1937 Packard 1501 Super Eight

The Packard Twin Six (twelve-cylinder) model arrived in 1916 and would remain part of the catalog into the 1920s, soon joined by a lower-priced six-cylinder (Single Six) model to diversify its lineup. The large V-12 was discontinued in 1923, and an inline-8 (Single Eight) joined the inline-6 in 1924. By 1929, the company's sole source of power was from a straight-eight engine in both 319.2 and 384.4 cubic-inch displacement sizes. As the cylinder wars of the early 1930s escalated, Packard re-introduced its Twin Six model, this time equipped with a cast-iron monobloc, aluminum alloy prisons, four main bearings, zero lash automatic valve silencers, a Stromberg-Duplex carburetor, and 445.5 cubic-inch displacement size.

Packard's efforts to move downmarket in 1935 with its One Twenty model proved popular, helping to convince the manufacturer to move even further downmarket in 1937 with the re-introduction of a six-cylinder model. Sales of the large and luxurious twelve-cylinder model remained exclusive and continued to champion the company's ability to cater to the luxury car segment. A total of 1,300 examples of the range-topping Twelve was built in 1937, compared to the 30,050 examples of the Packard Six and the 50,100 of the One Twenty. Positioned between these two were Packard's Super Eight models available with either a 127-, 134-, or 139-inch wheelbase platform (a commercial chassis of 165 inches was also available.

The Packard Six was priced from $795 to $1,300, the One Twenty was from $1,130 to $2,050, and the Packard Twelve was from $3,500 to $5,900. The Packard Super Eight ranged from $2,330 to $5,000.

The L-head, straight-8, 320 cubic-inch engine powering the Super Eight had nine main bearings, a Stromberg carburetor, roller cam valve lifters, and a standard 7.0:1 compression ratio. It produced 135 horsepower at 3,200 RPM and was backed by a three-speed selective synchromesh transmission with floor shift controls, a single disc clutch, and a shaft drive. Hydraulic brakes on all four wheels provided the stopping power.

The Bijur lubrication system used on the previous year's Packard's Super Eight did not return for 1938. The independent front suspension and hydraulic brakes with centrifuse drums were new mechanical improvements, while in the design department, the Super Eight received a 30-degree slant to its radiator, and new bumpers were added in the front and rear.

The shortest wheelbase of 127 inches (Series 1500) included a single five-passenger Touring Sedan body style priced at $2,335 which proved very popular. Eight body styles were offered in the Series 1501 platform of 134 inches and prices ranged from $2,420 to $4,850 for the LeBaron Cabriolet. Factory body styles included a convertible, rumble seat coupe, five-passenger coupe, club sedan, touring sedan, formal sedan, and victoria. The largest wheelbase of 139 inches was reserved for the Series 1502 and offered in six body styles with prices ranging from $2,700 for the Touring Sedan to $4,990 for the Town Car with coachwork by LeBaron.

Optional equipment included a radio, heater and defroster, dual side-mount spare tires, side-mount covers, bumper guards, and a spotlight. A total of 5,793 examples of the Fifteenth Series Super Eight were produced. In comparison, Packard produced 1,330 of the Fourteenth Series Super Eight and 2,478 of the Sixteenth Series Super Eight.

by Dan Vaughan

Coupe

Packard entered the Classic era with a new straight-eight engine replacing its early V12. This milestone engine used a unique crankshaft design and firing order that balanced the reciprocating forces and eliminated vibration. It was lighter than the V12, providing more power, and better fuel economy and the inline configuration was compatible with the 'long hood' design themes that would be characteristic of the Classic era.

There were two 'Senior' Packard lines for 1937, and the Super Eight was one of them. Half of Packard's employees spent their time building the 7,093 premium series Packard Super Eights and Twelves for 1937. The other employees were tasked with assembling more than ten times as many much less costly 'junior' 120 Eights and 110 Sixes. Packard produced only 170 Super Eight 150 models with a list price of $2,680.

This 1937 Packard Super Eight rides on a 134-inch wheelbase and has an L-head Packard Eight under its long bonnet. The highly regarded 320 cubic-inch displacement engine produces 135 horsepower. The Sport Coupe listed for $2,450 and included a rumble seat. This example is equipped with an optional Packard trunk. It has been in the owner's collection for a decade and is believed to be one of only 19 that still survive and one of three restored.

