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1931 Packard Model 845

Packard's Eighth Series chassis was introduced in late 1930 as both the 840 and 845 DeLuxe Eights. Most of the 1,053 examples of 845 DeLuxe eights received formal factory coachwork and 94 were delivered to custom coachbuilders as bare chassis. LeBaron built approximately 50 examples of the Convertible Coupe wearing a design by Hugo Pfau, with the vast majority applied to Packard's 845 Deluxe chassis. The Packard company was so impressed with the design that it was virtually copied for use on their 1932-1934 factory-built convertible coupes. Other coachbuilders included Rollston, Brewster, Murphy, Derham, Waterhouse, Dietrich, and Locke.

The Packard 840 had a 140-inch wheelbase while the Packard 845 was longer, at 145 inches. Changes to the design for 1931 included the cowl being moved forward, resulting in more body space for increasingly luxurious coach-built bodies.

The eight series, eight-cylinder aluminum side valve, L-head engine, displaced 385 cubic inches with fuel supplied to a carburetor manufactured for Packard by the Detroit Lubricator company and developed 120 horsepower at 3200 RPM. Fuel is delivered by a mechanical fuel pump, which replaced the previous vacuum tank. The engine was large, silent, well-balanced, and smooth with nine main bearings and backed by a four-speed manual transmission. The chassis had Bijur automatic lubrication, four-wheel mechanically-actuated drum brakes, and a solid front axle with leaf springs and a live rear axle setup with leaf springs.

In 1931, Packard pioneered a system called Ride Control, which made the hydraulic shocks adjustable from inside the car.

There were two body styles for the Packard 845 in 1931. There were a total of twenty-three body styles overall, with one for the Model 826, eleven for the 833, and nine for the 840. There were 12,105 Standard Eights and 3,345 Deluxe Eights sold during 1931. These low figures are due to the Great Depression which crippled the luxury car segment. The 845 sedan-limousines originally carried a sticker price of $4285 but were reduced to $3600, another example of the hard times.

The 840 and 845 had been consolidated into one line and were available on either a 140.5-inch or 145.5-inch wheelbase. The larger wheelbase was reserved for the seven-passenger sedans and limousines. The fenders were long and sweeping which had been seen in the prior year on the 745 DeLuxe Eight.

The Deluxe Eight was Packard's most expensive and exclusive automobile in 1931, and despite the Great Depression, the company was forced to answer the call of the cylinder wars, spurred on by the mighty Duesenberg, and the sixteen-cylinder Cadillac and Marmon. Packard introduced the Twin Six in 1932, with prices beginning at $3,650. Peerless production ceased in 1932 and by 1938, Franklin, Marmon, Ruxton, Stearns-Knight, Stutz, Duesenberg, and Pierce-Arrow had all closed. Packard's legacy would continue through the mid-1950s.

by Dan Vaughan

Convertible Victoria by Waterhouse
Chassis number: 188648
Engine number: 188669

One of the most popular body styles for the coachbuilding firm, Waterhouse, was the Convertible Victoria. Mechanical features on this 845 Deluxe Eight include a Bijur automatic chassis lubrication, Detroit Lubricator updraft carburetion, and Packard's first use of a mechanical fuel pump.

The Waterhouse Coachbuilding firm of Massachusetts had a brief existence, lasting from 1928 to 1932, and during that time they produced roughly 100 bodies. The Convertible Victoria style used Waterhouse's G. Briggs Weaver-designed top mechanism which allowed for a large convertible top that folded flush and low with the body.

it is believed that three examples of the 845 Deluxe Eight chassis received Waterhouse convertible Victoria bodies. One example was lost in Europe when nearly new, leaving only two surviving examples.

This particular example was acquired at the close of the 1931 New York Auto Salon by Henry H. Hayden. The car was driven to Los Angeles and to Earle C. Anthony's dealership where Mr. Hayden acquired a 1932 Packard Dietrich runabout for his wife. He also had this car updated with the 'kit' supplied to Packard dealers to freshen the remaining 1931 Eighth Series stock, including the new Ninth Series radiator shell, headlamps, and front bumper.

