1937 Packard One Twenty

When James Ward Packard towed his new Winton back to the factory behind a team of horses for the final time, Alexander Winton himself told him that if he could build a better car himself that he should do just that. A man that never left a challenge unanswered, Mr. Packard (a successful mechanical engineer, along with his brother William and their partner, George Weiss) not only built a better car, but his company (the Packard Motor Car Company, established in 1899) would go on to define the very meaning of the word 'luxury' in the American motorcar market.

The Packard automobiles were built to the highest levels of quality, sophistication, and style, and catered to the higher echelons of society. Packard's marketing strategy changed in 1935 due to the effects of the Great Depression with the arrival of the Model One Twenty, built for the middle class. The One Twenty proved to be very popular as a broader range of motorists were now able to step up to the prestige of the Packard name. Indeed, the popularity of the One Twenty enabled Packard to stay in business far longer than most of its other luxury car counterparts. The Great Depression took its toll on America's car builders and, before it was over, legendary names such as Duesenberg, Marmon, Stutz, and Pierce-Arrow had suffered a permanent fate and were relegated to the pages of history.

The Packard One Twenty provided the necessary infusion of resources as the production of Packard's 'Senior' Super Eight and Twelve long-wheelbase chassis was rapidly declining due to the Depression, a dramatic increase in competition, and a shift in customer needs. Additionally, coachbuilders were more frequently using the shorter wheelbase cars which appeared less pretentious to potential clients who still desired a custom automobile. Many affluent individuals who were still capable of purchasing the largest, most expensive, and stately vehicle, were reluctant to 'flaunt' their wealth as much of the nation (and world) suffered, forced to spend their time in breadlines and tent cities.

The Packard One Twenty was not the firm's first attempt at a smaller, lower-priced car, as the company had introduced the Series 900 Light Eight in 1932, but it had been proven a disappointment. As the Depression deepened, the need for a price leader became more acute, thus a second attempt at a lower-priced, high-volume model.

Whereas the 900 was equipped with the same engine as the full-size Standard Eight, the One Twenty had a new straight-eight, four-fifths the displacement of the larger Eight, but making eighty-five percent of its power. The One Twenty pioneered two new features that were not yet seen on senior Packards - hydraulic brakes and an independent front suspension.

Introduced near the close of 1935, the Packard 'One-Twenty' (Twelfth Series) was powered by an Inline 8-cylinder engine with a 4.6-liter (282 cubic-inch) displacement, rode on a 120-inch wheelbase, and had a catalog of standard bodies. It featured affordability without compromising Packard's fine reputation for excellent engineering, and its price range placed it in competition with Buick and Pontiac. The One Twenty was instantly successful, and just three years later, in 1937, Packard sold nearly ten examples of the 120 for every Super 8. Nearly 25,000 examples were sold in its inaugural year, over three times the volume of all other Packard vehicles combined. The 1937 model year would prove even better, with more than 50,000 sold.

In 1936, sales of the One Twenty (120-B) nearly doubled (with 55,042 units built) as Packard increased the engine displacement and expanded the list of body styles, adding a 4-door convertible. An increase of the engine's stroke to 4 1/2 inches brought displacement to 282 cubic inches and horsepower was not rated at 120 bhp. Now, the wheelbase and horsepower output matched the One Twenty's designation.

The success of the One Twenty inspired the creation of the Packard Six - a six-cylinder model introduced in 1937. Its 237 cubic-inch engine delivered 100 horsepower and its wheelbase measured 115 inches. Prices ranged from $795 to $1,295, moving the company further downmarket and closer to Chevrolet and Ford territory. Introduced in September 1936, a total of 30,050 examples were built during its inaugural year.

The 1937 Packard (Fifteenth Series) One Twenty, known as the 120-C, gained a station wagon, touring sedan, touring coupe, and club sedan to list of body styles. The 120-CD, with the 'D' representing 'deluxe,' added a clock, updated trim, whitewall tires, deluxe radiator ornament, a banjo spoke steering wheel, full Marshall springs in the seats, automatic radiator shutters, and sponge-backed carpets. The three body styles on the 120 CD included the new touring coupe, touring sedan, and club sedan.

