As the 1940s came into view, Packard found itself producing models for a wider market. In 1937, they introduced the 'One-Twenty' Series as their attempt to break into the mid-priced eight-cylinder demographic. The 120 rested on a 127 inch wheelbase a....[continue reading]
Changes to the 1941 Packard included having the headlamps moved into the fenders. When customers ordered side-mounts, these were sunk deeper into the fenders. The company continued to use what was called a 'caravan' style top without rear quarter win....[continue reading]
The Packard One-Twenty was introduced in 1935 and over its seven-year production run, 175,027 examples were produced. This particular One-Twenty Woody Station Wagon is number 56 of 58 built, and spent many years stored in a barn before being discover....[continue reading]
Packard introduced the Station Sedan in mid-1937 and was offered on both the six-cylinder 115C (later One Ten) and eight-cylinder One Twenty chassis through 1942. The bodies were often provided by the Hercules Body Company, using framework of light-c....[continue reading]
This 1941 Packard 120 Convertible has been given a body-on cosmetic restoration and finished in green with a tan interior. There is leather upholstery with green accent piping. In the front are fog lights and bumper guards. The car is equipped with a....[continue reading]
James Ward Packard was dissatisfied with his Winton motor carriage which prompted him to build his own superior automobile. With help from his brother and two employees from the Winton Company, Packard began work out of his electric engineering facto....[continue reading]
DeLuxe Woodie Station Wagon
Chassis #: D300146
Chassis #: 576057
DeLuxe Woodie Station Wagon
Chassis #: 1499-2918
Chassis #: 14932056
DeLuxe Woodie Station Wagon
Chassis #: 1493-2048
Chassis #: 1473-2075
The Packard One-Twenty was produced from 1935 through 1937 and again from 1939 through 1941. The One-Twenty signified Packard's move into the mid-priced eight cylinder market; a highly competitive segment that was filled with many marques with numerous offerings, options and price ranges. The move had been made due to financial reasons and the need to stay competitive; the Great Depression was taking its tool on the entire automotive industry but mostly on the high priced manufactures. The lower cost marques also had a tough time but a few were still able to move a considerable amounts of products and wade out this terrible time in history.
The One-Twenty was quickly designed, created, and made ready for sale. First offered in 1935, it could be purchased in numerous body styles that included coupes, convertibles, and two- and four-door configurations. Under the hood lurked an L-Head eight cylinder engine capable of producing 110 horsepower. The price range was competitive, with prices ranging from the mid $900's to the low-$1000's. This combination of mid-cost and adorned with the Packard nameplate proved to be the right combination and in its first year nearly 25,000 examples were created. The rest of the Packard model lines only accumulated to around 7000 examples being sold.
For 1936 Packard increased the displacement of the engine and horsepower rose to 120 and gave the One-Twenty a top speed of 85 mph. A convertible four-door sedan was added to the line-up with a $1395 price tag, making it the most expensive One-Twenty body style. Sales continued to be strong and more than doubled over the prior year. This would be the best sales year for the Packard One-Twenty.
Packard introduced the Six in 1937. This was the first time in ten years that a six-cylinder engine could be found in a Packard. The reasoning was again economics and the constant struggle to stay in business by offering a quality product at a reasonable price. The Packard Six meant that the One-Twenty was to move higher up the market, being offered with more amenities and options. Two of these options were the 'C' and 'CD' trim levels. A wood-bodied station wagon and Touring Sedan were added to the line-up. A limousine body style, sitting atop a 138 inch wheelbase was also available for the first time, setting the buyer back a hefty $2000. There were 50,100 examples of all One-Twenty body styles producing during this year.
To conform to Packard's standard naming conventions, the One-Twenty was known as the Packard Eight for 1938. A year later, it was back to being called the One-Twenty. There were still a slew of body styles to choose from, able to satisfy all of their customer's desires and needs. The price range was competitive, costing from around $1100 to $1856. Though the product and the price were good, sales were slow with only 17,647 units being produced. The recession was taking its toll. Packard had even introduced many new mechanical improvements such as placing the shifter on the column rather than on the floor. For the following years, sales began to rise again, now amassing to 28,138 examples being produced. The name One-Twenty was now hyphenated.
For 1941 Packard offered the One-Twenty in eight body styles. The styling had been modified from the prior years, with the headlamps now residing in and on the fenders.
The One-Ten and One-Twenty were both dropped in 1942 and their names were merged with the Packard Six and Packard Eight lines. The One-Twenty had in production for seven years and 175,027 examples were produced. By Daniel Vaughan | Sep 2010
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