public responded with sales exceeding 8,000, better than any Twin Six since 1917.
As the Great Depression came into sight, it immediately became clear that the luxury car market would suffer as the pool of potential buyers quickly dwindled.
On August 21 of 1933, Packard introduced its new Eleventh Series cars. They would remain in production through the following August when the Twelfth Series, 1935 cars were launched. The three models (Eight, Super Eight, and Twelve) were available in three wheelbases. In total, there were 41 different combinations of engines, wheelbases and body styles. To add to the diversity, there were 17 'catalog customs' bodied by coachbuilders LeBaron and Dietrich.
The Eleventh Series cars were given new fender contours that curved downwards nearly to the front bumper. Other changes included new radiator caps, hood door handles, better upholstery, and a fuel filler integrated into the left tail lamp. Mechanical changes included a new oil cooler and an oil filter.
This Super Eight Convertible Victoria was purchased by Dr. Atwood from Steve Babinsky in November of 1990. It is painted in medium gray, has an integrated 'bustle' trunk, dual sidemounts, and an accessory trunk rack behind the built-in luggage compartment. There is a tan canvas top with gray piping. The interior is done in gray leather with matching carpet and the odometer reads just 79,488 miles.
In 2009, this Series 1104 Packard was offered for sale at the Automobiles of Arizona auction presented by RM Auctions in Scottsdale, Arizona. The lot was estimated to sell for $200,000-$275,000 and offered without reserve. As bidding came to a close, the lot had been sold for the sum of $264,000, including buyer's premium. By Daniel Vaughan | Apr 2009
Victoria Designer: Dietrich Chassis Num: 76765 Engine Num: 753696
Sold for $253,000 at 2006 Gooding & Company. Packard produced their first automobile in 1898 from their factory in Warren, Ohio. James Doud Packard managed the finances while James Ward Packard oversaw production. Within a few years, the company moved to Michigan to be closer with their Detro [Read More...] By Daniel Vaughan | Feb 2007
This 11th Series Packard Eight is powered by a 319 cubic-inch L-head eight-cylinder engine delivering 120 horsepower. There is a three-speed manual transmission and four-wheel mechanical drum brakes. The Tenth Series Packard introduced new X-braced f [Read More...] By Daniel Vaughan | Aug 2010
The Packard 1104 Super Eight, with a length of 142 inches, was produced from August 1933 until August 1934 alongside the shorter 1103 and longer 1105. The 11th series is often considered to be the ultimate Senior Packard as it was the last car with c [Read More...]
Sold for $225,500 at 2013 RM Auctions. In 1899, James Ward Packard debuted his first automobile. During the birth of the automobile, there would be many would-be automobile moguls. By the 1930s, however, the list of early contemporaries had fallen by the wayside. The Packard remained and [Read More...] By Daniel Vaughan | Sep 2013
Club Sedan Chassis Num: 756-319 Engine Num: 753896
Sold for $88,000 at 2013 RM Auctions. This Packard is a Club Sedan and was the 319th of 325 produced on the 142-inch wheelbase Super Eight chassis. It was originally delivered to Brooklyn, New York and has a history that can be traced back to 1950, with the ownership in the Empire State [Read More...] By Daniel Vaughan | Dec 2013
This car debuted at the New York Auto Show in 1934. The eye-catching color known as 'Orello', which Packard often used for cars destined for major auto shows, but never listed as a catalogue color, is quite extraordinary. Herbert and Agnes Greer, of [Read More...]
Sold for $198,000 at 2014 RM Auctions. The 1934 Packard models were designated the Eleventh Series and they represented the height of the company's pre-war efforts. These were the final models with traditional open fenders and the upright radiator shell for which the company had become we [Read More...] By Daniel Vaughan | Oct 2014
By 1934, Packard sales had slowed considerably as the American economic depression continued. The Company's Eight far outsold the more expensive Super Eight and Twelve. [Read More...]
This Packard Model 1104 Phaeton rides on a wheelbase that measures 142 inches and is powered by a 385 cubic-inch straight-eight engine producing 145 horsepower. In 1934, the car sold for $3090. It is equipped with dual sidemounts, clock, cigar lighte [Read More...] By Daniel Vaughan | Aug 2010
Coupe Roadster Chassis Num: 75935 Engine Num: 752262
Sold for $154,000 at 2009 RM Auctions. This Coupe Roadster wears an older restoration but is reported to be in great mechanical condition. It has a new boot cover and new pile carpeting. The complete ownership history is unknown. [Read More...] By Daniel Vaughan | Oct 2009
Sold for $178,750 at 2009 RM Auctions. High bid of $185,000 at 2009 RM Auctions. (did not sell) This Series 1104 Super 8 Packard was entered by Dr. Barbara Atwood in the 1985 Great American Race. This re-enactment was to honor the Packard Model F Runabout that traveled from San Francisco to New York in June of 1903. This amazing accomplishmen [Read More...] By Daniel Vaughan | Sep 2009
This 1104 Super Eight Packard wears a Coupe Roadster body and has never been restored. It has recently been removed from its resting place, in dry storage, where it had been for around three decades. It is painted green. It is believed that a re-p [Read More...] By Daniel Vaughan | Dec 2008
This is the lowest-numbered 1934 Packard 1104 Super Eight Seven Passenger Phaeton. It sold for $129,250 at the 2006 Christies Auction at the 2006 Greenwich Concours d'Elegance. [Read More...] By Daniel Vaughan | Sep 2009
Packard was one of the earliest automobile makers and produced their first car in 1899. In the early days of motoring, hundreds - even thousands - of auto companies came and went but few survived the years. Packard not only survived, but thrived by f [Read More...]