The car was unused from 1950 to 1952, after which it was sent to Ray's Top Shop in Santa Barbara to have a new top installed. The cars later had a mechanic's lien placed on them while at the upholsterer's, and when Mr. Hayden defaulted, the two Packards were acquired by Jeremy Hass, a local Packard enthusiast, reportedly for $25!

The Waterhouse Packard was maintained by Mr. Hass in its original condition until 1993 when Don Sears acquired it after nine years of patient pursuit. Following a two-year restoration, the car made its debut at the Pebble Beach Concours d'Elegance, winning First in Class, an honor repeated at Meadowbrook. It also achieved a perfect 100 points in each of its appearances in CCCA competition, culminating with Senior honors. It was also an AACA Grand National First Prize winner and won the national Joseph Parkin Award in its division in 1995. In 1997 it was acquired for Otis Chandler and the Chandler Vintage Museum by Jack Passey. In 2006 the Packard was sold to the Muckel Collection and in 2011 it returned to Pebble Beach, again claiming a class award.

Sport Sedan by Dietrich

This custom Dietrich Sport Sedan rests on Packard's longest wheelbase, its 845 series - the nomenclature indicates that this was Packard's 8th series of straight eight automobiles and the chassis was 145 inches long. The design saw the first body-integrated luggage compartment on a Packard sedan and offered beautiful design balance on the long wheelbase. A precursor to future designs, it has many similarities to Packard's 1933 'Car of the Dome,' which was also a sport sedan.

Convertible Coupe by LeBaron
Chassis number: 845-91
Engine number: 189708

Packard produced 1,053 845 DeLuxe Eights built with most wearing formal factory coachwork and just 94 were delivered to custom coachbuilders as bare chassis. The Convertible Coupe designed by LeBaron featured lightweight aluminum construction, elegant sweeping lines, and a neatly integrated disappearing top. It is believed that 50 examples of this body style were built with the vast majority being fitted to Packard's 845 DeLuxe chassis.

Chassis 845-91

The history of this car dates back to 1940 when it was owned by Walter Paine's Chevrolet garage in King City, California. The Packard was used as a tow truck. In the early 1940s, Mr. Paine sold the Packard to his friend Leo Meyer, a local tomato farmer. It was used on his ranch for a few years before he removed the makeshift crane and installed a proper trunk lid.

Around 1965, Mr. Meyer presented the Convertible Coupe to his son as a birthday present. His son Robert had little use for the aging car, so he placed it on blocks in a local warehouse.

Between November 1977 and May 1980, the car was given a restoration. It made its show-field debut at the Silverado Concours d'Elegance on June 1st of 1980 and was awarded with a First in Class trophy. From there, the 845 went on to earn a perfect 100-point score at the CCCA Grand Classic in Carmel, a First in Class at the Pebble Beach Concours d'Elegance, and three consecutive First in Class and Best of Show honors at the concours in Santa Clara, Walnut Creek, and Santa Barbara.

At the CCA National Meet in San Francisco, the Packard scored a perfect 100-point score and first place in the Senior Division. This was followed by First in Class awards at Walnut Creek and Hillsborough as well as Best of Show honors at the Sunol Concours d'Elegance.

Over the next three years, the car won four First in Class awards, several special prizes, Best of Show, and a CCCA Senior Emeritus award.

In 1985, the car was given extensive cosmetic freshening and mechanical attention. It would continue its winning tradition by capturing First in Class and the Honorary Judges Award at the Palo Alto Concours d'Elegance and a First in Class at the Tucson National Concours d'Elegance.

In 1991 it received yet another 100-point score and Premier Crown status at the CCCA Annual Meeting.

During its decade-long concours campaign, the LeBaron-bodied Packard earned more than 20 consecutive First Place awards, numerous 100-point scores, and several prestigious Best of Show trophies.

