1941 Packard One-Twenty

Dissatisfaction with his Winton motor carriage assumedly spurred James Ward Packard to build a superior automobile, and that goal was quickly achieved and the Packard automobile became unquestionably one of the finest American automobiles of the pre-war era. While the top-of-the-line Packard model gave the company its prestige, it was the 'lower market' Packards that helped sustain the company through difficult times. This, however, was not always the case, as with the Packard Eighteen of the pre-World War I era and the 1932 Light Eight. Both of these models wore similar styling and accouterments to their larger and more expensive siblings, but they had not moved far enough down market, with prices in near enough proximity to the range-topping Packards that it degraded their popularity.

Packard One Twenty

In 1935, Packard introduced the One Twenty priced half the cost of the next most expensive model, the Eight, and a quarter-of-the-price of the range-topping Twelve. It was offered in a wide range of body styles and powered by a 256.16 cubic-inch L-head straight-eight engine that delivered 110 horsepower at 3,850 RPM. Its name was a reflection of its 120-inch wheelbase platform, which was 7 inches smaller than the Packard Eight Series 1200 and 12.5 inches shorter than the Packard Twelve Series 1206. The largest platform available on the Packard Eight in 1935 was 139 inches (Series 1202) - a commercial chassis of 160 inches was also available - and the largest Packard Twelve platform was on the SEries 1208 which measured 144.25 inches. The Packard Eight was powered by a 320 cubic-inch straight-8 with 130 horsepower and the Packard Twelve displaced 473.3 cubic inches and delivered 175 horsepower.

The 1935 Packard One Twenty was immediately popular and nearly 25,000 examples were sold compared to the circa-7,000 units of the combined Eight, Super Eight, and Twelve models. It was a medium-priced car with an independent front suspension and hydraulic brakes and built with similar styling and build quality as its higher-priced siblings. The One Twenty would continue to grow in popularity, prompting Packard to move even further downmarket with the introduction of a Model Six in 1937, the company's first six-cylinder model since the late 1920s. Its engine was an L-head, 237 cubic-inch unit with mechanical valve lifters, a Chandler-Grove carburetor, four main bearings, and delivered 100 horsepower at 3,600 RPM. It rested on a 115-inch wheelbase and from the cowl back, the two 'Junior' Packards wore a similar appearance, distinguished by the shorter hood and front fenders of the Six. Prices ranged from the high $700s to $910, with the station wagon priced even higher at $1,295. The 1937 Packard continued to rest on the 120-inch wheelbase, its 282 CID straight-8 engine offered 120 hp, and prices ranged from $1,130 to $1,500 (the seven-passenger touring sedan was higher at $1,900 and the Touring Limousine was $2,050 - both resting on a 138-inch wheelbase).

The One Twenty designation was dropped in 1938 but quickly returned in 1939, the final year of the company's Paragon, the Twelve. The Six adopted the One-Ten designation in 1940 along with new styling that was highlighted by a tall Packard radiator grille with two vertical side grilles on either side. Slight changes were made to the One-Twenty line for 1940 as it gained a hyphen between the 'One' and 'Twenty.' Engineering and styling changes were similar to the six-cylinder model, gaining sealed beam headlights, new compression ratios, and rear axle ratios, and the overdrive was now a Warner Gear.

Customers agreed with the new styling, engineering changes, and the build quality of the entire 1941 Packard lineup, with 62,300 units of the One-Ten, 28,138 of the One-Twenty, 5,662 of the Super-8 One-Sixty, and 1,900 of the range-topping Super-8 One-Eighty sold.

1941 Packard One-Twenty

The popularity of the affordable One-Ten in 1941 convinced Packard to add even more body styles to the range, with DeLuxe versions available for every One-Ten except the business coupe. Along with the 122-inch wheelbase platform, a larger 133-inch version became available and catered to the taxicab business. The styling deleted the running boards and moved them to the options list where they joined the new-for-1941 two-tone paint schemes. 'Aero-Drive' was the new name for the overdrive system and the 'Electromatic' was now used for the semi-automatic clutch. The prices of the entry-level One-Ten ranged from $925 to $1,330.