Sold for $110,000 at 2011 RM Auctions. Sold for $123,750 at 2016 RM Auctions. Sold for $242,000 at 2017 RM Auctions. The current owner of this Series 1104 Super Eight Two-Passenger Coupe acquired it a few years ago from a previous long-term caretaker on the East Coast. It has an older but well-preserved restoration, and is finished in two-tone color scheme of red w [Read More...] By Daniel Vaughan | Dec 2016
Coupe Roadster Engine Num: 753642
Sold for $154,000 at 2010 RM Auctions. Sold for $187,000 at 2017 Barrett-Jackson. Sold for $198,000 at 2017 RM Auctions. The Packard catalog was expanded for 1934, from six models on five wheelbases to six wheelbases and a full nine different models. This Eleventh Series had new fender contours, with the fronts curving downward nearly to the front bumper. Inside, there [Read More...] By Daniel Vaughan | May 2017
The Packard Motor Company relied on making luxurious cars that were highly refined, fitted with luxurious coachwork, and powered by proven engineering. This belief had placed them among the elite in the auto industry during the early 1900s. As the world entered the Great Depression, the Packard Company was one of the few that managed to survive. In fact, they outsold all of their competitors combined. They had entered the Depression in excellent financial health and they emerged with strong financial footing. But the post depression era had them worried, as the number of potential buyers had dwindled as fortunes were lost. Production had dropped nearly half each year when compared with the previous, from 1929 to 1933. In response to the decline, Packard continued to make improvements each year.
In 1932, Packard introduced their Ninth Series. It featured many improvements which helped segregate it from other automakers in the industry. Improvements included a revised steering geometry which made steering smooth and easy. Braking was equally as easy thanks to the new driver adjustable power assisted braking system. The shifting action and clutch were improved making driving a very enjoyable activity. The drivers workload was eased even further with the spark advance and automatic choke.
By making these changes they attracted a growing segment of buyers and drivers - woman.
The 1933 Packard's were called the Tenth Series cars as the company still refused to adopt the convention of the model year system which called for new cars to be introduced in September or October to coincide with the auto show schedules. The following year, the reluctantly joined with other manufacturers which resulted in a shorted run for the tenth series, lasting just seven months. The new Packard model line was introduced in the fall. Because of the seven month production lifespan of the Tenth Series, very few were produced making them very rare in modern times.
The Tenth Series were given a new X-braced frames, dual coil ignition, and downdraft carburetors. The styling was updated with skirted fenders and a 'V'-shaped radiator shell. The interior featured upgraded trim and a new aircraft inspired dash.
Packard continued to offer three chassis, the Eight, Super Eight, and the Twelve. The Super Eight and Twelve both rested on a wheelbase that measured 142-inches and had a hood that was nearly six-inches longer than the Eight. The fenders were longer as well.
The bodies on the Twelve's and Super Eight were interchangeable, with the Super Eight featuring an eight-cylinder engine while the Twelve featured a twelve cylinder engine. During this time, Packard also produced the Eight, which had a smaller wheelbase size and the eight-cylinder engine. The Super Eight and Twelve differed by interior appointments and engine size. The bodies were constructed of wood and steel.
In 1936 Packard was producing their Fourteenth Series as the number thirteen had been skipped. It is believed that thirteen was not used due to superstitious reasons. The Fourteenth Series was the last year for Bijur lubrication, ride control, a semi-elliptic suspension, mechanical brakes, heavy vibration dampening bumpers and the 384.4 cubic inch straight eight engine. It was also the last year for the option of wire or wood wheels.
In 1936 the fourteenth series received a new radiator which was installed at a five-degree angle. The Super 8 had a new sloped grille with chrome vertical bars which gave the vehicle a unique look and served as thermostatically controlled shutters which opened or closed based on engine heat. The headlight trim, fender styling, and hood vents saw minor changes. A new Delco-Remy ignition system was the new updates for 1936 under the bonnet.
For 1936 there were a total of 1,492 Super Eights constructed. By Daniel Vaughan | Apr 2008
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