1941 Packard Super-8 One-Sixty

The 1930s introduced many dramatic styling exercises, experimentation with front-wheel drive, various engine technology, and multi-cylinder power. By the 1940s, most of the industry had settled on eight-cylinder power and had embraced elegantly flowing and aerodynamic lines. While many wheelbases and overall lengths were still large, they were not as excessive as the 1930s, with many embracing a lower and wider stance. Packard's journey with twelve-cylinder power was revived in 1932 (the original Twin Six was produced from 1916 to 1923), answering the call made by Cadillac and other manufacturers who had greatly increased their engine size and output. The 445.5 cubic-inch, cast-iron monobloc engine with aluminum alloy pistons and four main bearings was installed into the chassis's having wheelbase sizes of 142- and 147-inches. 1939 was the final year of the twelve-cylinder Packard, and by then its displacement had grown to 473.3 CID and its original 160 horsepower output had increased to 175. Two wheelbase sizes were offered with one measuring 134 inches and the other at 139 inches.

The potent engines, large footprints, well-appointed interiors, and modern and stylish bodies raised the notoriety of the manufacturer, yet for many, it quickened their demise. The ultra-luxury segment (and other segments) were decimated by the Great Depression and sales were minuscule across the board. Packard sold fewer than 500 examples of its Twelve during its final year of production, and Cadillac's eleven-year production of its sixteen-cylinder engine had netted them a mere 4,076 sales.

What was discovered was that the performance increase from these paragon engines was minimal compared to engines with fewer cylinders, as the additional weight of the engines and length (especially with inline engine configurations) offset horsepower gains. For example, Packard's 1939 twelve-cylinder engine produced 175 horsepower while its 320 cubic-inch straight-8 produced 130 horsepower. The average Packard Twelve weighed in the mid-5000 range while the Packard Super Eight weighed in the high-3000 range. Thus, a Packard Twelve weighing 5,500 lbs had a power-to-weight ratio of 0.0318 hp/lb. The Packard Super Eight weighing 3,900 lbs had a power-to-weight ratio of 0.0333 hp/lb, slightly better than the Twelve. Prices of the Super Eight ranged from $1,650 to $2,160 while the Twelve was priced from $5,160 to in excess of $8,000. Albeit, the greater horsepower and torque of the large engines (throughout the industry) were necessary to carry the large and stately bodies that the important and influential buyers demanded. Nevertheless, while the 1939 Packard Twelve had 134- and 139-inch wheelbase options, the Super Eight was available with either a 127- or 148-inch wheelbase chassis. 3,962 customers selected the more affordable Super Eight while just 466 buyers selected the top-of-the-line Twelve.

While Packard protected its reputation and image with the Twelve, their 'bread-and-butter' (and sustained existence) was from the six-cylinder Packard Six and the eight-cylinder One-Twenty, accounting for nearly 42,000 of the combined 46,405 vehicles produced by Packard in 1939.

For 1940, Packard reduced its line to the six-cylinder One-Ten, the eight-cylinder One-Twenty, and eight-cylinder Super-8 One-Sixty, and the range-topping eight-cylinder Custom Super-8 One-Eighty. Both the One-Sixty and One-Eighty had a 127-, 138-, and 148-inch wheelbase platform and were powered by the same 356 cubic-inch straight-eight with 160 horsepower. The primary difference between the two was the level of trim, accouterments, and coachwork. The One-Eighty continued the role of the previous Twelve and carried the custom bodies in the Senior Packard line. The factory bodies of the One-Sixty had styling similar to the Junior Packard themes, while the One-Eighty had unique hubcaps, mascots (on the hood), and hood louvers. Custom coachwork was provided by Rollston and Darrin.

The 1941 Packard
The 1941 Packard model line was similar to the previous year, with the addition of the Packard Clipper. The Clipper foreshadowed the styling direction Packard would pursue in the years that followed. The Clipper used the same 127-inch wheelbase and 282 CID eight-cylinder engine as the One Twenty, but with a unique appearance. Only a touring sedan was initially offered with a base price of $1,420.

The One-Ten and One-Twenty continued to provide Packard with strong sales, with 34,700 and 17,100 units respectively. Packard's One-Sixty and One-Eighty continued to offer a higher level of luxury, exclusivity, and distinction, with 3,525 examples of the One-Sixty and 930 of the One-Eighty produced.

Known as the Nineteenth Series, the 1941 Packard model line was introduced in September 1940 and continued the styling innovations that were pioneered during the prior year, incorporating several detail updates. The Senior Packards grew by five additional inches but their wheelbase sizes remained unchanged. The radiators were moved forward and the headlights, which had previously rested between the fenders and the grille, were now completely inset into the fenders with parking lamps positioned directly above them. Running boards were only available upon customer request, as were two-tone paint schemes. In the running board's absence, Packard placed a black rubber gravel shield on the rear fender of One-Sixty closed cars and a chrome shield on the convertibles. The previous club sedan and touring sedan body styles did not return to the One-Sixty line for 1941, but the convertible sedan and coupe gained Deluxe versions. Body style prices on the 1941 One-Sixty rose by approximately $70 over the previous year.

The business coupe had a base price of $1,600, the club coupe at $1,700, and the convertible coupe at $1,890. The touring sedan was priced at $,2000, the seven-passenger touring sedan at $2,160, the convertible sedan at $2,180, and the convertible coupe DeLuxe at $2,180. The seven-passenger touring limousine cost $2,290 and the convertible sedan Deluxe topped the range at $2,400.

The One-Sixty Series 1903 used the 127-inch wheelbase, the Series 1904 on the 138-inch platform, and the Series 1905 on the largest 148-inch wheelbase. Series 1903 body styles included the Standard and Deluxe convertible, Standard and Deluxe Convertible Sedan, club coupe, business coupe, and sedan. The Series 1904 contained a single-body style - the seven-passenger sedan. The largest platform (Series 1905) carried the seven-passenger Touring Sedan and Touring Limousine.

The L-head straight-eight engine displaced 356 cubic inches, had standard 6.45:1 compression (optional 6.85:1), silent hydraulic valve lifters, nine main bearings, a single Stromberg carburetor, and delivered 160 horsepower at 3,500 RPM. The engine was backed by a three-speed selective synchromesh transmission with a single plate clutch and column-mounted gearshift control. Hydraulic drum brakes on the four wheels provided the stopping power. The front suspension was independent with a live axle setup in the rear.

With their robust 8-cylinder powertrain, independent front suspension, and soft, smooth ride, Packard's Super Eight models carried the mantel and legacy of quality, craftsmanship, luxury, and exclusivity, bringing Packard elegance into a new and modern era. They helped maintain the company's presence in the luxury market while the line of 'junior' cars remained affordable to the middle class.

by Daniel Vaughan | Mar 2021