The Nineteenth Series One-Twenty received similar styling changes as the One-Ten, but it lost body styles and the 'Deluxe' trim (albeit still available on the Station Wagon). The base prices rose by approximately $100 and ranged from $1,140 to $1,540. The wheelbase continued to measure 127 inches and the engine remained the 282 CID straight-8 with 120 bhp at 3,600 RPM. It was backed by a three-speed 'Aeroshift' selective synchromesh transmission with a conventional clutch and column shift controls. Hydraulic brakes on all four wheels provided the stopping power. They rode on the company's patented 'Safe-T-Flex' double A-arm independent front suspension.

Styling features included the headlights which were positioned completely within the fenders, and when the one-piece side mounts were ordered, they were placed deeper within the fenders. A one-piece rear window replaced the former 'divided' unit.

The prices of the One-Twenty were approximately $215 higher than the One-Ten and $450 lower than the Super-8 one-Sixty. The business coupe was priced at $1,142, the club coupe at $1,235, the two-door touring sedan at $1,260, the four-door touring sedan at $1,290, the convertible coupe at $1,405, and the convertible sedan at $1,750. The eight-passenger station wagon listed for $1,465 and the DeLuxe version at $1,540.

Among the list of options was air conditioning for an additional $275, a radio, a heater, dual side mounts, a spotlight, and turn signals.

Packard produced 34,700 examples of the 1941 One-Ten and 17,100 of the One-Twenty. Model year production for the Super-8 One-Sixty was 3,525 units and 930 of the Super-8 One-Eighty.

Packard introduced a new styling direction for the company in 1941 with its Clipper model. It used the One-Twenty's 127-inch wheelbase and engine with increased compression that boosted output by five horsepower. It was lower than any other Packard and wider than nearly every production automobile. Its styling was modern and offered solely as a five-passenger touring sedan priced at $1,420. A total of 16,600 units were built in 1941 and its styling would soon grace the Junior and Senior Packards.

1941 was the final year of the Packard One-Twenty as Packard shuffled the lineup, renamed the One-Ten back to the 'Six', and incorporated the Clipper styling into most of the line. The Six moved slightly farther up-market, the One-Twenty was renamed the 'Eight', and the Senior Packards (One-Sixty and One-Eighty) were 'Clipperized' like their lower-priced sibling.

Over 175,000 examples of the Packard One-Twenty were produced from 1935 through 1941 and provided the company with the financial stability to weather The Great Depression, the confidence to introduce a less-expensive model - the Six, and resources to design a new model - the Clipper.

by Dan Vaughan

DeLuxe Woodie Station Wagon
Chassis number: D300146

Series production for the 1941 Packard One-Twenty peaked at 17,100, with 358 of those being wooden station wagons. There is no further breakdown on the 110- and 120-based cars.

The 1941 Packard 120 Woodie Wagon was built by Hercules. They had a reputation for building dramatic bodies framed in light-colored white ash with panels in dark mahogany.

This example was found in poor condition. A full restoration brought the car back to its original grandeur. The work took four years to complete and used both new old stock and restored original parts from other Packards.

The car is finished in light green/mint green. Power is from an L-head straight eight, five main bearing engine capable of producing 120 horsepower. There is a three-speed Selective Synchromesh transmission with overdrive and hydraulic brakes on all four wheels.

