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1932 Packard Model 903 Deluxe Eight

Like many other automobile manufacturers, Packard's future during the early 1930s was tenuous as the Great Depression's tightened its grip on the economy. Despite the hardships and the concurrent cylinder wars, Packard remained steadfast in its resolve to remain at the top of the luxury car market. Their in-house work was equal to, if not better than, independent coachbuilders, leading to Alvan Macauley's decision to bring custom coachbuilding in-house, and 1931 was the year his plan was implemented. The result was better coordination between chassis construction and custom coachbuilding, increased efficiency, and improved operating margins.

Along with the introduction of the new Twin Six V12 destined for the pinnacle of the luxury market segment, Packard 'doubled down' with the introduction of a lower-priced Light Eight. Both models were introduced at Ninth Series 1932 models. Between these two were the Ninth Series Standard Eight (Series 901 and 902), Deluxe Eight (Series 903 and 904), and the Individual Custom Eight (904) consisting of five Dietrich designs. The Light Eight was priced at $1,800 and the Standard Eight ranged from $2485 to $3,400. Prices of the Deluxe Eight were nearly identical to the Twin Six, ranging from $3,725 to over $7,000.

The Light Eight was equipped with an L-head straight-eight engine with a 319.2 cubic-inch displacement, a Packard carburetor, a 6.1.1 compression ratio, and developed 110 horsepower at 3,200 RPM. Its wheelbase measured 127.75 inches and its transmission was a three-speed selective synchromesh unit with a single plate clutch and floor shift controls.

The Standard Eight rested on a 129.5-inch wheelbase for the series 901 and a larger 136.5-inch platform the Series 902. The engine was the same as the Light Eight but the transmission was a four-speed unit with synchromesh on three gears.

The Deluxe Eight Series 903 used a 142.5-inch wheelbase and the 904 had a 147.5-inch platform. Both the 903 and 904 shared their chassis with their Twin Six siblings. The frame was new with a double-drop design and reinforced with X-bracing. Bijur chassis lubrication remained, now with 40 points on the redesigned chassis.

The L-head, straight-eight engine had a 384.8 cubic-inch displacement, a Detroit Lubricator updraft carburetor, nine main bearings, solid valve lifters, a 6.0:1 compression ratio, and produced 135 horsepower at 3,200 RPM. Horsepower had increased by 10 over the previous year due to the new compression ratio. Engine noise was reduced by a large new air cleaner, in an effort to conceal the aspirating noises of the carburetor. The noise was further reduced through the use of new rubber engine mounts.

The four-speed selective transmission was later changed to a three-speed synchromesh unit with an optional vacuum-operated clutch. There were disc wheels, freewheeling, ride control, and a harmonic stabilizer front bumper. All 1932 Packards used mechanical brakes on all four wheels.

Standard equipment included dual trumpet horns mounted under the headlights and fender lamps. Items on the options list included dual side-mounts, side-mount covers, a clock, a cigar lighter, and bumpers.

Packard produced 955 examples of the Deluxe Eight Series 903 and 700 of the Deluxe Eight Series 904 in 1932.

by Dan Vaughan

Coupe Roadster
Chassis number: 193219
Engine number: 194115

The Ninth Series of Packards were announced on June 20th of 1931, at a meeting of around 600 dealers and distributors. In keeping with Packard's President, Alvan Macauley, belief that models were in series and not by years, this new introduction was done early in the year. Visually, the most notable change was the adoption of a gently vee-shaped radiator and a new bumper with harmonic stabilizers at the end to dampen chassis harmonics. Under the bonnet, power had risen to 135 horsepower at 3200 RPM. Standard equipment included automatic chassis lubrication and a 'Ride Control' unit with three-setting adjustments of the shock absorbers. The frame had been reinforced and the wheelbase size grew by two additional inches.

This 1932 Packard 903 Deluxe Eight Coupe Roadster has been restored to AACA Senior and Grand National First Prize winning condition and is a CCCA Senior First Prize winner. It is painted burgundy and silver-grey and has burgundy leather upholstery and grey carpets. The car rides on chrome wire wheels and wide white wall tires. There are dual side-mounted spares with rear-view mirrors. A basket-weave stone-guard protects the radiator and there are large headlights and dual horns. Additional storage space is available via the gold bag and luggage door located behind the passenger's doors. Under the folding trunk rack is a rumble seat to accommodate additional passengers.