Later in the year, the Packard One Twenty gained a 138-inch wheelbase which was used for a new seven-passenger touring sedan and limousine, priced at $1,900 and $2,050 respectively.

1937 Packard One Twenty pricing included a business coupe priced at $1,130, a sport coupe at $1,175, a touring coupe at $1,200, a $1,235 sedan, a $1,240 club sedan, and a convertible coupe and touring sedan at $1,250. The four-door convertible sedan with seating for five was $1,550. Within the 'deluxe' line, the touring coupe sold for $1,415, the club sedan at $1,455, and the touring sedan at $1,455.

The 282 cubic-inch, L-head straight-eight engine had 6.5:1 compression, mechanical valve lifters, five main bearings, a Stromberg or Carter carburetor, and delivered 120 horsepower. An optional 7.0:1 compression setting was available. The transmission was a three-speed selective synchromesh unit with floor shift controls and a shaft drive rear axle. Hydraulic brakes at all four corners were responsible for stopping the vehicle. Optional equipment included bumper guards, rear bumper, side mount covers, single side mount, cigar lighter, spotlight, radio antenna, and all the features found on the 'deluxe.'

The total Packard 120-C, 120-CD, and 138-CD production was 50,100 units, accounting for approximately forty-one percent of Packard's total production.

by Dan Vaughan

Drophead Coupe by Henri Chapron

This unrestored 1937 Packard has coachwork by Chapron of Paris. Henri Chapron, a master coachbuilder, crafted this elegant body on the smaller Packard series. This 'Drop Head Coupe' (Convertible Victoria) is the only known example in the world. It survived the war years in Sweden and only came to the USA in 2000. While in Europe, this car competed in various vintage events including the 'Rallye Monte-Carlo de Voitures Aciennes.'

Author Hugo Pfau featured this car in his book, 'The Coachbuilt Packard.' The chassis is a Delux 120 with a 120-inch wheelbase and features a 282 cubic inch in-line, eight-cylinder engine developing 120 horsepower. The convertible top has a unique 'Three Position' design, which allows the car to be driven with the top all the way down or up, and the top half up. This unrestored vehicle makes an excellent touring car.

Dietrich Sedan Convertible by Dietrich

Packard's First Entry in the Mid-Priced 8-Cylinder Market

Packard Motor Company, the leading luxury automobile manufacturer of the world, produced world-renowned vehicles from 1899 through 1956. It was founded in Ohio in 1899 as the Ohio Automobile Company, then was purchased and moved to Detroit in 1902 and re-named Packard Motor Car Company.

The One-Twenty is an important car in Packard's history because it signified the first time that Packard entered the highly competitive mid-priced eight-cylinder car market.

This car is a 1937 Packard 120 Convertible Sedan, with Dietrich Body. It cost $1,355 to purchase in Detroit. A 1937 Packard Convertible Sedan is rarely seen, although the exact number is unknown. This model is equipped with a 282 cubic-inch motor with 120 horsepower, dual side mounts, and a heater.

This car was delivered new in Monterey, California on April 30, 1937, by the Stahl Motor Company. History is lost until February 27, 1963, when the vehicle was shipped to Grand Rapids, Michigan. On August 8, 1964, it was purchased by Rolland Eastwood Sr. of Davidson, Michigan. The car sat in a garage for 41 years, virtually untouched until restoration was started. This stunning vehicle re-emerged in late 2006.

Convertible Coupe
Chassis number: 10993855

In 1932, Packard introduced a smaller, lower-priced car called the Series 900 Light Eight. This had proved a disappointment, but as the Depression continued, the need for a price leader become more prevalent. Thus, the company introduced the One-Twenty, named for its wheelbase. The 120 was introduced in January 1935.

The 900 had used the same engine as the full-size Standard Eight, while the One-Twenty had a new straight eight, with a smaller displacement than the larger Eight, but making 85 percent of its power. The body was all new, and there were new features that were not yet seen on Senior Packards, such as an independent front suspension and hydraulic brakes.

The One-Twenty models were well received, and nearly 25,000 were sold in the first year, more than three times the volume of all other Packards combined.