In 2010, this car was offered for sale at RM Auctions 'Automobiles of Amelia Island' event, where it was estimated to sell for $100,000 - $150,000 and offered without reserve. As bidding came to a close, the car had been sold for the sum of $159,500, inclusive of the buyer's premium.

by Dan Vaughan

Convertible Coupe
Chassis number: 576057
Engine number: 314514

As the 1940s came into view, Packard found itself producing models for a wider market. In 1937, they introduced the 'One-Twenty' Series as their attempt to break into the mid-priced eight-cylinder demographic. The 120 rested on a 127-inch wheelbase and, for 1941, was available in eight body styles. The One-Twenty offered buyers the company's patented 'Safe-T-Flex' double-A-arm independent front suspension, a 282 cubic-inch L-head inline eight-cylinder engine, and a three-speed-plus Aeroshift overdrive transmission with column control. The Model 1499 Convertible Coupe had a mildly updated body with headlamps now largely enclosed in the front fenders and a single glass panel to replace the two-piece rear window. The car carried a list price of $1,407 FOB Detroit, and 1,700 examples were sold.

This particular One-Twenty Convertible Coupe is finished in Grove Green Metallic. In 2002, it was acquired by Packard collector Tim Dudley from the Tom Mix Collection in Boston. An ambitious restoration soon followed. A new interior of gray and green leather, complemented by a tan cloth top, was installed.

The current paint scheme is not original to this car, though it is the correct color for the year and model. The car is fitted with optional Deluxe bumper guards, a factory-optional 'K' deluxe steering wheel, a dealer-installed 'Senior' Deluxe hood ornament, a radio with its rare cowl-mounted antenna, a heater, and a defroster. The running boards were deleted, which was also a factory option.

The current owner acquired the car from Mr. Dudley and has kept the car in a climate-controlled garage. Neither he nor the previous owner has ever shown this Packard.

by Dan Vaughan

DeLuxe Woodie Station Wagon

The original owners of this car were the McCormick family of Scottsdale, AR.

The woodie wagon was offered in both the 110 series and the 120 series with the only differences being the wheelbase and the engine. This 120 series has a 127-inch wheelbase and weighs 3,730 pounds. It is powered by an inline, eight-cylinder, 282 cubic-inch engine developing 120 horsepower.

The body was by the Hercules Body Company. The door frames are made of Mahogany and the panels are made of Ash.

Convertible Coupe
Chassis number: 1499-2918

Changes to the 1941 Packard included having the headlamps moved into the fenders. When customers ordered side mounts, these were sunk deeper into the fenders. The company continued to use what was called a 'caravan' style top without rear quarter windows and an all-leather interior.

This particular example was sold new in Hartford, Connecticut, to an attorney who later sold the car to a collector in New Hampshire. It was later sold to another collector and remained unused and in long-term storage. It was recently re-discovered, having been last registered in 1984.

When new, this car came equipped with the $48.50 radio and the Goddess of Speed hood ornament with the glass wing. The car rides on wide whitewall tires, and its exterior is painted black with an ivory convertible top and contrasting red interior.

by Dan Vaughan

Station Wagon
Chassis number: 14932056

The Packard One-Twenty was introduced in 1935 and over its seven-year production run, 175,027 examples were produced. This particular One-Twenty Woody Station Wagon is number 56 of 58 built, and spent many years stored in a barn before being discovered in 2004 by its current caretaker, its third owner. The Woody was treated to a complete frame-off restoration and has accrued less than 5,000 miles since the work was completed.

by Dan Vaughan

DeLuxe Woodie Station Wagon
Chassis number: 1493-2048
Engine number: 316324C

Packard introduced the Station Sedan in mid-1937 and was offered on both the six-cylinder 115C (later One Ten) and eight-cylinder One Twenty chassis through 1942. The bodies were often provided by the Hercules Body Company, using the framework of light-colored white ash with insert panels of dark mahogany.

This particular Packard Blue Station Sedan was originally delivered in Poughkeepsie, New York. It was given a restoration in the late 1980s and became an AACA National First Prize winner in 1991. In 1993, it became part of the Derro Collection.

Options on this vehicle include amber driving lights, dual side-mounted spares, push-button radio, and Signal-Start turn signals.

by Dan Vaughan

Convertible Coupe

This 1941 Packard 120 Convertible has been given a body-on cosmetic restoration and finished in green with a tan interior. There is leather upholstery with green accent piping. In the front are fog lights and bumper guards. The car is equipped with a clock, radio, fender skirts, Goddess of Speed mascot, chrome trim rings and hubcaps, wide whitewall tires, and painted steel wheels.

