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 Dan Vaughan

Touring Sedan

This 1941 Packard 160 Convertible Sedan is powered by a Super 8 356 cubic-inch engine, which produces 160 horsepower. There is a three-speed, column-mounted gearbox and dual side mounts with metal covers. The car is painted in Roman blue and has a matching grey leather interior with tan Harts top and boot. There are wide whitewalls, an original Packard Radio and heater, and a clock. It was restored during the mid-1980s and driven sparingly since that time.

by Dan Vaughan

Derham Formal Sedan by Derham

By the late 1930's most American custom coachbuilders had closed their doors. One that remained in business was Derham, in Rosemont, Pennsylvania, which amazingly continued to operate until 1971.

Derham designed and built bodies for many of the Classic automobile manufacturers, including Packard. This formal sedan was one of the most elegant body styles to appear on any automobile chassis.

The Packard 160 and 180 were powered by the famous Packard straight eight engine.

Convertible Sedan

For 1941, Packard's 19th Series, headlights were incorporated into the fenders and the radiator pushed forward, giving the cars a longer appearance. This Packard was purchased new by a college professor in Asheville, NC who later sold it to another professor at Stanford University.

Today, the Deluxe Convertible Sedan is desirable and rare. It was one of Packard's lowest production models in 1941 and only 100 were built (and seven (some sources say 12) are known to exist today.)

Riding on a 127-inch wheelbase chassis, this Packard is powered by the company's legendary 356 cubic-inch, straight-eight motor that develops 165 horsepower. This beautifully restored Packard has been a winner wherever it's been shown.

Mechanically, the Packard 160 shared much of its design with the upscale 180. They shared the chassis design, four-wheel hydraulic brakes, selective synchromesh three-speed transmission, and a 160 horsepower straight eight-cylinder engine with hydraulic valve lifters. To distinguish the more senior lines, Packard added luxurious interior appointments, unique hood louver trim, and enameled hubcap emblems. Early 1940s Packard innovations included sealed beam headlights, fender-mounted parking lamps, and the optional ability to now be 'Cooled by Mechanical Refrigeration.'

Approximately 100 of these convertible sedan models were produced. Convertible sedans, because of the missing room and multiple door openings, were one of the most complex and expensive models. However, due to those same characteristics, they tend to have a low survival rate. This car was first delivered new on December 24, 1940. It is now on its third owner, who purchased it in 2008.

Convertible Coupe

This car was restored in California and currently has less than 100 miles on the odometer since the restoration. The current owner purchased it sight unseen.

Town Car by Rollson
Chassis number: 14722138

There were minimal changes for the Packards in 1941, though the new 19th Series did integrate some design features that had become increasingly common in American cars in the early 1940s. Among these was the integration of the headlamps into the fenders to create one smooth modern unit. The 356 cubic-inch inline eight-cylinder engine offered 160 horsepower and there was a three-speed manual gearbox.

This Super Eight One-Sixty Model 1904 five-person touring sedan rides on a 138-inch wheelbase and wears coachwork by Rollson, the New York City-based coachbuilder formerly known as Rollston. Swathed in brown broadcloth upholstery, the passenger compartment is enhanced with bud vases, a beveled vanity mirror, a speaker phone, jump seats, silk sun shades, and a heater. Upholstered in black leather with a wood grain windowsill trim and offering a fashionable instrument panel with a horizontally graded speedometer, the driver's cockpit is just as sophisticated.

There are dual side-mount spares and whitewall tires.

In 2011, the car was offered for sale at the Gooding & Company auction held in Amelia Island, Florida where it was estimated to sell for $60,000-$80,000. As bidding came to a close, the car had been sold for the sum of $50,600 inclusive of the buyer's premium.

by Dan Vaughan

Limousine Convertible by Rollson

This is a Packard 160 Limousine Convertible with coachwork designed and built by Rollson, in New York City. It is a one-of-a-kind car, the only such body manufactured by the firm and sadly, the last custom coachwork automobile they built. It was owned by Col. Ezra Prentice and his wife Alta. Alta was the youngest daughter of the richest man in the world, oil tycoon, John D. Rockefeller. Col. Prentice was also a prominent member of Rockefeller's legal staff. The car was delivered on October 1, 1941. It remained in service at the Mount Hope farm for 21 years until Alta's death in 1962. The car is finished in Grove Green and carries the Colonel's initials just below the belt line on the rear doors. The car is simply enormous: rides on a 148-inch wheelbase and is the longest and tallest Packard ever made. It has led an interesting life, it belonged to the Rockefellers and was displayed in the Harrah Collection.

