1942 Packard Super-8 One-Eighty

The 1920s and 1930s were a roller-coaster of hardship and prosperity. The early 1920s endured a sharp deflationary recession brought on by the fluctuations of the post-World War I era as the economy shifted from wartime to peacetime production, complicated by the absorption of millions of veterans into the economy. The late 1920s saw economic growth of over forty percent and the United States produced nearly half the world's output due to the devastation caused by World War I on European factories. As the world entered the 1930s, the prosperity of the late 1920s was exchanged with the Stock Market Crash and the Great Depression. Fortunes were lost; jobs were scarce, and many automobile manufacturers were forced out of business. By the end of the 1930s, the economy was well on the road to prosperity once again.

Packard had weathered the economic hardships due to its strong financial position going into the Depression and with the introduction of a lower-priced model that was more obtainable by a wider audience of buyers. This 'Junior' model was built to the same build quality as its 'Senior' model, with many mechanical and visual similarities shared between the two.

The paragon of the Packard marque was its twelve-cylinder model, produced from 1932 through 1939 in very exclusive numbers. Packard's lineup as it entered the 1940s included the affordable Six (six-cylinder model) and a selection of eight-cylinder models in varying degrees of prestige. The eight-cylinder unit powering the One-Twenty displaced 282 cubic inches and delivered 120 horsepower. Its wheelbase measured 127 inches which were slightly larger than the 122 inches of the One-Ten Six, and identical to the Super-8 One-Sixty Series 1803. The Super-8 One-Sixty was also offered with a 138- and 148-inch wheelbase. The 356 cubic-inch straight-8 engine delivered 160 horsepower at 3,200 RPM and was the same unit powering the Super-8 One-Eighty, which also used a 127-, 138, and 148-inch wheelbase. As a successor to the Twelve, the One-Eighty received a higher level of trim, accouterments, luxury, and appointments. Additionally, it was the model that received the custom coachwork in the Senior line, courtesy of Howard 'Dutch' Darrin and Rollson.

Packard introduced the Clipper line in 1941 using the engine from the One-Twenty (albeit with a new compression ratio that resulted in five additional horsepower), a 127-inch wheelbase, and wearing an all-new and modern appearance which was later applied throughout the line. It was offered solely as a five-passenger Touring Sedan priced below the Super-8 One-Sixty and in similar territory as the One-Twenty.

1942 Packard

Civilian automobile production was brief for 1942, lasting only a few months before factories began producing products to support the United States' involvement in World War II, prompted by the December 7th attack on Pearl Harbor. Packard's Twentieth Series of vehicles were introduced in August of 1941 and built through early 1942, with the final Packard rolling off the assembly line in Detroit on February 9th.

The 'entry-level' Packard was the Six, formerly called the One-Ten and resting on a 120-, 122-, and 133-inch wheelbase. The Clipper engine and styling were used on most 1942 Packard models, including the Six. Only the Series 2020 convertible Coupe (Six) and the Series 2030 taxi (Six) continued to wear the traditional One-Ten appearance. The inline-6 cylinder engine displaced 245 horsepower and produced 105 horsepower at 3,600 RPM. Prices ranged from the mid-$1200s to nearly $1,500.

The former One-Twenty was now the Packard Eight offered with a 120- or 127-inch wheelbase and powered by a 282 cubic-inch straight-eight delivering 125 horsepower. Prices ranged from $1,300 to $1,580.

The Super-8 One-Sixty and the range-topping Super-8 One-Eighty rested on a 127-, 138-, and 148-inch wheelbase. The 356 cubic-inch L-head straight-8 engine had nine main bearings, hydraulic valve lifters, a 6.85:1 compression ratio, and delivered 165 horsepower at 3,600 RPM. It was backed by a three-speed selective synchromesh transmission with a column-mounted gearshift control and a single plate clutch. Hydraulic brakes operating on four wheels provided the stopping power. Prices on the One-Sixty ranged from $1,635 to $2,025. The One-Eighty prices ranged from $2,115 to $5,000.

Styling and mechanical changes for 1942 on Packard's senior models were similar to those incorporated into the Junior line. The dish-shaped wheel covers were devoid of the Packard name this year. The convertible coupe of the One-Sixty wore traditional styling while the club sedan and touring sedan wore 'Clipper' styling. Cars built atop the 138- and 148-inch wheelbase continued to wear traditional styling, albeit with minor 'Clipper' updates that included the horizontal slats of the grilles flanking the radiator.