This example is painted in maroon with a tan interior. It has a convertible coupe body style and was part of the Lewis Golub Collection for many years. The 282 cubic-inch, L-Head eight-cylinder engine produces 120 horsepower, and there are four-wheel hydraulic drum brakes and a three-speed manual gearbox.

In 2010, the car was offered for sale at the Vintage Motor Cars of Hershey auction presented by RM Auctions. The car was estimated to sell for $50,000-$70,000. As bidding came to a close, the car had been sold for the sum of $96,250 including buyer's premium.

by Dan Vaughan

Business Coupe

Packard was one of the oldest car companies in America by 1937 and was also the leading luxury marque at the start of the Classic era. Packard built their first automobile in 1899 at the Ohio Automobile Company of Warren, Ohio as the company was then known. It became the Packard Motor Car Company in 1902 and moved to Detroit the following year.

Packard was an exclusive producer of expensive, luxury cars. They struggled through the Great Depression. In an effort to expand production volume in 1935, the company introduced a new line of mid-priced cars called the One Twenty. Priced around $1,000, the car drove Packard to eighth place in U.S. sales by 1938. It was very well-built and featured Packard's first application of independent front suspension and hydraulic brakes along with carrying the prestige of the Packard name. The car was powered by a 282 CID straight eight-cylinder engine producing 120 horsepower. It rode on a 120-inch wheelbase chassis.

This Business Coupe is one of twelve surviving coupes built by Packard in 1937. The current owner purchased the car in 1993 as an anniversary gift for his late wife.

Pickup
Chassis number: 1090-1260

The Packard marque built a reputation for fine luxury cars during their illustrious career. Along with elegant and stately vehicles, they also built robust heavy trucks. Truck production on East Grand Boulevard ended in 1923, but the Packard chassis still proved to be a suitable and sturdy platform to be adapted for practical purposes. Packard service cars and wreckers were fairly common in the 1920s and 1930s. Packard dealers would sometimes use these trucks as a means of advertising the strength of the cars that they sold.

This Packard Pickup rests on the 138-inch wheelbase 138D One Twenty chassis. It originally wore a factory touring limousine bodywork. The body was later truncated aft of the front doors and the back of a compatible pickup cab was grafted on. An original box from another period truck of comparable size was carefully selected and added, and it features a ribbed steel floor. The exterior has been painted black with red pinstripe and there are dual side-mounted spares, white whitewall tires, and an original Packard trunk, which has been integrated into the cargo bed. On top of the truck is an original illuminated Packard Service Car sign. Inside, there is black leather upholstery, a wood-grained instrument panel, a radio, a clock, and a cigarette lighter.

by Dan Vaughan

Convertible Coupe
Chassis number: 10993221

This Packard 120 Convertible has been treated to a professional restoration. The car is powered by an 8-cylinder 282 cubic-inch engine offering 120 horsepower. It is finished in its original Packard color of Autumn Gold Poly with a brown leather interior and wood grain dash. The car has been given dual side mounts, a rumble seat, a factory radio, a heater, twin BLC fog lights, and a luggage rack.

by Dan Vaughan

Convertible Victoria

Not all custom one-off Packards were built on the Senior series chassis, especially those done in Europe. Coachbuilders sometimes favored the smaller models with shorter wheelbases when designing a car with more sporting intentions, for which the popular 120 Packard and its 120-inch wheelbase proved quite desirable.

This one-off Packard by Hermann Graber of Berne, Switzerland, is four inches lower when compared to factory convertibles. The low windshield, leather bucket seats, and convertible top with exposed landau irons give it a very sporty yet elegant appeal at the same time. Interestingly, this car was restored by its original coachbuilder in 1991.

Darrin Convertible Victoria by Darrin

Packard introduced its first 'mid-priced' model, the 120, in 1935, and it was offered in a range of factory-produced body styles. The offerings remained relatively unchanged for 1937 except for the addition of a modern new Convertible Victoria designed and built by the coachbuilder Howard 'Dutch' Darrin. The design was based on the Packard Eight Business Coupe, but Darrin abandoned Packard's rather staid factory coachwork when he designed this rakish two-door car. At first, Packard was unimpressed and the design wasn't offered by Packard as an official option, but this changed in 1939 after an example was shown at a convention in Detroit and advertised as the 'Glamour Car of the Year.' About 100 Convertible Victorias were built by Darrin over the following five years.

