1936 Packard Model 1408 Twelve

The twelve-cylinder Packard was only part of the company's legacy for brief periods of time, but on both occasions, they made profound statements. Some companies switched to eight-cylinder power or very large displacement sizes during the mid-1910s, but Packard went big - introducing its Twin Six model in 1916. It was formed using two cast iron blocks of six and had a displacement size of 424.1 cubic inches, mechanical valve lifters, three main bearings, a Packard pressure-feed carburetor, and 88 horsepower at 2,600 RPM. The inline-6 that preceded the twelve had a 415 CID engine delivering 65 horsepower. The twelve-cylinder engine had twice as many cylinders, a larger displacement, and over twenty more horsepower, making it better suited for the large and stately coachwork on many of the Packard vehicles. Engineering refinements quickly followed the introduction of the twelve-cylinder engine, with detachable cylinder heads introduced in 1917 along with the removal of the thermostat from the block to the upper tank of the radiator. An Improved cylinder head design followed a year later resulting in a slight increase in horsepower and improved breathing.

Packard re-introduced the Single Six (six-cylinder) model in 1921 as a more affordable option than its twelve-cylinder model. This was partly in response to the sharp deflationary recession of 1920 and 1921. Packard's model lineup through most of the Roaring Twenties was six- and eight-cylinder models. With high-quality and attractive products available in various wheelbase sizes and body styles, a solid reputation, and reasonably affordable prices, Packard had its best and most profitable years during the late-1920s.

The early 1930s were devastating as the Great Depression crippled the economy, and as most manufacturers were 'down,' Cadillac threw the knock-out punch with the introduction of its sixteen-cylinder model followed a short time later by a twelve-cylinder model. Having done the design and development during the prosperous late-1920s, and with the vast resources of its General Motors parent company, Cadillac's longevity was guaranteed. The rest of the luxury car segment, however, danced to a different fiddle.

To compete with Cadillac in the exclusive luxury marketplace, a comparable product was required. This was nearly impossible due to the lack of resources due to the Depression. Packard entered the 1930s in a stable financial position and had the expertise to develop an engine that could rival Cadillacs. Most manufacturers were not as fortunate and were soon out of business, victims of the Depression and the unrelenting pace of progress.

Packards twelve-cylinder engine had a 67-degree V-monoblock design with aluminum alloy pistons, four main bearings, a 445.5 cubic-inch displacement, zero lash automatic valve silencers, a Stromberg-Duplex carburetor, and developed 160 horsepower at 3,200 RPM. In comparison, the Cadillac sixteen-cylinder engine (with four additional cylinders which meant it was heavier) displaced 452 cubic inches and produced 165 horsepower. The twelve-cylinder Cadillac had a 368 cubic-inch displacement size and 135 horsepower. The Cadillac Sixteen weighed approximately 6,100 pounds (varied depending on coachwork) and had a horsepower-to-weight ratio of 0.027. The Packard Twin Six (twelve) weighed around 5,400 pounds giving it a horsepower-to-weight ratio of 0.0296. The twelve-cylinder was not as imposing as the sixteen-cylinder unit, but its performance was on par, if not better.

The Packard twelve-cylinder model was called the Twin Six in 1932 and then the 'Twelve' for the rest of its production lifespan which lasted through 1939. It was a 'halo' car, priced higher than the rest of the Packard models and produced in exclusive quantities. 549 were built in its inaugural year and fewer than 500 in its final year. 520 were built in 1933, 960 in 1934, and 788 in 1935. 682 examples were built in 1936, 1,300 in 1937, and 566 in 1938. In comparison, the budget-minded Packard One Twenty, introduced in 1935, had nearly 25,000 examples built in its debut year. While the 'junior' models provided Packard with its 'bread-and-butter,' the 'senior' lines provided the company its status, desirability, and reputation.

The 1936 Packard Model 1408 Twelve

Packard's twelve-cylinder model of 1936 was offered on a 139.25-inch and 144.5-inch wheelbase platform. The eight-cylinder Super Eight Packard had comparable wheelbase platforms of 139- and 144-inches (the Eight rested on a 127-, 134-, and 139-inch wheelbase), and most of the body styles offered on the twelve were the same offered on the Super Eight.

1936 was the final year for Packard's use of Bijur lubrication, semi-elliptic suspension, mechanical brakes, and ride control. Some of these features were used on Twelve, however, braking was handled by mechanical vacuum assist brakes on four wheels. The front suspension used a beam axle with semi-elliptical leaf springs and shock absorbers while the rear employed a live axle with semi-elliptical leaf springs and shock absorbers. The 473 cubic-inch twelve-cylinder engine had four main bearings, a Stromberg-Duplex carburetor, a standard 6.0:1 compression ratio, and delivered 175 bhp at 3,200 RPM. With a higher compression setting of 7.0:1, horsepower rose to 180 bhp.

