1915 Packard Model 3-38

The Packard Motor Car Company exclusively used a four-cylinder engine from 1903 until 1912, and it formed the foundation upon which the company established its reputation as a luxury car maker. The Packard six-cylinder model replaced the four in 1913.

The Packard Four

Packard's first four-cylinder equipped model was the Model K of 1903. It was the company's first model to have its engine installed in front of the passenger compartment, its first to use a four-speed transmission, and the first to have a radiator with a grille. It had a generous wheelbase size of 92 inches, and with an astronomical price tag of $7,300, just 34 examples were produced in 1903.

By 1906, the wheelbase had grown to 106 inches, and a touring sedan, brougham, and limousine body styles joined the existing runabout. The previous Surrey body style was dropped from the catalog list.

Two wheelbase sizes were offered for the first time in 1906, with the runabout using the shorter and sportier 108-inch wheelbase and the longer 119-inch wheelbase reserved for the touring sedan, landaulet, limousine, and Victoria. This year also marked the first use of the hexagon-shaped hubcap, which had the center painted black until 1913 when it was changed to red and remained so until the company's demise.

Up through 1906, Packard models were designated by letters; going forward, the model names represented engine horsepower. Packard's Model Thirty was built from 1907 through 1912, and was joined in 1909 by a lower-priced, shorter, and less powerful Model Eighteen which also remained in production through 1912.

The Packard Six

Packard's first generation of six-cylinder engines were introduced in 1912 and offered through 1915 when it was replaced the following year by the Twin Six. Packard re-introduced the L-head engine to its lineup in 1921, was joined by the Single Eight in 1924, and built through 1928. Packard's final six-cylinder model arrived in 1937, known as the Fifteenth Series Six Model 115-C, and was a lower-priced companion to the One-Twenty. The six-cylinder option remained part of the catalog through 1947.

When Packard introduced its six-cylinder model in 1912 it was officially called the 'Six Series 1-48,' with the 525 cubic-inch T-head-equipped models marketed as the 'Six-48', '1248,' '48,' and Dominant Six. Models fitted with the 415 cubic-inch L-head engine that used a different valve configuration were known as the '38' or '1-38.' This engine produced 50/60 horsepower, or 38 ALAM horsepower (thus the model's nomenclature).

The 1-38, introduced in December 1912, had an L-head design, a 415 cubic-inch displacement, seven main bearings, and cylinders cast in pairs. It was the company's first car to have left-hand drive and an electric start which was provided by a Delco starter-generator of the type developed by engineer Charles Kettering. Another unique feature of the 1-38 was its control unit that was attached to the steering column. It was the work of chief engineer Jesse Vincent, who would later be responsible for Packard's Twin Six and Liberty aircraft engine. The control unit had switches for ignition, lights, and horn, a mixture control for the carburetor, and an ignition lock.

The six-cylinder engine in the 1-38 was cast in three blocks of two. The 2-38 was cast in two blocks of three, plus added a pressure-fed lubrication to 35 points, and a hot water jacket intake manifold. Brake drums increased to 17 inches, spare tires were now located at the rear, and spiral bevel gears were adopted. The headlights had a dimmer switch, the wheelbase measured 140 inches, and the gas pedal was repositioned to the right of the brake pedal.

The Packard 3-38 produced 65 horsepower at 1,720 RPM, an increase of 5 horsepower over the 2-38. The lighting was now all-electric (including headlights, auxiliary headlights, side lamps, taillamps, speedometer and clock lamps), and all of the wiring (including that in the body and chassis) was enclosed in flexible metal conduit for weather and wear protection. A limousine with cab sides was a new body style.

In June 1914 a Series 3-38 completed 26 laps at the Indianapolis Speedway in one hour at an average speed of 62.4 mph and doing the last two laps at more than 67 mph.

The 1915 Packard Series 3-38

Packard's model lineup for 1915 was the '38' and '48', the former resting on a 140-inch wheelbase and the latter on a 144-inch wheelbase platform. The L-head six-cylinder engine that powered the '38' displaced 415 cubic inches, had seven main bearings, mechanical valve lifters, a float-feed carburetor, and produced 65 horsepower at 1,720. It was paired with a three-speed sliding gear transmission with a dry disc clutch and spiral bevel gears. 17-inch mechanical drums on the rear wheels provided the stopping power.

by Dan Vaughan

Runabout

Despite claims of having a zero-to-sixty mph in just 30 seconds (making it one of the fastest passenger cars in its day), the Packard Six was never sold as a performance car. Packard proved this in unquestionable terms in June 1914 with a model 3-38 recording 26 laps at the Indianapolis Speedway in one hour at an average speed of 62.4 mph and doing the last two laps at more than 67 mph. Such engineering was expensive, with the base 3-38 roadster starting at $3,750.

For 1915, an extensive electric light package became standard, which included headlights, auxiliary headlights, side lamps, taillights, and speedometer and clock lamps. All of the wiring, including that in the chassis and body, was enclosed in flexible metal conduit for protection against weather and wear.

Until recently, this car had been in the possession of its previous owner since the late 1920s. It is believed to have had one repaint of the main body since that time, most likely from black to blue. It retains its original leather upholstery and side curtains and is complete with a mother-in-law seat that resides within the spare wheel carrier compartment. The only other known 1915 Packard like this resides in the estate collection of the late legendary racer Phil Hill.