Clipper styling on the One-Eighty line was applied to the two body styles resting on the 127-inch platform - the Club Sedan priced at $2,115 and the Touring Sedan at $2,215. A Convertible Victoria with coachwork by Darrin also rested on the 127-inch wheelbase and was priced at $4,600. The Darrin-bodied Sport Sedan and the LeBaron Sport Brougham were no longer part of the body style catalog. LeBaron coachwork included a seven-passenger touring sedan ($5,545) and a Touring Limousine ($5,800), both built atop a 148-inch wheelbase. The All-Weather Cabriolet by Rollston ($4,875) rested on the 138-inch wheelbase and the All-Weather Town Car ($,975) was built on the large 148-inch wheelbase. A formal sedan ($3,050) and Touring Sedan ($2,465) used the 138-inch wheelbase and a touring sedan ($2,550) and touring limousine ($2,675) used the 148-inch platform.

Howard 'Dutch' Darrin

Howard Darrin was born in 1897 in Cranford, New Jersey who later became an American World War I fighting ace, designer, inventor, and entrepreneur. He was fascinated by automobiles and in 1923, he and fellow American Thomas Hibbard sailed for Paris to help a New York Minerva distributorship establish a relationship with Hispano-Suiza. Soon, they established Hibbard & Darrin with offices on the Champs-Élysées, and, until 1929, created coachbuilt motorcars for many of the world's elite.

Darrin met J. Fernandez in 1931, a Parisian banker interested in coach-building and backed by financial means to support Darrin's work. Carrosserie Fernandez & Darrin was formed and produced coachwork for the next several years.

In 1937, Darrin moved back to the United States to capitalize on his Hollywood connections. At the time, Packard was building elegant coachwork on their durable platform but lacked body styles that contained flashy and flamboyant features that many Hollywood elites preferred. He soon began modifying Packards with bodies of his own design, incorporating curvaceous coachwork, vee'd windshields, a low hood line, bucket seats, and padded dashboards. Victoria body styles were given the 'Darrin Dip' cut-down doors which would become a hallmark of Darrin styling.

Darrin built 15 Victorias for the 1942 model year on the Super-8 One-Eighty chassis and 35 examples the previous year. These cars were essentially hand-built to individual customer order. Over a three-year period, from 1940 through 1942, approximately 100 examples of the Darrin-styled Convertible Victoria were built. Bodies were initially built by the Auburn Central Company, the former manufacturer of Auburn cars. However, by 1941 they had a contract to build Jeep bodies for the military and couldn't build the low-volume Darrin bodies. Picking up the contract was Sayer and Scoville of Cincinnati, a builder of professional cars and limousines. By 1942, they had become Hess and Eisenhardt and had instituted some small design changes to the cars.

by Dan Vaughan

Convertible Coupe by Darrin

Only about 100 Packard-Darrin Convertible Victorias were built over a three-year period from 1940-1942. This sporty and luxurious Packard Convertible Victoria was based on a customized Packard made for actor-singer Dick Powell by automobile stylist Howard 'Dutch' Darrin. The sleek Victoria had a cut-down windshield and a gently sloping door line - the 'Darrin' dip - that kicked up toward the rear.

The Custom Super 8 One Eighty Convertible Victoria came standard with a 356 cubic-inch engine that produced 160 horsepower. The engine was coupled to a 3-speed manual transmission and had a top speed of 85 mph. This 4,040-pound car sold for $4,595, which was quite expensive for that era, but Packard was able to sell everyone.

In 1942, production of the Victoria was turned over to Sayers and Scoville, a firm that built ambulances and hearses. They produced about 35 Victorias.

Convertible Coupe by Darrin
Chassis number: 15292 013

The Packard 180 made its debut in 1941 in New York and was to be a replacement for the legendary Packard Twelve. The Packard 180, along with the companion 160 Series, had a modern design with headlights integrated into the fenders for the first time. The interior was equally as modern, with a dash fascia molded almost entirely in plastic.

World War II would halt production and after the war, the company sold its tooling to the Russians. This left the mid-priced Clipper as the company's sole offering after the war. The art of coachbuilding was also coming to a close, as new construction methods all but did away with this craft. Howard 'Dutch' Darrin was one of the few coachbuilders that survived past the late thirties. Darrin had relocated to California and opened a shop in Hollywood where his work catered to the stars.

Near the close of the 1930s, Darrin created a series of special-bodied Convertible Victorias atop the Packard chassis. They were distinguished by their 'vee' windshields, long hoods, and the famous 'Darrin dip' in the beltline near the rear of the doors. The popularity of these cars quickly rose and in response, Darrin set up production in Connersville, Indiana. They carried a relatively high price tag of $4,595, but they had the style to match. All of the circa 50 examples produced were sold. Fifteen were assembled for 1942 before WWII put a halt to production.