In 2009, this Coupe Roadster was offered for sale at the Houston Classic Auction presented by Worldwide Auctioneers and held in Seabrook, Texas. The lot was estimated to sell for $260,000 - $290,000. The lot was sold for $230,000 plus the buyer's premium.

by Dan Vaughan

Sport Phaeton

The dual cowl phaeton was the ultimate open-air sporting accommodation for four passengers. Protected by their own second cowl and windshield, passengers in the rear seat of this Packard had their own cozy space, which was comprised only by somewhat cumbersome entry and exit. This body type was a hallmark of Packard's open car line. Phaetons with dual cowls were offered by luxury marques not only to provide sleek styling but to give rear seat passengers a snug personal space with maximum protection from the wind and the elements. So effective was this protection that small fresh air vents were incorporated between the doors to cool the rear seat occupants.

This example is only of only 970 DeLuxe Eights sold by Packard in 1932 as luxury car production was spiraling downward following the economy.

Convertible Sedan

This car featured standard fender lamps and dual trumpet horns mounted under the headlights. The transmission had synchromesh with a vacuum clutch for easier gear shifts. The top speed was 85+ mph with a zero-to-sixty mph in 18.8 seconds.

Mechanical brakes were fitted to all 4 wheels with free-wheeling. Available options included: front and/or rear bumpers, Dual side-mount spare tires, side-mount covers, a clock, and a cigar lighter.

by Canton Classic Museum

Sport Phaeton
Chassis number: 531-14

As the Great Depression deepened, Packard sold only 960 Eight DeLuxes in 1932, and this snappy Dual Cowl Phaeton features one of the rarest body styles. The second cowl and windshield provided weather and wind protection for the rear seat passengers - but at the cost of a rather cumbersome entry and exit process! Noteworthy was the vee radiator style, which was new for Packard in 1932. The Ninth Series 903 was a mixture of old and new features. The 19-inch wheels, large headlights, and unskirted fenders marked the older style. This was offset by the new features such as a double drop X-braced frame, allowing for increased interior space, a harmonic balancer, front bumper fender lamps, and dual horns.

This 1932 Packard 903 Sport Phaeton was delivered on January 13th of 1933, at the Packard Motor Car Company in Philadelphia. It is serial #531-14, making it the fourth of the 21 Super Eights built. There are seven Dual Cowl Model 903s still in existence, six of those were delivered in 1933, at the height of the Depression.

The current owner purchased the car in 1985, from Otis Chandler, through an ad in Hemmings Motor News. It was sold to a friend of the family and repurchased in 2005. A complete body-off frame restoration was executed, in time to be displayed at the 2008 Fall Hershey Meet. The work was completed, excluding upholstery and top, by the owning family. The car has won several AACA and CCCA awards and scored 100 points at two Grand Classics. It has been displayed at Pebble Beach, taking a Class Award in 2009, and at Radnor Hunt in 2010, taking Best of Show.

Opera Coupe

This 1932 Packard 903 Opera Coupe has dual side-mounted tires, wooden artillery-style wheels, and dual windshield wipers. Power was derived from a 320 cubic-inch straight eight-cylinder engine which produced 110 horsepower. The top speed was 85+ mph with a zero-to-sixty mph in 18.8 seconds. The vehicle rested on a 136.5-inch wheelbase and weighed around 4400 pounds. 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. Mechanical brakes were fitted to all 4 wheels with free-wheeling.

A variety of body styles were offered in an attempt to accommodate all types of driving situations. The early 1930s was a difficult era for automobile manufacturers. The Great Depression was leaving few individuals with additional means to purchase an automobile. The marques that suffered the most were those that catered to the luxury car segment, as their pool of buyers dwindled.

Packard automobiles were elegant, stylish, powerful, and expensive. Just as they had done during World War I, the Packard Company was able to endure the Great Depression. Part of their success was adapting to the changing marketplace and continuing to introduce stylish, attractive, competitive, and powerful automobiles.

by Dan Vaughan

Convertible Sedan

After a bad experience with the Winton automobile he purchased, James Ward Packard declared to the Winton Company he could build a better car. On November 6 1889 the first Packard automobile emerged from the New York and Ohio Company in Warren Ohio. Starting out as a single-cylinder 7hp four-stroke engine it matured into the car sitting before you. In 1903 the recently formed Packard Motor company moved to Detroit. Packard was fast to become a recognized automobile of quality and power. By 1904 a four-cylinder Packard registered a mile straight away run of 77.6 mph. The slogan for Packard was 'Ask the man who owns one.' The three-some of Packard, Pierce Arrow, and Peerless were the standard of excellence and performance all others in the industry strived to duplicate.

