1939 Packard One Twenty

The Packard was one of the finest American automobiles of the pre-war era and was always built to the highest standards. James Ward Packard was dissatisfied with his Winton motor carriage which is said to have spurred Mr. Packard into building a superior automobile. Along with his brother and two defectors from the Winton company, Packard used his electrical engineering factory in Warren, Ohio to build the first Packard, emerging in November of 1899. Its super build quality and innovative engineering caught the attention of wealthy clients, including William D. Rockefeller who purchased two at the New York Automobile Show in November 1900. The company soon adopted the advertising slogan, 'Ask The Man Who Owns One.' Packard quickly became positioned among the world's top luxury automobile manufacturers, was a frequent sight at the most exclusive society functions of its era, and was favored by film stars, plutocrats, and celebrities. Throughout the 1910s and 1920s, Packard ranked alongside Pierce-Arrow and Peerless, known throughout the U.S. automobile industry as the 'Three P's.'

The single-cylinder motorcar was soon joined by two-, four- and six-cylinder models before Packard became the first manufacturer to introduce a series production V12 with the launch of the Twin Six in 1916. The Eight followed in 1924 and was the first Packard to employ four-wheel brakes. The side-valve, straight-eight-cylinder engine displaced 5.9 liters and developed 85 horsepower. Packard's Eight models were initially comprised of ten body styles on two-wheelbase lengths.

In 1927, the eight-cylinder engine was enlarged to 6.3 liters and a smaller 5.2-liter Standard Eight was introduced in 1929. The larger engine powered the Custom and DeLuxe Eights, and in 1933 the 'DeLuxe' was renamed 'Super Eight.'

The stock market crash and the onset of the Great Depression in the late 1920s and early 1930s affected the entire automotive industry and sales plummeted across the board. The hardest-hit segment was the luxury car market as fewer buyers were able to indulge in such luxuries and those that could felt it in poor taste to flaunt their prosperity in the face of so much financial devastation.

In hopes of catering to a wider audience, Packard introduced the 'One Twenty' Eight for the 1935 season, also known as the 'Junior Packard.' This was the company's first foray into the medium-priced market sector, with styling, quality, and craftsmanship on par with the 'Senior' Packards but at a more 'affordable' price. The strategy worked and the Packard One-Twenty saved the company from the ill-fated demise that had claimed so many others. 24,995 examples of the One-Twenty were produced in its inaugural year compared to approximately 7,000 of all other Packards combined.

Body styles on the One-Twenty included a club coupe, convertible, and four-door sedans all equipped with an all-new Packard aluminum head, L-head inline eight delivering 110 horsepower at 3,850 RPM. The three-passenger business coupe listed for $980 and the Touring Sedan sold for $1,095.

The One-Twenty used a new independent front suspension system called the 'Safe-T-Flex' that used an unequal upper and lower A-arm type, with the largest lower A-arms using two different arms bolted together at a ninety-degree angle. The upper A-arm was welded and positioned parallel to the lower one and was responsible for controlling the camber. A support arm of heavy steel forging was designed to carry the load. The tubular, steel torque arm was bolted to the support arm and carried the decelerating and accelerating torque.

Packard increased the displacement of the eight-cylinder engine for 1936 resulting in an increase in output to 120 bhp. A convertible four-door sedan body style joined the lineup and with a price of $1,395, making it more expensive than the other body styles. 1936 would be the most successful year for the One-Twenty, with 55,042 examples built.

Packard moved the One-Twenty farther up-market in 1937 to make room for the Packard Six, the first six-cylinder Packard in a decade. The One-Twenty gained 'C' and 'CD' trim levels, and a wood-bodied station wagon built on a 138-inch wheelbase, along with a limousine and touring sedan. The 'd' in CD represented 'deluxe' and added a higher level of interior appointments including nicer trim, full Marshall springs in the seats, sponge-backed carpets, a banjo spoke steering wheel, and a clock, plus a radiator ornament and automatic radiator shutters. Series production reached 50,100 units for the Fifteenth Series 1937 Packard.

To make the naming scheme consistent, the One-Twenty name was discontinued in 1938 and its body styles became part of the Packard Eight, resting above the Packard Six and below the Packard Super Eight.

1939 Packard One Twenty

After a brief absence, the One Twenty name reappeared in 1939 as part of the Seventeenth Series Packard, again representing the Junior eight-cylinder model. The engine received a new 6.40:1 compression ratio with 6.85:1 being optional, and the prior aluminum cylinder head was replaced by cast iron. The column-mounted gearshift, known as the Handishift, of the Packard Six was standard on the One Twenty, and the Econo-Drive (overdrive), No-Rol, and tachometer were optional. The No-Rol feature kept the car from rolling during starts on an incline.

