1932 Packard Model 902 Eight

The Ninth Series Packard models were introduced on June 17th of 1931. In comparison to the prior Packards, these cars were lower, longer, and most importantly, faster. The improvement in performance was mostly due to the modifications made to the Standard Eight engine. It was given a redesigned manifold and fan with its compression ratio increased to 6.0:1. The result was 110 horsepower and an improvement in reducing engine noise and vibration. The driveshaft was jointed and rubber-mounted and the engine was given new rubber mounts. The chassis was redesigned and given a double-drop frame. A four-speed all-synchromesh gearbox was installed which was soon replaced by a three-speed synchromesh unit. The Bijur chassis lubrication system now lubricated all 40 points automatically.

The vehicle's ride was greatly improved with a new adjustable shock absorber system known as 'Ride control.' This allowed the driver to select from three settings to tune in to the desired ride. The system was controlled by a plunger near the driver's left knee that controlled the quantity of oil sent to the shock absorbers.

Body styles included on the Standard Eight 902, with a 136-inch wheelbase, included a roadster, Phaeton and Sport Phaeton, rumble seat coupe, 5- and 7-passenger sedan, limousine, tourer, club sedan, and two convertibles (a convertible sedan and convertible victoria).

The L-head, eight-cylinder engine had a 319.2 cubic-inch displacement, nine main bearings, solid valve lifters, a Detroit Lubricator updraft carburetor, a 6.0:1 compression ratio, and 110 horsepower at 3,200 RPM. The larger Deluxe Eight and Individual Custom Eight rested on a 142.5- and 147.5-inch wheelbase platform respectively and were powered by a 384.8 CID straight-8 with 135 horsepower.

The Packard Standard Eight was priced from $2,485 to $3,400 and the Senior Packard Eights (Deluxe and custom) were priced from the upper-$3,000s to $7,250. The range-topping Packard Twin Six (Twelve) was priced from $3,895 to $8,000. The 445.5 cubic-inch twelve-cylinder engine produced 160 horsepower and wheelbase sizes measured 142- and 147-inches.

Standard Eight production for the Ninth Series Packard included 3,922 examples of the 901 and 3,737 of the Model 902. Production of the Deluxe and Custom Eight included 955 of the 903 and 700 of the 904. The top-of-the-line Packard Twin Six remained exclusive with 311 of the 905 and 238 of the 906. The total Ninth Series Production was 9,863 units.

by Dan Vaughan

Coupe Roadster

As the effects of the Great Depression wore on, the Packard Motor Car Company made a momentous decision for the 1932 model year - they introduced a 'popularly-priced' Packard, designated the 900 model or Light Eight.

The Light Eight was powered by a smaller Packard in-line eight-cylinder motor that developed 110 horsepower. It was built on a 127.75-inch wheelbase chassis. The Light Eight represented an excellent value - perhaps too much car for the money because it was discontinued after 1932.

Ironically, that same year, Packard re-introduced its Twin-Six (twelve-cylinder) series, which was priced at the other end of the spectrum.

The 1932 Light Eights are best remembered for their stylish, distinctive lines and the 'shovel nose' front end.

Phaeton
Chassis number: 50115

Packard introduced their Ninth Series models on June 17th of 1931. They were longer, lower, faster, and more refined than in years past. The long chassis was based on a new 'double-drop' frame. The standard eight-cylinder engine displaced 320 cubic inches and offered 110 horsepower. A redesigned air cleaner made the engine noise quieter and vibration was minimized with a jointed, rubber-mounted driveshaft and new rubber engine mounts. A four-speed all-synchromesh gearbox was originally installed as standard equipment but was replaced mid-year by a three-speed unit. Bijur chassis lubrication system remained, but the 40 lubrication points were now all oiled automatically. An adjustable shock absorbers system, known as 'Ride Control', allowed the driver a select one of three settings for the desired ride quality. To activate the system, a plunger near the driver's left knee controlled the amount of oil that was sent to the shock absorbers.

