1940 Packard One-Twenty

The Eighteenth Series Packards were introduced on August 8th of 1939, well ahead of other manufacturers' introductory dates. Its models were divided into Junior and Senior models, and although the priority had been on the Senior models, the emphasis was now on the Junior models. The senior cars had built the company's reputation, but it was the junior cars, particularly the One Twenty, that saved the company.

The twelve-cylinder Packard had been discontinued in 1939, and the eight-cylinder line replaced the twelve as Packard's top offering. In many ways, 1940 and 1941 were the final years for the senior cars, and following World War II, Packard sold its tooling off to the Russians, leaving them with only the mid-priced Clipper to offer customers during the postwar boom.

Sales had increasingly come from the lower end of the price spectrum beginning in the mid-1930, from the One-Ten and One-Twenty models, delivering legendary Packard quality for the price of a DeSoto, Hudson, Oldsmobile, Buick, or Mercury. They were smooth, sophisticated, and offered the refinement of the senior cars and despite being Packard's lowest-priced eight-cylinder line, the One-Twenty was by no means a base model.

The Packard One Twenty was introduced in 1935 and its 120-inch wheelbase platform was the inspiration for its name. Its 256.16 cubic-inch engine initially produced 110 horsepower, increasing to 120 bhp the following year and further reinforcing its name. The increase in power was the result of an increase in stroke to 4.5 inches and displacement increasing to 282 CID. Sales of the 1935 One Twenty were nearly 25,000 units, doubling the following year to over 55,000 units. The success and popularity of the One Twenty inspired the creation of the Packard Six model for 1937, the company's first six-cylinder car since 1927. The Packard Six was equipped with a 237 CID inline-6 offering 100 horsepower and installed in a 115-inch wheelbase chassis. Sales during its inaugural year were 30,050 units and sales of the One Twenty were 50,100 units, far exceeding the Senior Packard sales for 1937 of just over 7,000 units.

The engine in the Packard six grew to 245 cubic inches in 1938, however, power remained at 100 bhp but low-end torque increased. To add consistency to the line, the Packard One Twenty became the Packard Eight for 1938 and its wheelbase grew to 127 inches for the Series 1601 series and 148 inches for the 1602 Series. The compression ratio increased to 6.6:1, and a 7.05:1 aluminum option was available. In its second year of production, the Packard Six outpaced the Packard Eight, with 30,050 sales of the Six and 22,624 of the Eight.

For 1939, Packard reverted back to the One Twenty name and both the Six and the One Twenty received Econo-Drive, No-Rol, and Handishift as standard equipment. Handishift was a column-mounted gearshift lever and Econo-Drive was a new overdrive option. The No-Rol feature aided in starting and holding the car on steep inclines.

1940 Packard One-Twenty

By 1940, the engine powering the One-Twenty displaced 282 cubic inches, used a 6.4:1 compression ratio, had five main bearings, pressure-lubricated valve lifters, a cast-iron block, and delivered 120 bhp at 3,600 RPM. The wheelbase measured 127 inches, the longer wheelbase was discontinued, and the three-speed selective synchromesh transmission was standard, along with hydraulic brakes on all four wheels.

Previous One Twenty models were devoid of the hyphen, but the 1940 model now had a hyphen. The previous Packard Six was now called the Packard One-Ten.

Styling updates included a tall radiator grille flanked on either side by two vertical side grilles, sealed beam headlights resting directly on the fenders, and parking lights positioned on the fender crowns. The side hood louvers now had a step design and the longer hood better accommodated mounting optional spare tires.

Body styles included a business coupe priced at $1,040, a club coupe at $1,110, a four-door club sedan at $1,240, and a convertible coupe at $1,275. The two-door touring sedan was $1,135, the four-door touring sedan at $1,170, the eight-passenger wagon at $1,400, and the convertible sedan at $1,570.