Opera Coupe
Chassis number: 193790

For 1932, Packard built fewer than a thousand Deluxe Eight models. It is believed that this Sport Phaeton was once the property of Richard Parker and later John Pascucci who would sell the car to Frank Moldery. The next owner was Thomas Derro of Carlisle, Massachusetts.

At some point, the car was treated to a restoration. It features many desirable options including cowl lamps at the base of the windshield frame, a basket-weave stone guard that protects the radiator, dual side-mounted spare wheels with accessory rear-view mirrors, directional Pilot Ray driving lamps connected to the steering; and dual trumpet horns mounted under the headlights.

The synchromesh three-speed transmission also offers freewheeling, as well as a vacuum clutch for easier gear shifts, both of which allow for the ease of clutch-free shifting.

In 2010, this Packard was offered for sale at the Gooding & Company Auction held in Amelia Island, Florida. The car was expected to sell for $235,000 - $275,000. As bidding came to a close, the car had been sold for the sum of $187,000, inclusive of the buyer's premium.

by Dan Vaughan

Phaeton
Chassis number: 194335
Engine number: 194328

Packard introduced its Ninth Series in June of 1931, nearly eight months ahead of the typical new model introduction. The Standard Eight Series 901 and 902, the Deluxe Eight Series 903 and 904, and the Individual Custom Eight, also under the Series 904, received significant updates over the short model run of the preceding Eighth Series. In January, Packard further astounded the automotive community with the introduction of the new Light Eight, its first medium-priced automobile, along with the return of the Twin Six V-12 at the upper end of the company's price spectrum.

The straight-eight engine received a new compression ratio, increasing the power on the Deluxe Eight model to 135 horsepower. With the addition of a new air cleaner, engine noise was reduced in an effort to do away with the aspirating noises of the carburetor. Engine noise was eliminated even further with the addition of new rubber engine mounts. The chassis grew to 142.5 inches, and its running components were redesigned. A new double-drop frame was adopted to provide a lower and sleeker look. Packard replaced its four-speed synchromesh transmission mid-season with a three-speed synchromesh unit with an optional vacuum-operated clutch. Bijur chassis lubrication remained, now with 40 points on the redesigned chassis. Ride stabilizers, which consisted of heavy metal spools mounted between springs and enclosed in chrome cylinders, were mounted at the ends of the front bumpers to serve as counterweights to eliminate front wheel wobble and improve ride and handling.

This Deluxe Eight Phaeton is the 27th of about 30 built in 1932. It is one of seven known to survive today. It is a numbers-matching car with its original bodywork. The car was delivered in Newark, New Jersey, on November 12th of 1932. 21 years later, it was discovered in a Garden State backyard by CCCA member and Packard enthusiast George Jepson, who paid $35 to take it home. The car was then sold to Bennett Fishler, who restored it to its original condition and drove it on a CARavan in 155.

Several years later, the Packard was passed to Burton Dickerman, and then, in the 1970s, it passed from Dickerman's widow to Bill Neubig, their neighbor in Connecticut, from whom the present owner acquired the car in 2007.

The car has since been given a three-year-long restoration to its original condition. It is finished in black with a black top and burgundy interior, belt line, and fender welting. There are dual side-mount spares, an accessory trunk rack, period wide-whitewall tires on chrome wire wheels, and a new-for-Ninth Series cormorant signature hood ornament.

by Dan Vaughan

Coupe Roadster

Packard introduced its Ninth Series in June of 1931, eight months ahead of the typical new model introduction. The 903 Deluxe Eight Series received significant updates over the preceding Eight Series and saw Packard move from a 4-speed crash gearbox to a 3-speed with synchromesh in second and third. It was also the first year for a fully disappearing top on the production coupe roadsters. The chassis was lower, and the bodies, built by Packard, were also lower and had a much more graceful appearance.

Packard offered a dizzying array of models in its Ninth Series with prices starting as low as $1,750 for the new Light Eight. At the upper reaches of Packard prices, however, a buyer could have chosen to buy a Packard....or a modest house! Packard's big straight eight, a 384.8 cubic-inch 135 horsepower unit powers this Deluxe Eight Coupe Roadster which rides on a 142-inch wheelbase. Built only in rumble seat form, it wears Body Number 519 which had a base price new of $3,250 to $3,450 depending upon which source is used. (This made them eight times more expensive than a similar 1932 Ford.)

The first owner of this Packard is Admiral Richard Byrd, USN, the famed polar explorer. Of note, the original nautical wrappings remain on the steering wheel. It is powered by a 385 cubic-inch straight eight producing 135 horsepower. Although the number built is unknown, four of these models are known to exist today. The restoration was completed in September 2011. The current owner is only the fourth owner of this beautiful car.