Coupe

This car was originally purchased for the German Consulate in Chicago, IL. Packard produced 5,793 1501 model vehicles in eight different body styles, this being the only convertible.

The car sits on a 134-inch wheelbase, weighs 4,580 pounds, and sold for $2,680.

The car is powered by Packard's most powerful in-line eight-cylinder engine. It has a 320-cubic-inch displacement and develops 135 horsepower.

Formal Sedan

Packard's 15th Series was introduced on September 3, 1936. An incredible 50 models were available in 1937. With the success of its 120 Model, Packard decided to go even further into the mid-price territory with the introduction of the 110 Model priced just $100 more than the top models of Chevrolet, Ford, and Plymouth. Now Packard dealers could offer new vehicles in nearly every price class and the market responded accordingly. Packard produced a record 109,518 cars, a number the company never attained before nor would ever again achieve in its history. Despite the new lower-priced models, Packards continued to be owned by notables like Bob Hope, Jack Benny, Jean Harlow, Al Jolson, Dick Powell, Irene Dunne, and President Franklin Roosevelt. New for the senior Packards were independent front suspension and hydraulic brakes.

This 1937 Packard was purchased new from the Packard dealer in San Francisco, California on September 8, 1937, by a 63-year-old widow, Virginia Hobart Baldwin. Very prominent with the social elite and a highly respected 'Country Clubber,' Baldwin was a patron of the arts and the daughter of California lumber pioneer Walter Scott Hobart. The car was sold in 1961 and put into storage for 37 years until 1998, when its fifth owner purchased the car and began showing it once again. It remains in its spectacular original condition as delivered new.

Rumbleseat Coupe

Packard's Super 8 is part of its Senior Series offering. These were the more expensive and exclusive models. The Super 8 was introduced in 1930 and was updated in 1937 to a smaller and lighter design. It is powered by a 320 cubic inch straight-8 engine that produces 135 horsepower, weighs 4,585 pounds, and costs $2,420 before options.

Optional equipment in this example includes a cormorant radiator mascot, side-mounted spare tires with side-view mirrors, dual driving lights, and a trunk rack. This car was originally delivered by the Earl C. Anthony dealership in Los Angeles, California on April 12th, 1937. Mr. Anthony had distribution rights for all of California and, from 1915 to 1958, sold one in seven Packards in the state.

Town Car by Brewster
Chassis number: 1501-210
Engine number: 399217

Packard introduced its 15th Series on September 3rd, 1936 and a total of 5,793 Super Eights were produced for 1937. This particular example wears a Town Cabriolet de Ville Body created by Brewster and delivered to Ford Motor Company on August 16, 1934, and sold by them to E. J. Bermingham, whose business address was 231 South LaSalle Street, Chicago, Illinois. Brewster records further add, 'Chassis re-sold to Universal Auto Wreck. Body mounted on Packard Super 8 for Mr. B.' So perhaps the Ford was wrecked and the owner had the body transplanted onto the Packard.

This Packard rests on a 134-inch wheelbase chassis and may have worn a five-passenger model prior to being fitted with Brewster coachwork. It is equipped with dual rearview mirrors, Packard Trippe Speedlights, dual side-mounted spares, and an accessory trunk rack. Additionally, there is an original interior with McCord under-dash heater. The passenger compartment includes a glass division, two jump seats, and a Waltham eight-day clock.

The 320 cubic-inch inline eight-cylinder engine delivers 135 horsepower.

This Packard has been shown at the Rodeo Drive Concours in California as well as numerous Packard Club events.

by Dan Vaughan

Convertible Victoria
Chassis number: 1007-219
Engine number: 397127A

This 1937 Packard Super 8 Victoria Model 1501 received a total mechanical and cosmetic restoration by Harbor Auto Restoration in 1995. It is one of ninety-six produced in 1937 and one of 12 known to exist. It won AACA First Place Junior & Senior Awards and Packard Nationals Award. The straight 8-cylinder engine has 6.5:1 compression, 160 horsepower, Stromberg carburetors, and a three-speed manual transmission. It has had four owners since new.

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