1932 Packard Model 904

The Great Depression had a tight grip on the American economy by the early 1930s, and the automobile industry was not immune to its effects. Although Packard remained at the pinnacle of the luxury market, its future, like that of its competitors was tenuous.

Much of the auto industry was slow to respond to the economy's torment, and Packard pursued resolutely the course Alvan Macauley had set for it during the prosperous years of the late Twenties. Although Packard had enjoyed success in providing high-quality chassis to custom coachbuilders, Macauley advocated bringing custom coachbuilding in-house, which they did by 1931. Since Packard's body-building capabilities were second to none, and the quality of its in-house work often exceeded that of independent coachbuilders, Macauley's logic was understandable. Additionally, it was more economical and efficient with better coordination between chassis construction and in-house custom coachbuilding.

In response to the dramatic changes in the American marketplace, Packard rushed the development of the lower-priced Light Eight and the new Twin Six V12. The Light Eight was in response to the Depression and the Twin Six V12 was intended to carry the prestigious Packard banner into the escalating cylinder wars. Both debuted as Ninth Series 1932 models. Ultimately, Packard's attempt with the lower-priced Light Eight was unsuccessful, but its second attempt in 1935 with the medium-priced One Twenty brought about a vast increase in sales and provided the company with an influx of financial resources needed to remain in business.

The 1932 Packard Light Eight rested on a 127.75-inch wheelbase, equipped with a 319.2 cubic-inch straight-8 engine, and priced at $1,785. The Standard Eight had a 129.5- and 136.5-inch wheelbase and was powered by the same engine installed in the Light Eight. Prices ranged from $2,485 to $3,400.

Above the Light Eight and Standard Eight was the Deluxe Eight which included the Series 903 and the Individual Custom 904. The 903 had a 142.5-inch wheelbase and the 904 used a longer 147.5-inch platform. Both were equipped with a 384.8 cubic-inch straight-eight, L-head engine with a Detroit Lubricator updraft carburetor, nine main bearings, solid valve lifters, and a 6.0:1 compression ratio. It developed 135 horsepower at 3,200 RPM and was backed by a four-speed (later a three-speed) selective transmission with a two-plate clutch. Packard had begun using the four-speed transmission in 1930 with its Seventh Series models. Stopping power was provided by mechanical brakes on all wheels.

The Twin Six (Series 905 and 906) used a 142- and 147-inch wheelbase and prices ranged from $3,750 to $6,500. The twelve-cylinder engine had a 445.5 cubic-inch displacement, a Stromberg-Duplex carburetor, four main bearings, and delivered 160 horsepower at 3,200 RPM.

Both the Twin Six and the 1930 Packard 734 Speedster were built in response to Cadillac's sixteen-cylinder model. The Packard 734 had a heavily modified chassis and engine, with a choice of gear ratios and cylinder heads, with the most potent being the 8.0 heads and the 3.3 differential, giving the vehicle a top speed in excess of 100 mph.

Many of the 734 modifications were adopted by future Packard models, including the Deluxe Eight's nine main bearing 385 CID engine with 120 hp. It offered unobtrusive power, luxury, and quiet and smooth operation, and was more than capable of propelling lavishly appointed formal coachwork. With more sporting and lightweight open bodies, the DeLuxe Packards were among the fastest on the road.

The 1932 Packard Deluxe Eight rode on a new double-drop design frame with X-bracing, and was equipped with a harmonic stabilizer front bumper and ride control. The styling was elegant and modern, with fender lamps and dual trumpet horns positioned under the headlights. The combined list of 903 and 904 body styles was extensive, including coupes, phaetons, sedans tourers, and limousines. The Dietrich-designed Convertible Victoria and Convertible sedan that was previously part of the Individual Custom line was now in the Deluxe Eight 903. Prices on the 903 ranged from $3,725 to $4,500. The Packard Deluxe Eight 904 was restricted to five or seven-passenger sedans and sedan-limousines in both open and closed coachwork.

Body styles of the Packard 904 Individual Custom included five Dietrich designs including a convertible sedan, convertible victoria, convertible coupe, stationary coupe, and sport phaeton. The station coupe was priced at $5,900, the convertible sedan at $6,250, the sport phaeton at $5,800, the convertible coupe at $6,050, and the convertible victoria at $6,150.

The remainder of the ten body styles within the Packard 904 line was advertised as 'Custom Made by Packard.' The list of all-weather styles included a cabriolet, landaulet, town car, town car landaulet, brougham, and sport cabriolet. Prices ranged from $6,850 to $7250. Additionally, the limousine sedan, sport sedan, and sedan cabriolet limousine were priced at $6,850.

Despite the eight-cylinder Packard 904 being similarly priced to its twelve-cylinder Packard Twin Six sibling, a total of 700 examples were built. 955 examples of the Packard 903 were built in 1932, along with 311 of the 905 and 238 of the 906 (the twelve-cylinder model). The bulk of Packard's production was 901 and 902 models, with 3,922 and 3,737 examples built respectively. The Light Eight did not achieve its intended success, yet production was rather impressive with 6,750 units built (albeit, a much lower amount than the 24,995 units built of the One Twenty in its inaugural 1935 year).

For 1933, the Light Eight was dropped, the Packard Eight became the 'base' Packard, and the DeLuxe Eight was renamed the Super Eight. The Packard Twin Six was now simply called the Packard Twelve. Packard would continue to use the 'Super Eight' name through 1942. After World War II, the Deluxe Eight and Super Eight (in various guises) remained through 1950.

by Daniel Vaughan | Mar 2021