This example is a 1932 Packard Eight Phaeton Model 902 that has never been completely restored, nor has the body ever been removed from the frame. It was, at some point, repainted to its current black livery. There is red pin-striping, chrome, and a tan convertible top. There are dual fender-mounted accessory lights, dual side-mounted spare tires with chrome-plated rearview mirrors, driver's side spotlight and wind wings, and dual tail lights. In the rear is a luggage rack.

The interior is black vinyl upholstery and matching tan carpeting. Mounted under the bonnet is an eight-cylinder engine that displaces 320 cubic inches and produces 110 horsepower.

In 2008, this car was brought to the 2nd Annual Vintage Motor Cars of Hershey presented by RM Auctions where it was estimated to sell for $90,000-$110,000. Bidding reached $82,500 which was enough to satisfy the vehicle's reserve. The lot was sold.

by Dan Vaughan

Coupe Roadster

This Packard 902 2-4 Passenger Coupe-Roadster was purchased 'off the street' in Philadelphia by the present owner while a student at the University of Pennsylvania. Its owner at the time was a mechanic at the Studebaker dealership and the purchase price was $150. Most prior history is a mystery but the cowl tag (still original) indicates it was sold by a Philadelphia Packard Dealer in 1932.

The car was running at the time of purchase, but the deplorable condition was indicated by the $150 price tag. Its mechanics were improved in the following months and a cosmetic restoration was completed over the next several years.

The car is powered by a 320 cubic-inch, in-line, eight-cylinder engine developing 110 horsepower. It rests on a 136.5-inch wheelbase, weighs 4,420 pounds, and sold new for $2650.

A complete body-off restoration was completed by Classic and Exotic Service, Troy, Michigan, in August 2001. The car has been an excellent 'driver' since purchased and has been shown on a regular basis.

Dual Cowl Sport Phaeton

This 5-passenger Packard, Series 902 Dual Cowl Sport Phaeton, is powered by an in-line eight-cylinder, 320 cubic inch engine, developing 110 horsepower.

The vehicle sits on a 136.5-inch wheelbase, weighs 4,400 pounds, and sold for $2,950. In 1932, Packard introduced an automatic Bijur chassis lubrication system and a new quick-shift mechanism to reduce the effort in the four-speed gearbox.

Coupe Roadster
Chassis number: 902509505

This 1932 Packard Standard 8 Coupe/Roadster Model 902 is powered by an L-head straight eight-cylinder engine that displaces 320 cubic inches and produces 110 horsepower. There is a Detroit lubricator updraft carburetor, a three-speed synchromesh gearbox, and four-wheel mechanical brakes. The chassis measures 136.5 inches and carries this very elegant and attractive Coupe/Roadster body. This car has an older restoration that is painted in classic black with red trim and wide whitewall tires. There is a tan cloth top that was custom-made to factory specifications and fitted with a non-original zippered rear window for better comfort during driving.

This car is equipped with dual side-mounts, driving lights, horns and mirrors, a golf door, a luggage rack, and a truck with luggage pieces.

In 2008 the car was brought to the Automobiles of Amelia presented by RM Auctions where it was estimated to sell for $95,000 - $125,000. The car was offered without reserve. Bidding surpassed the estimated values, settling at $148,500 including the buyer's premium.

by Dan Vaughan

Coupe

This car was sold in Los Angeles by Earle Anthony and remained in the area until the 1960s when it was acquired by Phil Crummet (dealer) who sold it to Mary and Louis Abrams in Maryland. Mary was in charge of AACA judging and Louis collected/restored and judged. The Abrams drove the car for several years then performed a restoration in 1973 so that it could be shown in the AACA; it won first Junior, first Senior, as well as 7 preservation awards between 1973-1980. They then toured the car until 1988. More current restoration work was done professionally by Les Anderson of Kanawha Iowa between 1992-1993. The car was shown in Waterloo, Iowa at an AACA Regional for the first time in 1993 and it was awarded its first Junior. Since then it has been shown at AACA Region shows in the southeast and at several Grand Nationals. It has been awarded first Senior, first Grand National, first Senior Grand National (at least 395 out of 400 points), and the 1993 Joseph Parkin award for the best-restored Packard. It has been shown at numerous AACA regionals where it won the first Preservation awards. In 2001, 2003, and 2004 the car entered in the Glidden Tour and performed as new.