In 2018, the car was offered for sale at the Hollywood Wheels 'Amelia Island Select' auction where it had an estimated value of $65,000 - $85,000.

by Dan Vaughan

Convertible Sedan
Chassis number: 1473-2075
Engine number: D305558A

James Ward Packard was dissatisfied with his Winton motor carriage which prompted him to build his own superior automobile. With help from his brother and two employees from the Winton Company, Packard began work out of his electric engineering factory in Warren, Ohio. The first Packard emerged in November of 1899. It was an innovative and well-engineered vehicle that would continue the trend that would endure during the entire production lifespan of the Packard marque. The craftsmanship and quality attracted wealthy clients, including William D. Rockefeller, who purchased two Packards at the New York Automobile Show in November of 1900.

The Packard 'One-Twenty', also known as the 'Junior Packard', was introduced for the 1935 season. This was the company's first attempt to infiltrate the medium-priced market sector. Power was from a 282 cubic-inch engine offering 120 horsepower. It was mated to a synchromesh transmission and there were hydraulic brakes to help keep the vehicle in the driver's control. The 'One-Twenty' was dropped for 1938 but returned for 1939.

This particular example is a 1941 Packard 120. Modifications for the 1941 Packard 120 included the headlights now being positioned in the fenders and a one-piece rear window. The Station Wagon was the top-of-the-line body style, costing $400 dollars over the entry-level business Coupe. The Deluxe model, such as this example, would have cost around $1,541.

The Packard wagons received their coachwork from Hercules of Evansville, Indiana.

This example was optioned with a single-side spare, radio, and heater. The original owner is not known. In the 1990s the car received a body-off restoration by Bill Halliday. It is finished in Barbola Blue paint, the exact color it left the factory. After the restoration, the car was driven regularly. It was well maintained by its next owner, who kept the car in the Pacific Northwest for twenty years. It was shown at the Port Gardner Bay Classic and Kirkland Concours. The most recent caretaker has treated the car to additional restoration work and continued servicing and detailing. Additional west coast appearances include the Packards International National Meet Circle of Champions and the Benedict Castle Concours.

by Dan Vaughan

Convertible by Darrin
Chassis number: D305456

This 1941 Packard 120 Custom Convertible was given a five-year restoration and custom Darrin convertible interpretation. It is powered by the 282 CID 8-cylinder engine and a column-shifted three-speed manual transmission. A number of custom-crafted parts were used to build the Packard, such as the side skirts and front bumpers. It is finished in Light Yellow and features triple-plated chrome and brightwork on the hubcaps and trim rings, the grille, and the Flying Lady mascot. There are red-painted wheels, and an Oxblood Red convertible top with leather upholstery and matching carpet. The red interior is offset by the dashboard which sustains the light yellow hue. This Packard is equipped with an optional turn-signal lever and rides on Diamondback radial whitewall tires.

by Dan Vaughan

Station Wagon
Chassis number: 14932027

1941 was the final year of a five-year run of the Packard station wagon. Power was sourced from the proven eight-cylinder, 282 cubic-inch L-head engine fitted with a Carter 476-S Duplex carburetor and offering 120 horsepower at 3,600 RPM. It used an Aero-Drive three-speed manual gearbox with overdrive and four-wheel hydraulic drum brakes. The wooden coachwork was courtesy of the Hercules Body Company of Evansville, Indiana, and just 58 examples were built in 1941.

This particular example has been given a restoration and benefits from Packard's 1941 updated front-end styling and use of 15-inch wheels. All of the woodwork was completed by Chris Messano Woodworks with paintwork finished in its original Laguna Maroon. The interior features tan upholstery on three rows of seats.

After the restoration was completed, the car was shown at the 2014 Wavecrest Woodie Meet in Encinitas, California where it won the Best Wood award from a field of over 300 wood-bodied automobiles.

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