This example was one of the 15 produced in 1942 and was used in the filming of the 1970s television detective series Banacek, starring George Peppard. During the 1990s, the car was treated to a restoration by Packard collector Ralph Marano.

This Packard One-Eighty is the only Convertible Victoria to feature a three-position convertible top - meaning the top can be either closed, completely open, or partially open.

Mounted under the bonnet is an L-head eight-cylinder engine that displaces 356 cubic inches and produced 165 horsepower. There is a three-speed transmission and four-wheel hydraulic brakes.

In 2008 this Darrin-bodied car was brought to RM Auctions 'Vintage Motor Cars of Meadow Brook' where it was estimated to sell for $225,000 - $275,000. Bidding exceeded those expectations as the lot was sold for $330,000, including the buyer's premium.

by Dan Vaughan

Howard 'Dutch' Darrin was a flamboyant designer, based in Hollywood. In 1939, after having successfully sold a handful of custom Darrin Packards to celebrities such as Clark Gable, he proposed marketing his custom convertible as a glamour leader for the Packard brand.

Unfortunately, production never achieved the numbers Darrin or Packard had hoped for. They were originally offered on the 120 and 180 chassis. Bodies were initially built by the Auburn Central Company, the former manufacturer of Auburn cars. However, by 1941 they had a huge contract to build Jeep bodies for the military and couldn't build the low-volume Darrin bodies. Picking up the contract was Sayer and Scoville, of Cincinnati, a builder of professional cars and limousines. By 1942, they had become Hess and Eisenhardt and had instituted some small design changes to the cars.

The ultra-exclusive 1942 Darrin was based on a One-Eighty series, Model 2006 Special, 127-inch wheelbase chassis. It was powered by the 356 cubic-inch Packard Super 8 engine, rated at 160 horsepower. The 1942 Darrin weighed 3,920 lbs and was listed for $4,595. The 1942 model was the last Darrin built before all civilian car production was halted for the duration. This particular car was number 9 of only 15 built for 1942. These were the last of the Packard Darrins.

Convertible Coupe by Darrin

By 1940 Darrin-customized Packards appeared in Packard advertising and were favorites of individuals who wanted something a bit more distinctive than Packard's regular offerings. One such individual was a western film actor and singer Gene Autry who purchased this car new in Dallas, Texas in 1942. Auto designer Howard 'Dutch' Darrin began customizing Packards at his Hollywood shop in the late 1930s but eventually shifted production to Connersville, IN where this car was built.

The Darrin-bodied Packard Model 180 rode on a 127-inch wheelbase and was powered by a 356 cubic-inch straight-8 engine offering 165 horsepower. It was fitted with a 3-speed transmission with overdrive. A base price of $4,595 limited sales to only the wealthy.

It was used by the popular star of over 90 movies and the hit radio show, 'Melody Ranch,' until 1951. This car was a part of the collections of several prominent car collectors, including Otis Chandler, Bob Turnquist, and Richard Kughn, who sold it to the current owner in 2014.

The last Packard Darrin built, it is the fifteenth of fifteen examples constructed in the 1942 model year. It is handsomely liveried in medium blue with a blue interior, brown carpets, and a blue top. It is fitted with a three-speed transmission with overdrive, radio, and a heater.

Convertible Coupe by Darrin

By 1940, these Darrin-customized Packards now appeared in Packard advertising and were favorites of individuals who wanted something just a bit more distinctive than Packard's regular offerings.

One such individual was a western film actor and singer Gene Autry, who purchased this car new in Dallas, Texas in 1942. This car was part of the collection of several prominent car collectors, including Otis Chandler, Bob Turnquist, and Richard Kughn. The current owner acquired it from Mr. Kughn in 2014.

Automobile designer Howard 'Dutch' Darrin began customizing Packards at his Hollywood, California shop in the late 1930s but eventually shifted production to Connersville, Indiana, where this car was built.

The 180 series used Packard's big, 356 cubic-inch inline eight which developed 160 horsepower.

The Darrin-bodied Packards Model 180 rode on a 127-inch wheelbase and was powered by a 356 cubic-inch straight-8 engine offering 165 horsepower. They had a three-speed transmission with overdrive. The bodies were modified by coachbuilder Hess & Eisenhart in Cincinnati, Ohio.