Phaeton
Engine number: 345142

This 1932 Packard Ninth Series 'Standard' Eight is currently part of the Howard and Norma Weaver Collection. It retains its original number plate on the firewall, indicating that it is an original-bodied example that left the Packard factory as a phaeton in 1932.

This Phaeton was sold on May 19th of 1933 from Earle C. Anthony's dealership in Los Angeles. It is believed to have remained in California for many years, and in the 1980s, it was owned by Bob Gould. It was later acquired by Ralph Marano of New Jersey, before coming into the care of the late Jim Miller from Ontario. Mr. Weaver purchased the car from Mr. Miller in 1999, and it has remained in the collection ever since. Its badge number 2155 identifies it as a CCCA National Senior Award winner, and the car was reportedly featured in the Michigan region CCCA magazine Torque.

This car has an older restoration that remains in excellent condition. The paint is in two shades of grey and black, and the interior is done in black leather. The car is equipped with many factory accessories, including the Goddess of Speed radiator mascot, a clock, dual side-mounted spare tires, chrome-spoke wire wheels, dual spotlights, and a rear-mounted trunk rack. It is believed to have traveled less than 20,000 miles since the completion of its restoration.

by Dan Vaughan

Coupe Roadster
Engine number: 347380

This Packard is believed to have been delivered new on August 31st of 1932 by Packard's factory dealership on Park Avenue in New York City. Around 1980, it was given a restoration and received an AACA National First Prize the following year. It was subsequently afforded AACA Senior status. It has a medium red body with darker red on moldings and fenders, and a matching red leather interior. There are dual side-mount spares and a rear-mounted trunk. Currently, the mileage shown is less than 75,000.

This Coupe Roadster, resting on the 136-inch Standard Eight chassis, is powered by an L-Head eight-cylinder engine displacing 320 cubic inches. There is a four-speed manual transmission and four-wheel mechanical drum brakes.

by Dan Vaughan

Coupe Roadster
Chassis number: 509605

This Packard Standard Eight 902 2/4-Passenger Coupe Roadster has a rumble seat and a foldable top. It was delivered new on October 22nd of 1932 and was in single-family ownership for five decades, until it was acquired by the current owner in 2013. Around that time, the engine and transmission were rebuilt, and the interior was restored, as were the carpets, and rumble seats. It was given a full repaint in 2015 in two two-tone Hunter Green and Midnight Green, plus repainting of the frame. Additional work followed, including re-plating the chrome, rebuilding the updraft carburetor, and rebuilding the starter. The odometer currently shows just under 13,000 miles. This car has period-style Firestone 6-ply tires mounted on correct 19-inch wire wheels. There are a pair of side mirrors, dual side-mounted spares in metal covers, plus a rear luggage rack and trunk.

by Dan Vaughan

In 1932 the Packard Standard eight engine was updated with a redesigned manifold and fan. The compression ratio was increased to 6.0:1 and now produced 100 horsepower. A redesigned air cleanser improved both noise and vibration, and the fitting of new rubber engine mounts was accomplished by the driveshaft being jointed and rubber mounted. Both the components and the lengthened chassis were redesigned.

Created out of economic necessity, the Packard Light Eight was introduced in early 1932 and was the first newly designed Packard since 1923. It was also the first medium-priced Packard that was intended to sell in higher volume to help consumers in the luxury market ride out the Depression. Built with the same meticulous care as any Packard, the Light Eight sold for $500-$850 less than the Standard Eight.

Unfortunately though, despite its 'Light' name, the Light Eight used the same 320-cubic-inch engine that was in the Standard Eight, though it rode the shortest wheelbase, 127.5 inches. The Light Eight was sold in coupe roadster and sedan, four-door sedan, and rumble seat coupe.