With a diverse lineup of six- and eight-cylinder engines, numerous body styles, and several different platforms, customers had many options for 1939, and as such, sales of the One Twenty slipped to 17,647 units. Packard sold 24,350 examples of the Six, 3,962 of the Super Eight, and 446 of the Twelve (the final year of the Packard Twelve).

Howard 'Dutch' Darrin

Howard 'Dutch' Darrin worked as a coachbuilder in Paris before settling in Hollywood, California, where he quickly established himself as the purveyor of custom coachwork to the stars. His first commission was a Ford roadster, followed by a two-passenger roadster built on a 1937 Packard One Twenty chassis for actor Dick Powell. The stunning coachwork was highly admired, eventually evolving into a four-passenger sedan with the same long hood, short rear deck, 'dipped' doors, and vee'd windshield. Among the list of prominent Hollywood stars who commissioned examples to include Clark Gable, Gene Krupa, and Preston Foster.

Darrin's talent and his vast Rolodex of influential individuals drew the attention of Packard, which eventually acquired rights to the design and built the 'Convertible Victoria by Darrin,' in small numbers, as part of its own cataloged offerings, between 1940 and 1942. Packards built prior to 1940 are known as 'Hollywood Darrins,' each of which was handmade on Sunset Boulevard and each of which could genuinely be called unique. Although the exact figure is not known, it is estimated that approximately 30 examples were built, with around eight or nine (some sources state as high as 12) Convertible Victorias built in 1939 on both One Twenty and the larger Super Eight chassis. One of the 1939 'Hollywood' cars wore 1940-style rear fenders from new. It is also believed that five examples were built in 1941 with one for Errol Flynn.

1940 and 1941 Packard One-Twenty

The One-Twenty officially became hyphenated for the 1940 model year and gained a tall radiator grille with two vertical side grilles on either side. The sealed beam headlights were installed on the fenders, with parking lights mounted on the fender crowns. A longer hood gave additional room for mounting of the optional spare wheels. The long-wheelbase chassis was no longer offered, leaving the 127-inch platform to carry to the thirteen body styles, including the Convertible Victoria by Darrin. Several of those body styles were removed from the One-Twenty line in 1941 and moved to the One-Ten. 28,137 examples were built of the Eighteenth Series 1940 Packard One-Twenty and 17,100 units the following year.

The Packard One-Twenty did not appear in 1942, and its body styles were folded into the Packard Six and Packard Eight lines. The total production during the One-Twenty's seven-year production lifespan, a total of 175,027 units were built.

The Packard One-Twenty was influential in providing Packard with a much-needed influx of financial resources during the difficult years of the Great Depression. Some argue that it was partly responsible for the company's eventual demise, as it diluted the Packard ultra-exclusive name. While other great names like Pierce-Arrow, Marmon, Stutz, and Duesenberg had ceased operation and had passed into history, Packard survived.

by Dan Vaughan

Convertible by Darrin
Chassis number: B319346A

This is a truly unique and sporty car. There was only seven or eight Model 1710 Victoria Convertibles produced in 1939. Making this car a little more special, the Darrin bodies were produced by Coachcraft in Hollywood, CA, from 1937 through 1940, when their factory was moved to Connersville, IN, and the Darrin models were produced in sufficient quantities to be offered as a regular production model. Prior to the Connersville plant opening, the Darrin models were only available as a special order from 'Dutch' Darrin himself. Only about 30 Darrin-bodied Packards were produced in Hollywood, including one built for Errol Flynn. This example has undergone several restorations, the most recent of which was completed in 1999. The previous owner drove the car daily on his visits to his golf course. This elegant but sporty convertible rides on a 127-inch wheelbase, weighs 3,545 pounds, and sold new for $1,390. It is powered by a 282 cubic-inch, inline eight-cylinder engine developing 120 horsepower.

This 1939 Packard Darrin Convertible Victoria was offered for sale at the 2007 RM Auctions held in Amelia Island, Florida. The car was estimated to sell between $170,000 - $200,000. The car is finished in yellow with a burgundy leather interior.

At the auction, the car found a new home for $180,900.

In 2010, this Convertible Victoria returned to an RM Auction sale, this time to their Vintage Motor Cars of Meadow Brook sale. The car was estimated to sell for $160,000 - $200,000. As bidding came to a close, the car had been sold for the sum of $148,500.

Convertible Coupe

By 1939 it was apparent that the Packard 110 (six) and 120 (small eight) had saved the Packard Motor Car Company. Although the company continued to build its prestigious Twelves and Super Eights, production of the 'Junior Packards' kept the company's doors open.

The 120 series was an excellent value. Built on a 127-inch wheelbase chassis, it was powered by a Packard-built straight-eight engine that developed 120 horsepower.

