1938 Packard 1608 Twelve

The Packard Twelve of the 1930s was the company's second series of V-12 engines, with the first - the Twin Six - entering production in 1916 and built-in quantities of approximately 4,000 units annually until the post-WWI depression reduced demand to uneconomical levels, bringing production to an end in 1923. During that time, over 35,000 examples rolled out of the factory. Packard then turned to straight-eights, but eight years later, returned to the twelve. The escalating multi-cylinder wars of the early 1930s induced Packard to introduce a V-12 in 1932, again called the Twin Six at its introduction. In 1933, its nomenclature was simplified to Twelve and production continued until 1939. Due to the Great Depression and the plethora of alternatives within the market, production was consistently low, with a total of 5,809 produced meaning the yearly average was 726 units. 1937 was the highest production year with 1,300 units built, followed by 960 in 1934, 788 in 1935, 682 in 1936, and 566 in 1938. The lowest year was its final year, with just 446 examples being built.

Befitting the top-of-the-line Packard model, the Twelve was exclusive and expensive and wore both catalog and custom coachwork with many of its chassis features shared with the Super Eight. The smooth, powerful, whisper-quiet, and refined 67-degree twelve-cylinder engine with a cast-iron monobloc, utilized a unique modified L-head valve layout, and its original displacement measured 445.5 cubic inches. With a 1/2-inch longer stroke in 1935, displacement increased to 473 cubic inches, and along with aluminum cylinder heads, output increased by fifteen to an advertised 175 horsepower. The engines were backed by a three-speed selective synchromesh manual transmission with a twelve-inch single-plate vacuum clutch with vacuum assistance and floor shift controls. Stopping power was by four-wheel power-assisted hydraulic drum brakes, and the suspension was independent in the front with coil springs, while the rear used a live axle with semi-elliptic leaf springs.

The Packard automobiles were renowned for their majestic elegance and impressive performance, and since the Twelve - the most prestigious of Packards - would transport presidents, royals, dictators, movie moguls, and business titans around the globe, every example produced underwent a 250-mile road test at Packard's Utica, Michigan test track before delivery. Approximately half of Packard's employees were dedicated to building the few thousand 'Senior' Super Eight and Twelve models issued each year, while the other half built more than ten times as many 'Junior' Packards.

Packard introduced all-new bodies for 1935 with true envelope-type styling with the body, fenders, running boards, and hood integrated into an elegantly flowing design.

For 1938, the Packard Twelve was offered in two lines consisting of the Series 1607 resting on a 134-inch wheelbase and the 1608 built atop a 139-inch wheelbase platform. The Series 1607 carried seven production body styles and the All-Weather Cabriolet by Rollston. Prices ranged from $4,135 to $5,320 for the factory bodies and $6,730 for the Rollston coachwork.

Befitting the larger platform of the Series 1608, most of the bodies had seven-passenger seating. The Touring Sedan had a base price of $4,485, the Sedan Limousine was priced at $4,690, and the Convertible Sedan (with seating for five) at $5,390. The All-Wether Town Car by Rollston was priced at $6,880. Both the All-Weather Cabriolet and Touring Cabriolet were built by Brunn and listed for $8,500. The Brunn coachwork was similar to the Dietrich-designed convertible sedan shell but fitted with Brunn's own exclusive four-door bodies, with door latches at the rear. They had a new vee'd windshield, hood, and grille with three adjustable cooling louvers along both sides of the hood, along with a new instrument panel.

The Hermann Brunn bodies could be customized with collapsible rear quarters with or without decorative irons. The roof section between the B and C pillars was solid, but since they were full-customs, it is likely that they could have been made convertible had such an order materialized. These bodies were built in Brunn's facilities in Buffalo, New York where the final assembly of the cars took place. Packard shipped the running chassis to Buffalo with a soapbox driver's seat in place and paid Brunn $150 for mounting the bodies. Many of the Brunn Touring Cabriolets were sold by California Packard distributor Earl C. Anthony.

The forward compartment of the Brunn coachwork was completed in high-grade leather, and the tonneau was constructed from a variety of quality materials. Cloth material was used for the rear seats.

Brunn had always worked closely with Lincoln, but it does not appear that the 'Packard Brunn bodies' were cataloged by Lincoln, though Edsel Ford ordered a variation of the style on a Lincoln Series K for his own personal use. It is believed that no more than 10 Brunn-bodied Touring Cabriolets were built per year in 1938 and 1939 on Lincoln and Packard chassis. (It is also believed that there were only nine Brunn-bodied examples built between 1938 and 1939, with as few as four in 1938.)

The New York-based Rollston-bodied formal town cars were also designed to be driven by a chauffeur who rode exposed to the elements, in the style of the horse-drawn carriages. To help reduce costs, Packard sent Rollston its own touring limousine bodies, which were then modified by Rollston with padded formal rooflines, open front seats, and fine interior trim. It is believed that three examples remain in existence.

The Convertible sedan wore styling designed by Dietrich and it is believed that just six examples remain in existence (it is believed that fewer than thirty examples were built). The 1938 design was little changed from 1937, continuing to offer seating for five under a low-slung roof. The rear-seat passengers had a commanding view of the road with either top up or down, and the lavish and well-appointed vehicle provided luxurious accommodations for both front and rear occupants.

The 1935 through 1939 Packard Twelve represents the highest level of evolution of the company's multi-cylinder senior cars. Its ultimate demise was attributed to numerous factors including the Great Depression and a changing world that increasingly focused on volume production. Hand-built quality was growing less relevant and certainly less viable economically, signaling an end to the fine craftsmanship and the ultra-exclusive Packard 'Senior' Twelve. Just 566 examples were built in 1938 and 446 in its final year of 1939.

by Daniel Vaughan | Mar 2021