Mr. Meyer would keep the car for over a quarter century before passing it on to a new caretaker.

by Dan Vaughan

Convertible Coupe by LeBaron

This Packard 845 Deluxe Eight is believed to be the most expensive Packard built in 1931. It is totally original with approximately 40,000 miles from new and has had only four owners. It is one of only two custom convertible coupes of its type and the only unrestored example. It was delivered to the Packard distributor in Philadelphia and remained unsold for over a year, so it was upgraded with several features introduced in 1932, including a convertible top, Packard 'Lion' side-mounted spare tire covers, and a Packard Deluxe Eight basket weave radiator stone guard. The first owner was the American artist Benton Spruance, famous for his bold black-and-white lithographs of urban subjects. His family owned Gilbert Spruance paint factory, which probably explains how a young artist could afford one of the very best Packards of the 1930s.

Convertible Coupe by LeBaron
Chassis number: 189744
Engine number: 189773

This Packard Deluxe Eight Convertible Coupe wears coachwork by LeBaron and is currently one of three known to survive. This particular example is the only one of the three not held in a long-term private collection. The vehicle number plate on the firewall identifies it as having been delivered on 10 February 1931 by the Earle C. Anthony Packard dealership in Oakland, California. Relatively early on in its life, it is believed to have been moved to the Midwest. In the 1950s, it is believed to have been acquired by Wayne Merriman. It was subsequently sold by Mr. Merriman in the early 1960s to Gene Perkins of Indiana. Mr. Perkins had the car fully restored and later traded it for a Dietrich Individual Custom.

This car has a low-profile top distinctive of the model. It has a full trunk rather than a rumble seat, along with a properly fitted trunk and rack. It rides on painted red wire wheels. The exterior is finished in creamy tan with russet brown moldings. Dual side-mounted spares with chromed covers and mirrors, dual Pilot Ray lights that turn with the front wheels, a chrome radiator stone guard, and the Packard Goddess of Speed radiator mascot complete the package.

by Dan Vaughan

Convertible Victoria by Rollston & Company

Entering the 1930s, Packard attempted to beat the stock market crash and subsequent Great Depression by manufacturing fine automobiles that were even more luxurious. While the Series Eight Sedan had been the company's top seller for years, the Twin Six was introduced in 1932, with prices starting at $3,650, equal to $65,490 today. In 1933, it was renamed the Packard Twelve, a name it retained through 1939.

In 1931, Packard pioneered a system called Ride Control, which made the hydraulic shocks adjustable from inside the car.

As an independent automaker, Packard did not have the luxury of a larger corporate structure absorbing its losses, as Cadillac did with General Motors and Lincoln with Ford. However, Packard did have a better cash position than other independent luxury marques. We would see Peerless cease production in 1932, changing the Cleveland manufacturing plant from producing cars to brewing beer. By 1938, Franklin, Marmon, Ruxton, Stearns-Knight, Stutz, Duesenberg, and Pierce-Arrow had all closed.

The 845 was the flagship of the Packard lineup for 1931. It was originally intended for limousines and seven-passenger sedans. However, when sales were down, Rollston built a few Convertible Victorias on the 845 Series chassis. It is reported that just six of these Victoria Convertible Sedans were produced, with just three currently known to exist.

Convertible Roadster by Derham
Chassis number: 188777
Engine number: 188778

The Eighth Series Packard Deluxe Eights, introduced on August 14, 1930, were almost exclusively bodied with large touring-style coachwork. The cars were largely carryovers from the Seventh Series with myriad detail changes. Most significantly, the big 384.8cid straight-eight, mated to a 4-speed manual transmission, was now rated at 120hp. The Packard lineup encompassed an impressive choice of 23 body types with the Series 845 models offering Packard's longest wheelbase of 145 inches. Eighth Series production was curtailed early due to the June 17, 1931 introduction of the return of the Twin-Six models as well as the new medium-priced Light Eight. Regardless, the Series 845 models were produced in limited numbers. The shortened model run and the limited production of Series 845 models, no doubt add to the desirability of the Eighth Series cars today among collectors and Packard aficionados.

This example, a Derham-bodied convertible, is one of only two similar cars that exist today. It was delivered to the Packard dealership in Washington, D.C., with a number of special features, including a crank-down top similar to those found on the Walker-LaGrande Duesenbergs, which added approximately $100 to the price tag. Other unique features are the dual rear-mounted spares and chrome hood doors that added to the car's sporty nature. 2018 was the car's third visit to Pebble Beach, having been previously shown in 1982 and 1999. The current owner bought the car in 2017 and has just restored its striking livery as specified by the Derham records.