For approximately $1,300, the original owner of this convertible coupe got the Packard looks and Packard workmanship at a fraction of the cost of the soon-to-be-discontinued Twelve.

Convertible by Darrin

There were 12 1939 Packard Darrin models produced in Hollywood, CA, by Howard 'Dutch' Darrin. 'Dutch' convinced Packard to offer the Darrin models on a special-order basis in the 1940s. The Darrin models were the priciest of the Packard line. This example is powered by an inline eight-cylinder 282 cubic-inch engine developing 120 horsepower.

This Packard 120 - 1701 Convertible Victoria wears coachwork by Howard 'Dutch' Darrin, who designed custom automobile bodies throughout the industry's golden era. By the late 1930s, Darrin was looking for a new project and found it in Hollywood, California, where he began customizing factory Packard 120s into 'Convertible Victorias.' Darrin's target market was individuals who wanted a unique automobile.

The first cars, such as the Packard 120, were essentially one-off, custom-built cars. The first versions were built in Hollywood, California, before production moved to Connersville, Indiana, where the rest of the Darrin-designed Packards were built. Several body styles were eventually available.

The Darrin-designed Packard was the favorite of celebrities and film stars. This example was purchased new by tennis star Helen Willis Moody, who was an eight-time Wimbledon champion and a gold medal winner in the 1924 Olympic games.

This car was restored several years ago and is the recipient of the highest award possible from the Classic Car Club of America - Premier status. It has also received top awards at national Packard automobile events.

Convertible by Darrin

This 1938 Packard 120 Eight Convertible Victoria wears coachwork by Howard 'Dutch' Darrin, who designed custom automobile bodies throughout the industry's golden era. The Darrin-designed Packards were favorites of celebrities and film stars. It is believed that this automobile was purchased new by Adolph Zukor, head of Paramount Studios, and later, by actor Gary Cooper. It was then privately owned for six decades before being acquired by the current owner, who plans a complete restoration in 2012.

The Packard Darrins were essentially one-off, custom-built cars. The first versions, such as this example, were built in Hollywood, California, before production moved to Connersville, Indiana. This example was 'modernized' when new with the addition of a Packard 'nose clip.'

Convertible Sedan

The Packard Motor Car Company was fortunate to survive the Great Depression. One tactic they used which helped them survive was creating a separate junior and senior series of offerings. Junior models were medium-priced cars while the senior models were the higher-priced cars that helped Packard earn its reputation. The Model 120 placed it squarely in the mid-range eight-cylinder range.

The 120 name was changed to the Packard Eight for the 1938 and the 1941 model years. This was to bring the nomenclature in line with the Packard Six. When reintroduced in 1939, the 120 moved the shifter from the floor to the steering column. The Model 120 derives its name from the 120 horsepower, 282 cubic-inch flathead straight eight engine.

This car has been in the same family since it was new. It has just completed a restoration this year.

Convertible by Darrin
Chassis number: 1701-2098

Howard A. 'Dutch' Darrin was an entrepreneur, inventor, and talented athlete. He worked as a coachbuilder in Paris and later settled in Hollywood, California where he continued his trade. His first commission was a Ford roadster, followed by a two-passenger roadster built on a 1937 Packard One Twenty chassis for Dick Powell. The public took notice, and soon the design had evolved into a four-passenger design featuring the same short rear deck, long hood, vee'd windshield, and unique 'dipped' doors. Several noteworthy Hollywood stars purchased examples, including Clark Gable, Preston Foster, and Gene Krupa. This led to Packard eventually acquiring the rights to the design and build the 'Convertible Victoria by Darrin,' in small numbers, as part of its own catalogued offerings, between 1940 and 1942.

The pre-1940 models are often referred to as the 'Hollywood Darrins.' Each example was handmade on Sunset Boulevard. Is it believed that around 30 examples were built, with about eight or nine constructed in 1939 on both One Twenty and the Super Eight chassis.

This particular example is number 1701-2098. It is the only known 1939 'Hollywood' car with 1940-style rear fenders, which it has worn since new. Its history traces back to 1955 when it was acquired by James Tagliabue. It remained in Mr. Tagliabue's care until 1965 when it was sold to Ken Duke. Later owners include Wendell Hawkins and J.J. Thompson. In 1981, Mr. Thompson sold the car to the Imperial Palace Auto Collections of Las Vegas. The next owner was Mel Weiner of California.

In the early 2000s, it was given a complete restoration. It is finished in classic Packard Cream, with a red leather interior.

In 2007, it was shown at the Pebble Beach Concours d'Elegance where it was judged 2nd in Class. After the show, it joined a prominent Western Collection, where it remained for several years, before being purchased by Orin Smith.

This Packard currently has 43,294 miles on its odometer.

by Dan Vaughan

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