This example was originally owned by the singing cowboy, Gene Autry, and he drove the car until 1951. It is the last of only 15 Packard Darrins built to special order at a price of $4,595.

by Dan Vaughan

Convertible Victoria by Darrin

This 1942 Packard Custom Eight Convertible Victoria with coachwork by Darrin was once owned by motion picture actor George Raft. These Darrin-built cars were essentially one-off, custom-built cars. The first versions were built in Hollywood, California before production moved to Connersville, Indiana, where the rest of the Darrin-designed Packards were built.

Convertible Victoria by Darrin
Chassis number: 1529-2004
Engine number: CE500053

The Darrin-bodied Packards of the early 1940s were given the new, up-to-date Clipper-inspired styling with the signature extended hoodline, cut-down doors, and a low vee'd windshield. These were essentially hand-built cars for individual custom orders. Just 35 examples were produced in 1941, followed by 15 the following year.

This particular example is the fourth of the 15 examples built in 1942. It was originally delivered by the Hollywood, California dealer. Its original owner was a San Francisco industrialist. In 1959, the car was acquired by Peter Jacovina from the owner's estate in Colmar, and after a restoration, kept it until 1995. It was then sold to Don Sears. Mr. Sears eventually passed the car to Joe Hayes of Chicago, after which it was acquired by its current owner. It has now remained in his collection for 14 years.

This car is finished in Parisienne Blue and has its CCCA Senior Premier badge. It was awarded 246½ of a potential 250 points at a Packards International meeting, winning a First Prize. It was also judged Best in Class among a special Packard Darrin class at the Palos Verdes Concours d'Elegance in 2015.

by Dan Vaughan

Convertible Coupe by Darrin

1942 was certainly not a good year for the automotive industry. In February of 1942, the United States Government ordered all manufacturers to cease production of automobiles. They would then shift priorities and manufacture to war-related efforts. Packard would go on to produce aircraft and marine engines, along with some ambulance and military vehicles. It is believed that more than 60,000 military-based engines were produced by the Packard factory during the war.

This rare Darrin Convertible Coupe was built prior to Pearl Harbor and sold new in Hollywood, California. Although not sold to a movie star or known celebrity, it did spend nearly its entire life in California until acquired in 2018 by the current owners. When new, the car sold for a lofty $4,550.

by Dan Vaughan

Convertible Victoria by Darrin
Chassis number: 1529-2006
Engine number: CE500398

1942 Packard Custom Super Eight 180 Convertible Victoria is the sixth of 15 Darrin Victorias built in 1942. It is finished in period colors of maroon with tan leather and powered by a 356 cubic-inch L-head inline -8cylinder engine with a single Stromberg 2-barrel carburetor and delivering 160 horsepower at 4,600 RPM. There is a three-speed manual gearbox with overdrive, four-wheel hydraulic drum brakes, and an independent front suspension with coil springs.

The early history of this Packard is not known and is rumored to have been a gift when new to the president of Mexico by Franklin Delano Roosevelt, though this has never been firmly established. In the late-1960s, the car was owned by Norman Knight before passing in the mid-1970s to John H. 'Jack' Behn. Around 1980, it was purchased by Dr. Fernando 'Ferdie' Pacheco.

In 1992, the Packard appeared at auction and later came into the care of Jim Timberlake. The current caretaker acquired the Packard in 2004, and has since been mechanically and cosmetically maintained by his full-time staff.

by Dan Vaughan

All Weather Town Car by Rollson
Chassis number: 1550-2043

The automobile industry was moving away from coachbuilt vehicles during the late 1930s and early 1940s, and this was true for Packard, as their collaboration with independent carrozzerias was fading. Demand remained high for luxurious and unique automobiles, but many automakers had moved this practice in-house. Thus, coachbuilt vehicles from the 1940s are rare, and this particular example, completed in December 1941 by Rollson, is believed to be the very last 'cataloged' town car and, quite possibly, the last cataloged Packard of any body style to be produced.

Rollston (with the 't') of New York was a well-known and respected coachbuilder during the 1920s and 1930s, providing coachwork for numerous automakers, including Stutz, Cord, Pierce-Arrow, Hispano-Suiza, Cadillac, Bugatti, Duesenberg, Packard, and more. When the business entered bankruptcy in 1938, a similar business was created by some of the same owners under the name Rollson (without the 't'). The new company built bodies primarily for Packard.

The 1942 Packard Super Eight One-Eighty All-Weather Town Car with coachwork by Rollson was priced at $4,975, and as one of the most expensive vehicles on the market, a mere three examples were ordered and delivered.

This example was originally owned by the Corys of New York. It is powered by a 356 cubic-inch straight-eight engine delivering 165 horsepower and is fitted with front and rear radios, an intercom system, and factory turn signals.