This early example was first owned by the actor Clark Gable, but he returned it to Darrin, who then sold it to another actor, Errol Flynn.

All-Weather Cabriolet by Rollston & Company
Chassis number: 120-C-1042
Engine number: X-113033

This Packard One Twenty is one of two known survivors with Rollston's all-weather cabriolet body. It is a chauffeur-driven model with an open driver's compartment and an enclosed rear compartment. The inside features broadcloth upholstery, jump seats, vanity compartments, and fine wood trim. The car has been extensively restored for the present owner after being found in upstate New York. It has been shown in the CCCA National competition and eventually received Senior honors (badge no. 3067) with a perfect 100-point score at the 2012 New England Grand Classic, as well as Best in Show and the Mayor's Award at a meet at the National Packard Museum in Warren, Ohio.

This car has a dash-mounted clock, heater, and intercom. There is a leather-padded roof and a rear-mounted spare.

by Dan Vaughan

The Packard One-Twenty was produced from 1935 through 1937 and again from 1939 through 1941. The One-Twenty signified Packard's move into the mid-priced eight-cylinder market; a highly competitive segment that was filled with many marques with numerous offerings, options, and price ranges. The move had been made due to financial reasons and the need to stay competitive; the Great Depression was taking its toll on the entire automotive industry but mostly on the high priced manufactures. The lower cost marques also had a tough time but a few were still able to move a considerable amount of products and wade out this terrible time in history.

The One-Twenty was quickly designed, created, and made ready for sale. First offered in 1935, it could be purchased in numerous body styles that included coupes, convertibles, and two- and four-door configurations. Under the hood lurked an L-Head eight-cylinder engine capable of producing 110 horsepower. The price range was competitive, with prices ranging from the mid $900's to the low-$1000's. This combination of mid-cost and adorned with the Packard nameplate proved to be the right combination and in its first year, nearly 25,000 examples were created. The rest of the Packard model lines only accumulated to around 7000 examples being sold.

For 1936 Packard increased the displacement of the engine and horsepower rose to 120 and gave the One-Twenty a top speed of 85 mph. A convertible four-door sedan was added to the line-up with a $1395 price tag, making it the most expensive One-Twenty body style. Sales continued to be strong and more than doubled over the prior year. This would be the best sales year for the Packard One-Twenty.

Packard introduced the Six in 1937. This was the first time in ten years that a six-cylinder engine could be found in a Packard. The reasoning was again economics and the constant struggle to stay in business by offering a quality product at a reasonable price. The Packard Six meant that the One-Twenty was to move higher up the market, being offered with more amenities and options. Two of these options were the 'C' and 'CD' trim levels. A wood-bodied station wagon and Touring Sedan were added to the line-up. A limousine body style, sitting atop a 138 inch wheelbase was also available for the first time, setting the buyer back a hefty $2000. There were 50,100 examples of all One-Twenty body styles producing during this year.

To conform to Packard's standard naming conventions, the One-Twenty was known as the Packard Eight for 1938. A year later, it was back to being called the One-Twenty. There was still a slew of body styles to choose from, able to satisfy all of their customer's desires and needs. The price range was competitive, costing from around $1100 to $1856. Though the product and the price were good, sales were slow with only 17,647 units being produced. The recession was taking its toll. Packard had even introduced many new mechanical improvements such as placing the shifter on the column rather than on the floor. For the following years, sales began to rise again, now amassing to 28,138 examples being produced. The name One-Twenty was now hyphenated.

For 1941 Packard offered the One-Twenty in eight body styles. The styling had been modified from the prior years, with the headlamps now residing in and on the fenders.

The One-Ten and One-Twenty were both dropped in 1942 and their names were merged with the Packard Six and Packard Eight lines. The One-Twenty had in production for seven years and 175,027 examples were produced.

by Dan Vaughan