Howard 'Dutch' Darrin had been customizing the One-Twenty in California since 1938. Following his days spent in Paris working at Hibbard and Darrin, Darrin moved to Hollywood, where he quickly established himself as the purveyor of custom coachwork to movie stars. He was embraced by the Hollywood establishment and his well-cultivated French accent was a perfect fit. His shop was named 'Darrin of Paris,' and his first client was Dick Powell, for whom he fashioned a two-passenger Ford roadster in 1937. This was soon followed by a two-seat convertible victoria roadster on a 1937 Packard One twenty platform for the actor Chester Morris. Darrin then sold Packard the idea of building a five-passenger version and including it as part of its lineup. Although Packard's initial response was a 'no,' Darrin continued to build, beginning with a standard Packard Eight Business Coupe. The signature styling feature of the custom coachwork was the cut-down curves of the doors, known as the 'Darrin Dip.' The overall concept was elegant but downright racy with its rakish appearance, long hoods, veed windshield, and aerodynamic features.

Darrin had the car parked outside the Packard Proving Grounds at the time of the annual dealer's meeting, putting it in full view of the dealers. The dealers were so impressed with the design, that they pressured Packard to add it to the catalogue. For 1940, Packard added the 'Darrin' as part of its catalogue. The three body styles with the Darrin touches were the Sport sedan, Convertible Sedan, and the Convertible Victoria. It is estimated that were more than 100 examples were built through 1942 when production was halted due to America's involvement in World War II.

Nearly every aspect of the Darrin-designed Packard was customized, except for the headlight pods, by the Central Manufacturing Company of Connersville, Indiana, one of the last remnants of the Auburn-Cord-Duesenberg empire. By the close of the model year, however, production of the 1941 Darrins was moved to the Sayers & Scoville plant in Cincinnati, Ohio, as the Central Manufacturing Company signed contracts with both Willys and Ford to build Jeep bodies.

The Packards Darrins were extensively advertised and received plenty of coverage by the press but sales never reached the levels of both Packard and Darrin. Most of the Packard Darrins were built on the senior One Eighty chassis, with a limited number built on the One Twenty chassis.

1940 Packard One-Ten production was 62,300 units and One-Twenty production was 28,138 units.

by Dan Vaughan

Club Sedan

The current owner is the third owner of this maroon 1940 Packard Model 120. This model 1801 moved to Michigan, from Indiana about 25 years ago. It has a 282 cubic-inch flathead straight eight engine. The wheelbase is 127 inches, and the overall length is 200.75 inches.

The One-Twenty is an important car in Packard's history because it signified the first time that Packard entered into the highly competitive mid-priced eight-cylinder car market.

The introduction of the One-Twenty was a necessary move to keep Packard in business during the final years of the Great Depression. The reason the company decided to forgo the development of a companion brand name to sell the less expensive models may have been linked to its single production line capability at its Grand Avenue manufacturing plant as much as to the expense of launching a new brand of automobile. By making the One-Twenty a Packard, the car could be brought to market quickly and would afford buyers the cachet of owning a Packard.

The One-Twenty was offered in a full range of body styles from coupe to Touring Limousine, with prices for the model ranging between $1,099 and $1,856.

The series name One-Twenty officially became hyphenated for the model year 1940. Introduced in August 1939, the total model year output was 28,138 units.

In its seven years in the Packard line-up, the One-Twenty saw a total production of 175,027 units.

Convertible Sedan
Chassis number: 1397-2180

The Eighteenth Series Packards were introduced on August 8th of 1939, well ahead of other manufacturers' introductory dates. Power came from a 282-cubic inch straight eight offering 120 horsepower. These Junior models received new cylinder heads for improved aspiration, although their horsepower remained the same. The Convertible Sedan was priced at $1,573 which included a leather interior. A total of 28,138 One-Twenties were produced in 1940 over nine different body styles.

