1938 Packard 1604 Super Eight

Known by Packard aficionados as the Sixteenth Series, the 1938 Super Eight quickly became the best-selling Packard of the era. Packard survived the Depression reasonably well due to the fact that it diversified its offerings; while many of its competitors were building only V12 engines, Packard realized that the cheaper-to-build 8-cylinder motor could be equally smooth and powerful, so it continued to offer both Eights and Twelves on different chassis.

The 1938 Packard Super Eight consisted of the Series 1603, 1604, and 1605. The Series 1603 had a 127-inch wheelbase, the Series 1604 rested on a 134-inch platform, and the Series 1605 measured 139 inches. All three shared the 320 cubic-inch L-head straight-eight engine which had 130 horsepower. This engine would continue for another year, before being replaced in 1940 by a 356 cubic-inch unit with 160 horsepower.

Mechanical changes were minimal for 1938. Stopping power was handled by hydraulic brakes and the transmission was a floor shift three-speed selective synchromesh unit. Many of the visual changes were also made to Packard's Junior models. One of the prominent changes to appearance was the split vee windshield with chrome dividing the split windows. Standard equipment included a cigar lighter and an electric clock.

For 1938, the Packard Super Eight was a versatile vehicle offered in three wheelbase sizes and powered by a smooth engine. They were luxurious and highly refined, fitted with luxurious coachwork, and powered by proven engineering.

By this point in history, Packard's 'junior' Six and One-Twenty lines accounted for the majority of the company's sales. 30,050 examples of the Packard Six were produced in 1938 (introduced in September of 1937) and 22,624 examples of the Packard Eight were built (Series 1601, 1601D, and 1602 - introduced in September of 1937). Total Super Eight production (Series 1603, 1604, and 1605) for 1937 was 2,478.

by Dan Vaughan

Convertible Coupe

'Ask the Man Who Owns One' This luxury Packard was manufactured in Detroit, MI, and features a 320 cubic-inch straight 8 developing 135 horsepower. The approximate base price was $3,210. This automobile sports features that faded from fashion by World War II, though it set the standards for 'Classics' such as side-mounted spares and a rumble seat. The need for two spare tires decreased with the modernization of the United States road systems and the rumble seat became largely obsolete when the cars became too fast and streamlined for the comfort of the passengers outside and rumble seats offered no weather protection. Less than 200 of these rumble-seat convertibles were built in 1938.

Convertible Coupe
Chassis number: A501065

The Packard One-Twenty, also known as Packards 'junior' Six, accounted for the bulk of Packard's sales. 1938 was the second year for independent front suspension (via wishbones and coil springs) and hydraulic brakes. These features greatly improved drivability making them great for driving tours.

This example is finished in cream with green wheels and matching pinstripe. The car has an older restoration, rides on wide whitewall tires, and has chrome trim rings and small hub caps. The twin side-mount spares have the correct metal covers and the tan canvas top is in good condition. The interior is tan leather and the odometer shows 18,500 miles.

In 2010, this Super 8 Convertible Coupe was offered for sale at the Vintage Motor Cars of Meadow Brook event presented by RM Auctions. The car was estimated to sell for $75,000 - $100,000. As bidding came to a close, the car had been sold for the sum of $90,750, including the buyer's premium.

by Dan Vaughan

Convertible Coupe

This 1938 Packard Model 1604 Coupe Roadster is one of just 71 examples produced in 1938 and less than 10 are believed to survive. It is believed that the original owner was underworld figure Paul de Lucia, aka Paul 'the Waiter' Ricca who served 3 years in prison for tax evasion and was then deported back to Italy.

Convertible Coupe

This 1938 Packard Super 8 Roadster model 1604 was purchased new by Frank Cody, Superintendent (1919-1942) of the Detroit Public Schools and President (1933-1942) of 'The Colleges of the City of Detroit,' later renamed Wayne State University. Holding the positions simultaneously for nine years, Mr. Cody retired from Education in its entirety in 1942 when served on the Detroit Common (City) Council until his death in April of 1946. Dedicated in 1955, Detroit's Frank Cody High School was named to honor him.

This car's history is rather sketchy. It is not known when Mr. Cody sold the car, or to whom. It is rumored he sold the car to a Detroit high school Principal, but who that person was is not known. What is known is the person who had the car the longest was an incoming freshman at Wayne State University who purchased the aging convertible in 1957 (presumably from the Principal). The student didn't drive the car long. It sat from 1959, the last year the car was registered, until approximately 2005 when he sold the most complete car to a friend of the current owner.

Sometime prior to 1959, the car's color was changed from the original burgundy (as it currently wears) to porch green, seemingly applied with a paint roller. Makes sense a student of meager means would do that.

This car was always a Detroit city car, purchased from 'PMCC Main Branch,' the Packard dealer at 574 Jefferson Ave. (now the site of the Ren Cen). As evidenced by its overall condition when found, this car saw its share of inclement weather. The body suffered the fate of any car subjected to many Michigan winters.

This car was restored by LaVine Restorations in Nappanee, IN.

Coupe by Mayfair Carriage Company Ltd.

Packard introduced its Sixteenth Series models in September of 1937. Most changes for the Senior cars were cosmetic including pontoon-shaped fenders and split windshields. The Super Eight features Packard's silky-smooth 320 cubic-inch, 130-horsepower inline eight-cylinder engine, which was actually the Standard Eight engine of previous years. Packard tallied 48,682 sales for 1938, far less than 1937, but still the best showing of all independents. The market for custom coachwork was rapidly declining along with the number of luxury car makers following the stock market crash of 1929.

This car rides on the 137-inch wheelbase platform and is a unique custom-bodied Super Eight Coupe. It was delivered to the Mayfair Carriage Company in London to be fitted with this stylish and very British two-door body. Designated an export chassis by Packard, the car is equipped with both a right-hand drive and a 12-volt electrical system. The car had been ordered by a European shipping magnate. While in Europe, the car resided in Greece, Italy, Spain, and France, prior to coming to the United States. After the war, the car was sadly neglected; it was abandoned and was being used as a chicken coop. Its rescuer, an American Naval officer, brought it back to the United States, and it has since been restored to its former glory by its current owner.

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