Convertible Coupe

A total of 3,525 Model 160s were produced in 1941, this limited production car is complete with factory overdrive and a vacuum power convertible top. The selling price was $1,937, plus the extra cost for the radio, heater, and overdrive. The car came with a 356 cubic-inch flathead engine producing 160 horsepower.

The current owner purchased the car about two years ago and has been doing some restoration work on it. The car is driven on a regular basis.

Limousine by Bohman & Schwartz
Chassis number: 1471.2205
Engine number: D305058D

1941 Packard Model 1905 Super-8 160 Limousine wears coachwork by Bohman & Schwartz of Pasadena, California. It was the final commission for Bohman & Schwartz who received Mrs. Marie Clarke's new 1941 Packard long-wheelbase seven-passenger sedan and rebuilt it, changing nearly every body panel on the car to her exact specifications and detailed instructions. The front compartment, including the door panels and headliner, is finished in black leather. The rear compartment is trimmed in triple-weave English Bedford cord wool and is accented by the silk-covered door and window shade pulls with dark blue English wool carpets and lambswool overlay. The ample windowpanes of the rear elevated compartment are surrounded by a burled black walnut.

When Mrs. Clarke passed away in 1948, the bespoke Packard was cast aside and eventually acquired by Harrah's Automobile Collection in 1966 as a restoration project which never took place. It would remain in unrestored condition until 1990 when it was enquired by an enthusiast who entrusted Packard expert David Mitchell of Geneseo, Illinois to complete the restoration. The work took seven years to complete and nearly every facet of the car was renewed, using countless NOS parts from his own inventory and from private collections of Packard parts across the country. After thousands of hours of work, the car was rewarded in 1998 with a First in Class at the Pebble Beach Concours d'Elegance. It was followed by numerous additional 100-point judgments and class wins at top shows in subsequent years.

by Dan Vaughan

Convertible Coupe
Chassis number: D503139

This 1941 Packard 160 Convertible, powered by a 356 cubic-inch inline 8-cylinder engine with a column-shifted three-speed manual transmission, is finished in gold with a tan folding top and a red leather interior. It has bright bumpers with bumper guards, bright body-side and fender trim, hubcaps and trim rings, Firestone tires, and dual-side mount spares with shell cases and mirrors.

Touring Sedan
Engine number: D503713

The 1941 Packard (Nineteenth Series) gained headlights that were faired into the front fenders, 15-inch wheels, new grille treatment, and the elimination of running boards. The twelve-cylinder engines had been dropped after 1939, leaving the 356 cubic-inch straight-eight unit as the top-of-the-line option. Although it had four fewer cylinders, these inline eights were at least as powerful and more reliable than the V-12.

This Super Eight One-Sixty 7-Passenger Touring Sedan was originally sold by C.L. Norton of Alvan Fuller's Packard Motor Car Company of Boston. It left the factory powered by engine number D503713 (which continues to reside in the engine bay) and equipped with six wheels, the Electromatic clutch, and Aero Drive (an overdrive-module for the transmission). The car was sold to Alfred C. Gardner of Revere, Massachusetts, for the sum of $2,698.50 plus his 1937 Packard 7-Passenger Sedan. The car remained in the Gardner family until 2005. The current (and third) owner purchased the car in January 2018, and at that time, the Packard had 55,794 miles on its odometer.

This well-preserved Grove Green Super Eight One-Sixty has added 1,450 miles while in the current owner's care. During that time, the car's braking system was overhauled, signal lights were added, and a new set of period-style whitewall tires were fitted.

by Dan Vaughan