This particular example is a triple-black Convertible Sedan that has recently been released from two decades in a private collection in California. Before moving to the West Coast, the car spent time in the mid-1980s with collector Dino Drosas, from South Carolina, before passing in 1987 to Jim Sweeney, from Massachusetts and Florida, who commissioned a cosmetic restoration that was carried out in the mid-1990s.

The car has a dash clock, a DeLuxe steering wheel, fog lights, bumper guards in the front and rear, and dual side-mounted spares with full metal covers, including correct decorative spears and pedestal mirrors. The correct original jack is also included.

The car has been treated to a restoration and has accumulated fewer than 3,000 miles since that time.

by Dan Vaughan

Convertible Coupe
Chassis number: 13992845

Packard's first entry into the medium-price field - the One-Twenty - was introduced in 1935. This was followed by a six-cylinder model, dubbed the Six in 1937 and later called the One-Ten. These two Junior models quickly became Packard's best-sellers and accounted for over 92 percent of production for 1940. Among the 98,000 examples produced, just 1,761 were One-Twenty convertible coupes.

For 1940, the Packard eighteenth series received the traditional Packard grille flanked by two vertical side grilles, while sealed beam headlights were fitted directly on the fenders with parking lights mounted on the fender crowns. The cylinder heads were redesigned for better intake gas flow, the hood length was increased to allow for easier mounting of side-mount spares when ordered, and the options list was longer than ever. Packard also became the first manufacturer to offer air conditioning.

This example features the optional 'Glass Wing Deluxe Emblem,' known by some as the 'Goddess of Speed' hood ornament. This vehicle also has fog lights and sleek rear wheel fender skirts. It has an older restoration and was sold new in Beverly Hills, California but has most recently been part of a collection in Tennessee. It is finished in maroon with a tan Haartz top and dark maroon leather interior. The eight-cylinder engine displaces 282 cubic inches and offers 120 horsepower. There is a three-speed synchromesh manual transmission and four-wheel hydraulic brakes.

In 2012, the car was offered for sale at the St. Johns sale presented by RM Auctions. It was estimated to sell for $70,000 - $100,000. Bidding reached $47,500 but was not enough to satisfy the vehicle's reserve. It would leave the auction unsold.

by Dan Vaughan

Touring Sedan

Packard built premier luxury and quality automobiles from 1899 until 1958. While founded in Warren, Ohio, Packard is best known for their Detroit, Michigan-produced automobiles. Unique symbols such as the trademark red hexagon and Coat of Arms readily identify the marque. Their radiator ornaments were equally graceful and well-known with the most famous being The Goddess of Speed, Adonis at the Well, and the Cormorant. Their most memorable slogan was 'Ask the Man Who Owns One.'

Production of the 1940 models started in August of 1939. Records show that this Packard was delivered to a dealership in October 1939. The Packard 120 features a 120 hp @ 3200 RPM, 282 cubic-inch flathead straight eight engine.

Station Wagon
Chassis number: 139312042
Engine number: C322341D

The Packard 110 and the 120 were given a major redesign for 1940 with the distinctive Packard grille now flanked by two side grilles and the hood louvres also restyled. The front fenders now housed sealed beam headlamps with streamlined parking lights situated at the top of the fender crowns. There were several important mechanical upgrades such as a new cylinder head design for improved fuel intake. Even with these mechanical upgrades, the horsepower remained the same at 120 bhp.

For 1940, there were a total of 28,138 examples of the Model 120 produced. This station wagon example was given a no-expense-spared, 10-year restoration that was completed in mid-2005.

Coachwork for the station wagon bodies was handled by the Hercules Body Company of Evansville, Indiana, who also built wagon bodies for Buick. The Hercules Body number is 143. The body is painted in its original shade of Inverness Green and has several options such as an overdrive transmission, dual side-mount tires, tire metal covers, front and rear bumper guards and grille guards, a Packard script locking fuel cap, dual heaters and a six-button Packard custom radio.