The engine was backed by a three-speed selective synchromesh transmission with a single plate clutch and floor shift controls. A selection of gear ratios was available with the 4.41:1 being standard, and the 4.06:1, 4.69:1, and 5.07:1 being optional.

Since the body style catalog for the Eight, Super Eight, and Twelve were identical, the styling changes made to the eight-cylinder models were incorporated into the twelve. Among the few changes that were made for 1936 was a five-degree greater slope to the radiator, similar changes made to the front fenders, and chrome strip ribs added to the headlights. Mechanical changes were equally minimal, with the engine receiving a conventionally designed oil temperature regulator.

The Packard Super Eight was priced from $2,990 to $4,000. (The custom LeBaron coachwork was even higher at nearly $6,000). The Packard Twelve pricing began at $3,850 and quickly rose into the $4,000 and $5,000 range. Body styles on the 'shorter' 139-inch wheelbase included a coupe roadster priced at $3,850, a phaeton at $4,190, a sport phaeton at $4,490, a rumble seat coupe and club sedan at $3,990, a sedan at $3,960, formal sedan at $4,550, and an all-weather Cabriolet by Lebaron at $6,290. LeBaron clothed approximately twenty-four examples of the 1407 (Style L-294) and 1408 (Style L-295) chassis with the All-Weather Town Cabriolet coachwork.

Bodystyles on the Packard Twelve 1408, with a wheelbase size of 144-inches, included a seven-passenger tourer priced at $4,490, a convertible sedan at $5,050, a seven-passenger sedan at $4,285, a limousine at $4,485, and the All-Weather Cabriolet by LeBaron at $6,435.

Most of Packard's customers selected the One Twenty with (in its second year) 55,042 examples sold. 3,973 examples of the Packard Eight were sold and 1,330 of the Super Eight. The 682 examples of the Packard Twelve built in 1936 represented just one percent of the company's overall production. Although this number was not significant, it was much higher than the 52 examples of the Cadillac Sixteen but less than the 901 examples of the Cadillac Twelve.

The Packard Twelve did not make it out of the 1930s, relegated to the history books in 1939. Due to the limited production figures, the stately coachwork, and mechanical prowess, the twelve-cylinder Packard ranked among the most collectible and desirable vehicles of the 1930s.

by Dan Vaughan

All Weather Town Car by LeBaron
Engine number: 904533

This Packard Twelve All-Weather Town Car is one of approximately twenty-four 1407 and 1408 chassis ordered with this formal coachwork by LeBaron for the 1935 model year. The shorter 1407 chassis were fitted with the All-Weather Town Cabriolet (Style L-294) while the 1408 chassis were given All-Weather Town Car (Style L-295), which were distinguished by their rear-hinged doors and quarter windows. This example, Packard vehicle number 295-203, was the third example produced in the limited series.

It was sold on January 28th of 1936 by the Packard Motorcar Company of Boston, Massachusetts. It sold for $6,850, some $2,000 more than the average factory-bodied 1407 Twelve. It remained on the East Coast for many years before being acquired by a collector in San Diego, California, who planned on restoring the aging car as a Dual-Cowl Phaeton. In 1992, it joined the Tom Moretti collection of automobiles. It is one of three examples known to survive.

Mr. Moretti began a five-year, body-off restoration with the goal of presenting the Packard at Pebble Beach. The car was finished in factory-correct dark blue, complemented by matching wheel covers and whitewall tires. Inside, the passenger compartment was reupholstered in blue-gray broadcloth sourced from the United Kingdom, and, in front, the driver's compartment was correctly upholstered in dark-blue leather. Other interior features include a Jaeger clock rear of the division.

The car was presented at the 1997 Pebble Beach Concours d'Elegance where it was featured in a competitive class of closed, custom-bodied American classics. The judges awarded the Packard with a First in Class.

In 1998, the Town Car earned First Place in Primary at the CCCA Annual Meeting, a First Place in Senior division at an Indiana Grand Classic, and a First Place in Premier division at a Michigan Grand Classic. In addition, the Town Car also won the Warshawsky Best of Show award at the Annual Meeting in San Antonio. It went on to receive Best of Show at the Burn Foundation Concours, Best Restored at the New Hampshire Concours and an AACA National First Prize. In 1999, the Town Car received the prestigious AACA President's Cup Award which honors an outstanding restoration of a 1921–1942 automobile. Other awards include a First in Class at the 2006 Amelia Island Concours d'Elegance and Outstanding Formal Car at the 2010 Geneva Concours d'Elegance.

