1919 Packard Twin Six

The Packard Motor Car Company had firmly established its reputation by 1915 and was widely regarded as one of the world's finest makers of motorcars. Since its inception in 1899, originally founded in Warren, Ohio, the company produced well-constructed models and by 1905, they had moved to Detroit, Michigan. By that point in history, the company had moved away from one and two-cylinder mid-engine models and was offering more refined four-cylinder offerings. The pinnacle of Packard's four-cylinder model was the Model 30 introduced in 1907 which remained an integral part of the company's lineup until the introduction of a new six-cylinder model in 1912. The first Packard six would be known initially as just that -- the Six, later taking 'the 48' as its name.

Under the guidance of engineer Jesse Vincent and using their experience gained in building v-type aircraft and marine engines, the company began work on a twelve-cylinder automobile. By late 1915, production began on the model christened the 'Twin Six.' It was smooth, powerful, and flexible, and even famed sportsman Briggs Cunningham regarded the Twin Six as the fastest American car of its day.

The chassis was essentially an evolution of the company's previous model, as the new and larger engine did not warrant a major redesign. The new V-12 was only marginally larger in displacement than the smaller of the two Sixes it would replace. The two blocks, each of six cylinders, were cast as a unit with the heads. Aluminum pistons, a product of WWI technology, reduced reciprocating mass. The crankshaft was smaller than the Six's and was supported in three main bearings. With an overall weight of 900 pounds, the new engine weighed 400 pounds less than the previous Six. The engine was backed by a three-speed transaxle and the suspension was comprised of a solid front and live rear axle with semi-elliptic leaf springs. Stopping power was provided by two-wheel mechanical brakes.

Production of the new First Series Twin Six began in 1915 for the 1916 model year, available in two wheelbase lengths, with prices that ranged from $2,600 to $4,600 (less than its predecessor). The 135-inch chassis was referred to as the 1-35 and was offered with a choice of 13 bodies. Nine bodies were cataloged for the 125-inch 1-25.

The L-head V12 engine installed in the 1919 Packard Twin Six displaced 424.1 cubic inches and used three main bearings, a Packard pressure-feed carburetor, and developed 90 horsepower at 2,600 RPM. The 128-inch wheelbase platform was known as the 3-25 and the larger 136-inch version was the 3-35. These larger wheelbase lengths were new for the Third Series Packards. Prices ranged from $3,450 to $5,150 for the 3-25 and $3,850 to $5500 for the larger version.

Additional modifications and improvements bestowed upon the third series Twin Six included the relocation of the gearshift lever from the driver's left to the center of the floor, and the speedometer cable drive was now located on the transmission rather than the front wheel.

Packard produced approximately 874 examples of the Model 3-25 in 1919 and 2,715 examples of the Model 3-35.

by Dan Vaughan

Touring

This aluminum-bodied Packard 2-25 Twin Six Custom Landaulet was built for Mr. C. L. Gimp of St. Louis by the Graff Motor Coach Work of Chicago, and it is thought to be the only surviving example of Graff coachwork in the world. After two more owners, it was eventually sold to Harrah's Auto Museum, and at their 1981 unrestored vehicle auction, it was bought by its current long-term owners. The car was restored a few years ago, leaving the passenger compartment upholstery in its original condition except for the carpet, jump seats, and window shades. The headlights and radiator shell are solid nickel, not nickel-plated brass.

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