The Packard slogan, simply stated, 'Ask the Man Who Owns One.' It was perhaps, the best in the business. Packard disappeared from the automotive scene after an ill-fated merger with Studebaker. The final cars (essentially re-badged Studebakers) were sold for the 1958 model year. And with that, what was once considered among the grandest of American luxury cars was gone.

Phaeton

This ninth series of Packard motorcars was first introduced at a meeting of dealers and distributors in June 1931. The most striking visual change was the V-shaped radiator and the new harmonic stabilizers at the end of the bumpers to dampen chassis harmonics.

In 1932 the Series 903 Packard Deluxe Eight models were built on the same 142.5-inch chassis as the Twin Six models. This car has the larger of two inline eight-cylinder engines at 385 cubic-inch displacement making around 135 horsepower. Packard built 95 of these Deluxe Eights as phaetons in 1932. Only three are known to have survived.

The dual-cowl or dual-windshield designs were very popular as a way to protect rear-seat passengers from the elements in these open cars; they provided a sleek style as well.

This car was originally sold through a dealer in Reading, Pennsylvania. In 1953, the Wendling brothers bought the car from a gas station. They got it running, repainted it, installed truck tires, and drove the car for a few years. They had also converted the car to a dual cowl configuration since they both had coach-building experience working at Fleetwood. The car was restored in 1996. The dual cowl was retained and the car was refinished in a silver and grey livery. The current owner acquired the car in 2011 from an estate in Delaware. Upon investigation, they discovered they had seen the car while it was in the Wendling Brothers' shop and that it had always been a favorite of their father's. Over the past few years, the car has been freshened up on an ongoing basis. It has recently received a high-compression head, metal trunk, and a toolset.

This car has been shown at Pebble Beach and has won many awards at CCCA events as well as at Meadow Brook, Greenwich, and the Alde Sherman Classic. The current owners have corrected and refreshed many aspects of the car's older restoration.

Coupe Roadster

Only 311 Super 8 Packards of all body styles were built in 1932. Only 12 genuine Super 8 Coupe Roadsters exist today and it is one of the most iconic Packards of the early 1930s. This car is equipped with dual side-mounts and a special metal top covering boot. The car is powered by a 384.8 cubic-inch 8-cylinder engine developing 135 horsepower coupled to a 3-speed transmission riding on a 142-5 inch wheelbase.

Convertible Victoria

Packard of New York first delivered this car in October of 1931 to an owner on Fifth Avenue by the name of Robinson. The five men who built the car signed it on the firewall and their names were spared during the restoration of the car in 1967. The current owner found the Packard in a repair shop yard in Philadelphia in 1956, sidelined by a blown front exhaust gasket. It was owned by Ivan R. Trucksis, who purchased it for $50 from the cook of the estate of the original owner. His intent was to paint it yellow and drive it to Atlantic City.

The Packard sat under a tent in the back of the current owner's parent's yard from 1956 until 1962, when a collector from Bethlehem, Pennsylvania, offered to buy it for $1,200. Having just gotten married, the offer was very tempting. The owner's new wife arrived just in time and said to the man making the offer, 'If it's worth $1,200 to you, it is worth that much to us.' His response was less than positive.

Convertible Victoria

For 1932 Packard continued to set the bar high for automotive luxury. The company's new ride control offered three settings ensuring a smooth ride on both paved and unpaved surfaces.

Equipped with an optional high-compression cylinder head for the 384.8 cubic inch inline eight as well as an updated Detroit Lubricator 51 carburetor and air cleaner assembly output was a respectable 135 horsepower. A vacuum-assisted clutch aided in relaxed comfortable motoring. The styling was a careful evolution of earlier models with the distinct Packard radiator shell still prominently leading the way. The 903 model was initially only available on the Individual Custom line but it was so popular with buyers that it joined the standard Packard catalog for 1932.

This Packard was purchased from Park Avenue Packard in New York City for $4,495 in August 1932

Convertible Sedan by Dietrich
Chassis number: 193072

This Packard 903 packed plenty of punch and enough flair for Hollywood - as this actual automobile played a starring role in the Addams Family movies, with the indomitable Lurch as its driver. The body was designed by Raymond Dietrich after his atelier closed, so it was built by Murray Coachworks. Dietrich's four-door Convertible Sedan offers a fully enclosed car complete with roll-up windows, but when the top is down and the center-side posts are removed, this automobile becomes a true convertible. This example also features a division window for passenger privacy. It is powered by a straight-eight with a four-speed transmission. As one of only six in existence, this Packard is both a celebrity and a rarity.

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