In 2012, this car was offered for sale at Gooding & Company's Scottsdale, Arizona auction. It was estimated to sell for $250,000 - $325,000. As bidding came to a close, the car had been sold for the sum of $203,500 inclusive of the buyer's premium.

by Dan Vaughan

All Weather Town Car by LeBaron
Chassis number: 14TH1408203

This 1936 Packard V-12 Town Car by LeBaron is one of only three known to exist. It is the only Packard Town Car with a removable hard top over the chauffeur's compartment. The car is powered by a 473-cubic-inch, V-12 engine, developing 175 horsepower. The current owner purchased the car in 1991 and completed his own restoration in 1997.

Convertible Sedan by Dietrich

This 1936 Packard Model 973 is powered by a 473-cubic-inch, V-12 engine, producing 175 horsepower. The vehicle rides on a 144-inch wheelbase, weighs 5,945 pounds, and sold new for $5050.

This was the first year for the Dietrich coachwork. Although it carries Dietrich Body Plates, Ray Dietrich had nothing to do with it as his name had been owned by Murray Brothers Body Co, since the early 1930s.

All Weather Town Car by LeBaron
Chassis number: 14TH1408203

LeBaron created a pair of formal designs on Packard's 14th Series model Twelve including designs on the shorter 1407 model chassis with All-Weather Town Cabriolet coachwork (Style L-294) and on the 1408 chassis with All-Weather Town Car coachwork (Style L-295). The latter had rear-hinged doors, quarter windows, and a 44% premium over a standard TWelve.

This particular example, Packard vehicle number 295-203, is one of approximately 24 examples built and one of three currently known to exist. It was sold on January 28th of 1936 by the Packard Motorcar Company of Boston, Massachusetts, and remained on the East Coast for many years. By the 1980s it had been acquired by a Packard collector in San Francisco, California. At the time, the car was in a rather tired state and was in need of restoration. The new owner had planned to turn the car into a dual-cowl Phaeton but instead, it was sold to Tom Moretti in 1992. Moretti immediately undertook a complete and total restoration that would consume five years. Upon completion, the Packard was finished in a factory-correct dark blue complemented by matching wheel covers and whitewall tires. The interior was reupholstered in blue-gray broadcloth and, in front, the driver's compartment was upholstered in dark blue pleated leather.

This Packard has a Jaeger clock rear of the cabin division, a correct cormorant mascot, vibration-damping bumpers, and a rear luggage rack.

Upon completion, the car was shown at the 1997 Pebble Beach Concours d'Elegance where it was placed in the 'Closed, custom-bodied American classics' class where it was awarded Best in Class honors. The following year, the Town Car earned First Place in Primary at the CCCA Annual Meeting, a First Place in Senior division at an Indiana Grand Classic, and a First Place in Premier division at a Michigan Grand Classic. The Town Car also won the Warshawsky Best of Show award at the Annual Meeting in San Antonio. Other honors in 1998 include Best of Show at the 8th Annual Burn Prevention Foundation Concours of the Eastern United States, Best Restored at the New Hampshire Concours, and an AACA National First Prize. In 1999, the Town Car received an AACA President's Cup Award, and in 2006 it won First in Class at the Amelia Island Concours d'Elegance and Outstanding Formal Car at the 2010 Geneva Concours d'Elegance.

by Dan Vaughan

The Packard Twelve was produced from 1933 to 1939 with over 35,000 examples produced. It is considered by many to be one of the finest automobiles produced by Packard and one of the most significant creations of the classic car era. The long and flowing front hood hid a 445 cubic-inch side-valve twelve-cylinder engine that was refined, powerful, smooth, and quiet.

The engine was originally destined for a front-wheel drive project which eventually proved to have weaknesses. That and the anticipated development cost were too much to be practical so Packard decided to scrap the idea. Cadillac had introduced their 16-cylinder engine and other marques such as Pierce-Arrow were improving the performance of their offerings. Packard was feeling the pressure and decided to place the engine into the Deluxe Eight Chassis and dubbed it the Twin Six. The name was in honor of Packard's achievement fifteen years earlier when they introduced their first 12-cylinder engine. By 1933 the name was changed to Twelve to be in line with the rest of the Packard models.

Most of the Packard production Twelve's received factory bodies. Only a handful received custom coachwork by such greats as LeBaron and Dietrich.

In 1935 Packard introduced more horsepower and mechanical improvements. The suspension became more plush and comfortable while the steering became easier to operate. The cars were designed and built as one unit including the fenders, running boards, hood, and body.

1936 was the final year for 17-inch wire wheels and double-blade bumpers with hydraulic dampers.

by Dan Vaughan