In 2006 and 2007 it earned its AACA National Junior and Senior awards and the AACA Joseph Parkin Award in 2008 for the best prewar Packard in the Eastern Division.

In 2009, this Station Wagon was offered for sale at the Gooding & Company auction in Scottsdale, Arizona. The car was estimated to sell for $220,000 - $270,000. The lot was sold for a high bid of $198,000, including the buyer's premium.

by Dan Vaughan

Convertible Coupe
Chassis number: DC323202

The Packard One-Twenty was given its name due to the size of its wheelbase (120 inches). It was powered by an eight-cylinder engine capable of producing 110 horsepower. This, along with the 110 series became known as the 'Junior' model line, and during the Great Depression years, they became the company's 'bread-and-butter.'

The Packard 120 models were offered in a wide range of body styles, an independent suspension, and hydraulic brakes.

This 1940 Packard 120 Convertible Coupe has less than 36,000 original miles. It has been given a recent professional restoration and there is a new tan convertible top.

In 2008 it was offered for sale at the Hilton Head Sports & Classic Car Auction presented by Worldwide Auctioneers. It was estimated to sell for $80,000 - $100,000. Bidding failed to satisfy the reserve and the lot was left unsold.

by Dan Vaughan

Roadster by Darrin
Chassis number: 13993539

This Roadster underwent an extensive restoration more than five years ago. It now resides in a private museum and is shown on a very limited basis. It is fully loaded with dual side-mounted spares, fog lamps, dual spotlights, a luggage rack, a heater, a Warner Gear overdrive, a factory power top, bumper guards, and a power top.

It is powered by a 120 horsepower 282 cubic-inch inline-eight with a 3-speed shifter. It also has independent front suspension and four-wheel hydraulic brakes.

This 1940 Packard 120 Convertible Coupe returned to Hilton Head Island, SC in 2007 where it was offered for sale at the Sports and Classic Car Auction presented by The Worldwide Group. It was estimated to sell for $80,000 - $100,000.

This car is finished in a stunning French Blue color and is one of only a few that were given this color from the factory. It has been treated to a restoration and traveled just 167 miles since that time.

At auction the car found an interested buyer and was sold for $72,100, falling just short of the estimated value.

Convertible Victoria by Darrin

This Packard 120 Eight was one of the Darrin-bodied Packards that were built in Hollywood, California before production moved to Connersville, Indiana, where the balance of the Darrin-designed Packards was built. It remains in 'as found' condition, with only minor cosmetic work performed as needed.

The 1940 120 Darrin Convertible Victoria is powered by Packard's dependable 120 horsepower, 282 cubic-inch straight eight engine. Interestingly, the 1940 Packards were the industry's first production cars to offer air conditioning.

This is the only Darrin Town Coupe built. It was built in California and remained there until acquired by the current owner. The body is similar to the ones used on the Super Eight Victorias with the exception of short rear fenders and running boards. The 120 series used Packard's standard, 120 horsepower in-line eight.

By 1940, these customized Packards now appeared in Packard sales literature and were favorites of individuals who wanted something just a bit more distinctive than Packard's regular offerings.

Convertible Coupe

The original owners of this Canadian-built 1940 Packard 120 purchased the car on January 2, 1940, for $2,095 (CN). Mr. Buchanan was the general manager of Cominco Mining in Trail, British Columbia, which manufactured the 'heavy water' for the atomic bombs used at the end of World War II. The Packard was built/assembled at the Packard plant in Windsor, Ontario, directly across the Detroit River from the United States plant. Many of this Packard's engine components are marked 'Made in Canada,' and the factory radio preset buttons have been preserved with their Canadian station call letters. The current owners acquired the car in 2012, bringing it from Vancouver, BC, to Atlanta, GA, where it underwent a comprehensive restoration. Only 20 to 25 drivable examples exist of this rare body style, out of the original 1,761 produced.

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 toll 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 amount 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 was 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 Dan Vaughan