Convertible Roadster by Derham
Chassis number: 188777
Engine number: 188778

Two examples of the Style No. 3410 Convertible Roadster by Derham were built on the Packard 845 chassis. The Derham Body Company of Rosemont, Pennsylvania were skilled craftsmen who built everything from formal limousines to sporting bodies. The Convertible Roadsters had a long hood and rear deck line and a rather low windshield with small top and side windows. This example has a crank-operated top which was a feature not found on all Derham Convertible Roadsters. It also has dual rear-mounted spares and chrome hood doors.

This example was ordered by the Packard Washington Motor Car Company of Washington, D.C., with the body alone costing $2,000. It was finished in Black with Ronan's Perfect Red Extra Pale window reveals, wheels, chassis, and gas tank. The interior was done in Blanchard & Lane Devon Grain leather. The top and rear spare covers are done in waterproof black mohair.

Shortly after arriving at Packard Washington, it was acquired by its first owner on November 28th of 1930. By 1954 it was in the care of Anthony Fiocco of Westlake, Ohio. Around 1960 it was acquired by Julian Eccles of Oregon, in whose ownership it was restored in the early 1980s and displayed at the 1982 Pebble Beach Concours d'Elegance. It was offered from Eccles' estate in 1987 and ultimately sold to James Weston of San Francisco, who exhibited it as a display-only entrant at Pebble Beach in 1999. It remained with Mr. Weston until his passing, and shortly after it was acquired by the current owners. It was then given a meticulously researched restoration using the original colors and upholstery described in the detailed Derham build records.

In 2018 it made its third trip to the Pebble Beach Concours d'Elegance, where it was aptly awarded Best in Class in the Packard Class.

by Dan Vaughan

The Packard 845, the Deluxe Eight model, also called the Eighth Series, was introduced August 14, 1930. This model had very few noticeable changes from the earlier 1930 models. A total of 3,345 units were manufactured during its production run.

The engine in the Packard 845 was eight cylinder, in-line, and could achieve 120bhp with a single carburetor. The gearbox was a 4-speed manual, and had live axle with semi-elliptical leaf spring suspension. The left hand drive vehicle had four wheel mechanically-actuated drums.

With a policy much like Ford's or General Motors, Packard had a completely different motivation. Rather than seeking to exploit the economies of scale, their huge volumes made possible and controlled their suppliers' ability to dictate prices. Packard kept a goal to maintain the quality and integrity of its automobiles, by ensuring that each model was built to the highest standards from carefully controlled, while inspecting materials and components.

Packard Motor Company moved steadily to integrate its operations to manufacture its own models as much in its own facilities. Packard's own coachworks benefited much from this. Clients for coach-built Packard's were both willing and able to pay the cost for exclusivity, which is what they received from Packard Automotives. Packard made no secret that it priced chassis for coach-built bodywork at ample markups. They kept arrangements with Hibbard & Darrin, Dietrich, Inc. and other various consultant designers that made sure to keep a fresh stream of up-to-date ideas aimed at Packard's own designers.

Packard's catalog kept these rapidly and tastefully incorporated ideas, and particularly into the individual custom catalog. Labeled custom bodies were also often built in Packard's own shop, before then being shipped to outside coachbuilders for final trimming, painting, and affixation of the coachbuilder's plaque.

This process was essentially streamlined in 1931. Usually limited to elaborate formal limousines, town cars and convertible sedans, the individually-specified and unique coach-built bodies for Packard's were very extremely rare.

The Deluxe Eight chassis was powered by the 120 horsepower, 385 cubic inch, nine main bearing Packard inline eight engine, and had a long wheelbase that measured 145 ½ inches. During the early years of the Great Depression, cost was an extremely crucial factor, and the attractive, contemporary designs in Packard's catalog made it highly unusual for a buyer to even consider a coach-built coupe, sedan, roadster or phaeton.-

The biggest and most impressive open car that was built in 1931, the 845's wheelbase was also longer and only available in both Sedan and Sedan-Limousine body lines. The 845 was also one of the most desirable body styles for the next few years, until it was taken off the market.

by Jessican Donaldson