Limosuine
Chassis number: 75385

This Packard Model 3-38 is believed to be one of just 12 surviving examples. It is believed that this vehicle was refitted with a 1913 limousine body. Packard offered 24 different body styles for 1915, and there are features on this vehicle that more closely resemble a 1913 body style rather than the 1915. It does have coachwork details particular to 1915, such as the grille-shaped headlamp bezels and small auxiliary headlamps directly beneath the main ones. Interchaing Packard bodies of this era were not uncommon, with many original owners having two bodies for seasonal use.

This Packard Limousine features a glass-divided rear cabin and an original interior of finely embroidered blue cord upholstery. The passenger compartment includes a rope rail, jump seats, an umbrella holder with an umbrella, roll-up shades on all windows, flower vases, and a speaking tube to communicate with the chauffeur. The driver rides in an open-air cockpit that was typical of the era. There is a hinged, horizontally-divided windscreen that can be lifted at the top for ventilation while the sides are open spaces that can be filled with detachable roll-up side curtains. Driver amenities include a wood steering wheel, a well-mounted control panel, and black leather upholstery.

In 2010, this car was offered for sale at the Pebble Beach Auction presented by Gooding & Company. the car was estimated to sell for $150,000 - $200,000. It would leave the auction unsold.

by Dan Vaughan

Runabout
Chassis number: 53576

Packard introduced its smaller 6-cylinder motorcars in 1912, offering them a choice of 14 different body styles, all built from aluminum over white ash framing. The Model 38 was Packard's first car to have a left-hand drive and an electric starter.

This Model 38 Runabout was ordered by Carl G. Fisher, one of the founders of the Indianapolis Motor Speedway who opened what is believed to be the first automobile dealership in the United States. It was built using a 1913 chassis shortened by 9 inches and added a 1915 3-38, six-cylinder engine. An aluminum body was installed with reduced-diameter wheels. This resultant 'special' is described as a 2-38 Special Runabout.

Mr. Fisher used this car to survey the route for the first transcontinental Lincoln Highway, for which he is also famous, and in 1915 he drove it as the pace car at the fifth Indianapolis 500. In storage for over 80 years, its current owner cleaned it up, got it running again, and took it back to the Indianapolis track 101 years after its last visit. This car is the earliest surviving Indy 500 pace car and a direct link between the world's most famous race track and its founder.

James Ward Packard purchased an 1898 Winton but found it to have several shortcomings. After expressing his dissatisfaction with the vehicle, Winton suggested that Packard should try his hand at building a motorcar. Soon, Mr. Packard has his own company. Four cars were built in its first year and 47 of a new 'Model B' in 1900.

On September 10, 1900, James Packard and his brother William formed the Ohio Automobile Company in their hometown of Warren, Ohio. In 1902, the firm became known as the Packard Motor Car Company. In 1903, it moved to Detroit, where a very large modern concrete factory designed by industrial architect Albert Kahn was being built.

In 1902, Packard built two and four-cylinder cars, but it was a single-cylinder car that bettered Winton's coast-to-coast record in 1903, with driver Tom Fetch in 'Old Pacific.' Other notable Packard competitions included the Vanderbilt Cup Races and sand racing at Ormond Beach in Florida.

In 1907, Packard introduced the Model 30, helping to establish Packard was one of the premier builders of luxury cars.

In April of 1911, Packard introduced its first six, a very large 525 cubic-inch T-head. It was designated the Model 48 for its rated horsepower. The engine developed 74 bhp at 1720 RPM and Packard advertised that it would achieve '60 miles per hour in 30 seconds from a standing start.' A Bosch dual ignition system was used, along with Packard's unique float-feed carburetor with automatic mixture control. Prices started at $5,000 and ranged upward to $6,550. There were thirteen body styles available on wheelbases that ranged from 121.5 to 139 inches. The car was an instant success, with 1,350 examples sold in its first year of production.

Packard introduced a smaller six, the Model 38, in December of 1912. The engine had an L-head design with cylinders cast-in-pairs and displaced 415 cubic inches, had seven main bearings, and developed 60 bhp. The Model 38 was Packard's first car to have left-hand drive and electric starting, the latter from a Delco starter-generator of the type developed by Charles Kettering. The electrical system had a control unit attached to the steering column. This design was the work of chief engineer Jesse Vincent, who would later design the Twin Six and Liberty aircraft engines. The control unit had switches for the ignition, lights and horn, an ignition lock, and mixture control for the carburetor.

The Model 38 sold for $4,050 to $5,400. Most of the 13 body styles had a 134-inch platform. The Phaeton and Brougham styles rested on a 138-inch chassis while the runabout and two coupes had a shorter, 115.5-inch frame. The Touring was the most popular Model 38 body style, and the only one to open style on the intermediate wheelbase. The other intermediate cars were the limousine, Landaulets, and 'Cabette.'

In 1913, there were over 1600 examples of the Model 38 (latterly called the '1-38' or '1338') that were constructed, and nearly 700 '2-38s' in 1914. This overwhelming success convinced Packard to drop its line of four-cylinder cars.

For 1915, Packard produced the 3-38 Six, which featured an increase of five horsepower. The company offered the car in two-dozen body styles all riding on a 140-inch platform. The 3-38 was sold alongside the 5-48 for 1915. The total production for 1915 was 360 vehicles.

In 1916, Packard introduced its legendary Twin-Six models.

by Dan Vaughan