All new Packard models for the 1949 model year featured a 'flow through fender'. The Packard station wagon was considered by many to be one of the most stylish wagons of the time period. For 1949 the Packard Standard Eight featured a fold-down rear seat that made the vehicle quickly transform the station wagon from a functional utility vehicle into a passenger car.

The Packard Straight Eight was equipped with a three-speed manual transmission and was capable of producing 135 horsepower. Both the driver and the passengers enjoyed the bump-free smooth ride in the Standard Eight.

Between 1948 and 1950 only 3,865 Packard Station Sedans were ever produced. Today this vehicle is an extremely collectible piece of the Packard Motor Car Company legacy.

The 1950 Packard Standard Eight featured avante-garde styling along with strong, sturdy vertical wooden slats on the doors. The 'woodie wagon' was formed by taking a six-passenger sedan from the assembly line, then changing the roofline and trunk lid. Briggs Manufacturing Company transformed the once sedan into a complete station wagon. The Packard Standard Eight featured 288 cubic inch straight eight.

by Jessican Donaldson

The Packard Motor Company relied on making luxurious cars that were highly refined, fitted with luxurious coachwork, and powered by proven engineering. This belief had placed them among the elite in the auto industry during the early 1900s. As the world entered the Great Depression, the Packard Company was one of the few that managed to survive. In fact, they outsold all of their competitors combined. They had entered the Depression in excellent financial health and they emerged with strong financial footing. But the post-Depression era had them worried, as the number of potential buyers had dwindled as fortunes were lost. Production had dropped nearly half each year when compared with the previous, from 1929 to 1933. In response to the decline, Packard continued to make improvements each year.

In 1932, Packard introduced their Ninth Series. It featured many improvements that helped segregate it from other automakers in the industry. Improvements included a revised steering geometry which made steering smooth and easy. Braking was equally as easy thanks to the new driver-adjustable power-assisted braking system. The shifting action and clutch were improved making driving a very enjoyable activity. The driver's workload was eased even further with the spark advance and automatic choke.

By making these changes they attracted a growing segment of buyers and drivers - women.

The 1933 Packard's were called the Tenth Series cars as the company still refused to adopt the convention of the model year system which called for new cars to be introduced in September or October to coincide with the auto show schedules. The following year, they reluctantly joined with other manufacturers which resulted in a short run for the tenth series, lasting just seven months. The new Packard model line was introduced in the fall. Because of the seven-month production lifespan of the Tenth Series, very few were produced making them very rare in modern times.

The Tenth Series were given a new X-braced frame, dual coil ignition, and downdraft carburetors. The styling was updated with skirted fenders and a 'V'-shaped radiator shell. The interior featured upgraded trim and a new aircraft-inspired dash.

Packard continued to offer three chassis, the Eight, Super Eight, and the Twelve. The Super Eight and Twelve both rested on a wheelbase that measured 142 inches and had a hood that was nearly six inches longer than the Eight. The fenders were longer as well.

The bodies on the Twelve's and Super Eight were interchangeable, with the Super Eight featuring an eight-cylinder engine while the Twelve featured a twelve-cylinder engine. During this time, Packard also produced the Eight, which had a smaller wheelbase size and an eight-cylinder engine. The Super Eight and Twelve differed by interior appointments and engine size. The bodies were constructed of wood and steel.

In 1936 Packard was producing their Fourteenth Series as the number thirteen had been skipped. It is believed that thirteen was not used due to superstitious reasons. The Fourteenth Series was the last year for Bijur lubrication, ride control, a semi-elliptic suspension, mechanical brakes, heavy vibration dampening bumpers, and the 384.4 cubic-inch straight-eight engine. It was also the last year for the option of wire or wood wheels.

In 1936 the fourteenth series received a new radiator which was installed at a five-degree angle. The Super 8 had a new sloped grille with chrome vertical bars which gave the vehicle a unique look and served as thermostatically controlled shutters that opened or closed based on engine heat. The headlight trim, fender styling, and hood vents saw minor changes. A new Delco-Remy ignition system was the new update for 1936 under the bonnet.

For 1936 there were a total of 1,492 Super Eights constructed.

by Dan Vaughan