The Packard was given a restoration in the 1980s and finished in a burgundy exterior.

by Dan Vaughan

When the Packard Company began automobile production in 1899, it was known as Ohio Automobile Company. In 1903 the name was changed to the Packard Motor Car Company when it moved from Warren, Ohio to Detroit, Michigan. The move was the result of a majority stock purchase made by investors in the Detroit area.

Packard had sustained a Great Depression and a World War and was still at the fore-front of vehicle production. Advances in automotive technology and design were making vehicles more and more exciting each day. During the early forties Packard decided to compete in a broader market by introducing the Clipper, a vehicle aimed at higher production but lower cost.

The Briggs Manufacturing Company was tasked with building the Clipper bodies. This conclusion was made after the Briggs Manufacturing Company had stated and proven to the Packard Company that they could produce the bodies cheaper than Packard. Production of the bodies began and the price Briggs Manufacturing Company had quoted Packard proved to be too low, so the price was raised leaving Packard with the extra cost. It would have been cheaper for Packard to produce the bodies themselves.

The sales of the Clipper series were very successful, outselling Cadillac and LaSalle. The vehicles were stylish, durable, and elegant. The body of the vehicle had been designed by the legendary Howard 'Dutch' Darrin. The Packard 120 was the company's first sub-$1000 car. It was aimed at stimulating sales and increasing production.

The sixteen valve eight-cylinder engine powering the Clipper was capable of producing 125 horsepower, a rather high figure at the time. The modern body, stylish interior, excellent performance, and Packard quality made the Clipper Series very desirable.

In February of 1942 the United States Government ordered all manufacturers to cease production of automobiles and shift their priorities to war related efforts. Packard began the production of aircrafts and marine engines, ambulance and military vehicles. More than 60,000 combined engines were produced by the Packard factory during the war.

In 1945 the war had ended and Packard went back to automobile production. They had made $33 million through their engine and military vehicle sales, $2 million was used to renovate and update their facilities. Packard was in excellent financial condition. Most of the automobile parts that had been created prior to the war were in bad shape. They had been put in storage in order to make space for equipment that was needed to design and build military vehicles. The storage was often subject to the weather and the elements. As a result much of the equipment and supplies needed to be replaced.

When automobile production began, Packard decided to only produce the Clipper Series and abandon the other model lines. For 1946 Packard produced the Clipper Six 2100 and 2103, Super Clipper 2103, and the Custom Super Clipper 2106. The Super Eight and Custom convertibles were added in 1947. In 1949 Packard introduced the 23rd Series Eight and Deluxe Eight.

The Clippers were very unique and innovative for their time. They featured an alarm on the gas tank that would whistled as the fuel was pumped, stopping only when the tank was full. The running boards and door hinges were concealed adding to the smooth appearance of the body. The Clipper Series were also very wide. This not only gave passengers extra interior room but it gave the vehicle stability at speed around the corners. The width was a foot wider than it was tall making it the widest vehicle in production at the time.

The sales of luxury vehicles began to decline near the end of the 1940's and continued into the 1950's. This hurt Packard production and sales for their high-end luxury vehicles declined considerably. Packard's were built so well that they lasted for a very long time. So Packard did not have very many repeat customers because their customers did not need to purchase another vehicle. The president of Nash Motors, Mr. George Mason, had approached Packard about a merger during the early 1950s. He believed that the days of independent car manufacturers were soon to be gone. Packard was reluctant and thought otherwise. 1954 was another bad industry for the luxury car market and Nash Motors merged with the Hudson Motor Car, forming American Motors. In 1952 James Nance was elected president and general manager of Packard. In 1954, Nance merged Packard with Studebaker in an effort to diverse their product line and stimulate sales for both struggling companies. Studebaker had a larger network of dealers, a potential benefit for Packard. Unfortunately, Studebaker sales dipped dramatically and this ultimately hurt Packard more than it helped.

World War II and the Korean War had come and gone. This meant their entire defense contracts had ceased, ending nearly half a billion dollars in income.

In 1953 Chrysler bought Briggs Manufacturing, the producer of Packard bodies. Packard was forced to find another company to produce their bodies. None was found and Packard formed a temporary deal in 1955 with Chrysler to have them produce their bodies.

By June of 1956, production of Packard automobiles ceased. Production of the Packard model names continued for a few years but was adorned with Studebaker nameplates. By 1959 this style had ended and only the Studebaker name prevailed. In the early 1960's the Avanti and Lark were able to make a small profit for the Studebaker-Packard Company. In 1962 the decision was name to drop the Packard name from the Studebaker-Packard Corporation. In 1966 Studebaker was out of business.

by Dan Vaughan