1916 Packard Twin Six Racer

The new twin six was a vehicle that would place the company in the luxury field for the next two decades and set the tone of Packard's overall thinking for many years. The cars were keyed directly to the upper-scale sales bracket. Two series were offered the, 1-25 with nine models and the 1-35 with 13 styles. The designations were based on wheelbase, not horsepower. The 2-door passenger coupe cost was $2,700 and the 3-passenger coupe was $3,700. One of the Twin Six's best testimonials came from the home of Rolls Royce. 'For twenty years the Packard car had held the reputation of being in America what the Rolls Royce is in England.' The chassis of the new Twin-six bears no resemblance to earlier Packard's it is channel section pressed steel 6 inches deep. The front axles are I-beam with roller bearings and the rear axles are beam tubular steel, semi-floating.

by National Packard Museum

by Packard

Boattail Racer

Brothers James and William Packard founded the Ohio Automobile Company in Warren in 1900. Sales rose quickly, and by 1902, their company's name was changed to Packard Motor Company. Packard soon became widely regarded as a premier American make. In 1911 the new Packard 'Six' was launched. In May of 1915, the engine was doubled into a common crankshaft to become Packard's greatest innovation: the new 'Twin Six' for 1916 models which was the first production V-12 engine. Designed by Packard VP and Chief Engineer Jesse Vincent, it remained in production into 1923 influencing many future V-12 designers and the famed 'Liberty' aircraft engine. Another innovative feature was placement of the 3-speed transmission behind the flywheel rather than conventional mounting to the differential, a novel concept at the time.

During 1916, Packard built two special racing cars that were driven by Italian immigrant Ralph DePalma. With interests in manufacturing aircraft engines, the first was the '905 Special' (905 CID Packard Liberty engine). The second was the much lighter '299 Special' with the 'Twin Six.' The first Packard V-12 displaced 424 CID producing 85 horsepower at an astonishing, for the time, 3000 RPM. With production cars being highly profitable, Packard experimented with many engines, and it is thought, built this 'special' with a 299 CID engine for the 5-liter formula emerging at the time. During 1920, this Packard was shipped to Argentina and then raced throughout South America. It was found, amazingly intact in Paraguay and subsequently restored to its current form with the larger 424 engine.

This Packard race car is believed to be the first Packard racing vehicle ever imported into Argentina. It competed quite successfully, winning several titles, including the 'Championship of the Mile' in 1920 and 1921. The car set a national speed record of 166.666 kilometers per hour, which stood until 1929. The car was retired in the late 1920s and was stored in several locations in Paraguay until its discovery by the current owner in the 1990s. When discovered, the car was amazingly intact, retaining most of its original and unique racing components. This racer was most likely built by the Packard Experimental Department to showcase their new 424 cubic-inch Twin Six power plant.

Runabout Racer
Chassis number: 32168
Engine number: 127642

This Packard 2-25 Twin Six Runabout Race Car was shipped to Baltimore on November 19th of 1916, along with two other lightweight two-seat Runabouts, and then shipped to Argentina. The original owner is unknown though it is believed that it may have gone into the care of Mr. Mariano de la Fuente or a Mr. De Palma. Years later, in the 1950s or 1960s, it was discovered in its current configuration showing visible signs of active competition. Ownership passed to C. William Humphreys, a Shell Oil Company executive, who intended to restore it yet never did. It was sold in 1962 to Frederick D. Douglas, an oil company employee. He attempted to ship it back to the US, but Argentine customs declined to release the vehicle. Instead, Douglas removed several of the car's parts and had them shipped to Houston in a clandestine manner. The parts were replaced with various junk parts and the car was painted red, black, and green. The disguise worked and the Packard left Argentina on the Nopal Star in late 19663 for Houston. When it arrived in Texas, it was impounded by U.S. Customs until August of 1965.

When Douglas died in 1968, the car was still in unrestored condition, though he had stripped it down and begun attempts at getting it to run again. Elwood Hardman, another individual associated with Shell oil, purchased the car in February of 1969. The car would travel with Hardman throughout his transfers, from New Mexico to Los Angeles, Houston, New Orleans, and Evergreen, Colorado. It would remain in Colorado for over 25 years in unrestored condition before selling to Bill Eyler and restorer Dave Rosenwinge in 2001. It was sold to Rick Eagan and Tony Reed while Eyler and Rosenwinge continued its restoration.

In 2002 it was displayed at the National Packard Museum's Car Show as one of the feature cars. Upon completion of its restoration, it was on display at the 2005 Pebble Beach Concours d'Elegance and participated in the inaugural Pebble Beach Motoring Classis and the pre-Conocurs 'Tour d'Elegance.'

Though the early history of this car is not known for certain, Alvaro Casal Tatlock in South America has done research into early Packard racing in Argentina. His findings include a modified two-seater which matches this car, chassis 32168. Early in 1918, Mariano de la Fuente raced a Packard (perhaps this car) in the Chiesa Cup where he finished second. A Packard Twin Six was driven by Alejandro Schoega achieved the second fastest speed in the 1920 'Champion of Kilometers' race on the La Plata road. In 1921, De La Fuente placed sixth in the Chiesa Cup while Schoega appeared with a modified Twin Six in the Championship of Kilometers in 1921, setting an Argentine record of 166.6 kph.

Another Packard (perhaps this car) was owned by 'Macoco' (Alzaga Unzue) and entered in the 1922 Argentine Grand Prix where it was piloted by Raul Riganti and Blanco. There are several other mentions of Packards in early long distance, Grand Prix, and American Cup races that could have been this car.

This car rides on a wheelbase that measures just 125.5-inches and powered by an L-head 60-degree V12 that is mated to a three-speed manual gearbox. There is a live axle and semi-elliptical leaf spring suspension. On all four corners are mechanically actuated drum brakes.

In 2008 this racer was brought to the Hilton Head Sports & Classic Car Auction presented by Worldwide Auctioneers where it was estimated to sell for $275,000-$325,000. Sadly, bidding failed to satisfy the reserve and the lot was left unsold.

by Dan Vaughan

The Packard Twin Six was produced from 1915 - 1923. The name 'Twin Six' would be revived years later eventually becoming known as the Packard 'Twelve'.

There were 7,746 examples of the Packard Twin Six sold in 1916, its introductory year, with figures increasing to 8,899 in 1917. This was an amazing accomplishment considering the relatively high starting price of $2,600 that these luxury cars demanded.

The V-12 engine was comprised of two six-cylinder cars-iron blocks set at a 60-degree angle and rested atop an aluminum crankcase. It was a side-valve design that displaced a total of 424 cubic inches and produced 88 horsepower. The pistons were made from lightweight aluminum alloy and there was full-pressure lubrication which aided in the longevity of the engine.

The engine, clutch, and gearbox were a single unit and replaced Packard's earlier design of having the transaxle mounted on the rear axle. Packard was one of the first to use this type of drivelines. This setup reduced unsprung weight of the rear axle, improved ride and handling, and provided more reliability and rigidity.

The technological improvements continued for 1917 with Packard introducing a redesigned Twin Six with a separate cylinder block and head castings. The aluminum pistons now had two compression rings and an oil scraper. Also, the intake and exhaust manifolds were redesigned. Even with these improvements, the horsepower rating remained at 88, although the rated RPM figure dropped from 3000 to 2600.

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