1936 Packard Model 1400 Eight

Packard responded to the escalating 'cylinder wars' of the early 1930s with the re-introduction of its Twin Six, later (simply) called the Twelve. While many luxury marques began disappearing due to the effects of the Great Depression, Packard once again had a quick response, this time it moved downmarket with the introduction of the One Twenty in 1935. The lower-priced model greatly increased sales, helping Packard weather the lean years of the Depression. Its success spurred the creation of the six-cylinder model two years later, with prices that were affordable to an even wider audience of the buying public. The twelve-cylinder model remained perched atop the lineup, offering the exclusive styling, amenities, size, and power expected from affluent society. For everything in between, Packard offered the Eight and Super Eight.

The chassis of the 1936 Packard Eight included 127-, 134-, and 139-inch wheelbase sizes offered in a variety of open and closed body configurations. An even larger 160-inch platform was offered for commercial purposes. The shortest Packard Eight wheelbase was seven inches longer than the 'entry-level' One Twenty, while on the other end of the spectrum, the larger 139-inch wheelbase was shorter than the 139.25- and 144.5-inch size of the Packard Twelve. The 320 cubic-inch straight-eight engine had nine main bearings, a Stromberg-Duplex carburetor, 6.0:1 compression, and 130 horsepower at 3,200 RPM. It was backed by a three-speed selective synchromesh transmission with a single disc clutch and floor shift controls. The mechanical brakes located at all four corners provided the stopping power. The 4.69:1 ratio was standard, while a 4.36 or 4.07:1 ratio was optional. Additional optional items included a radio, heater, spotlight, bumper guards, dual side-mount spare tires, and side-mount covers.

The 320 CID displacement was larger than the 282 CID eight powered the One Twenty but smaller than the 384.4 CID eight in the Super Eight. The One Twenty developed 120 horsepower (thus, its name - along with its wheelbase size), and the Super Eight produced 150 horsepower. The range-topping Twelve had a 473.3 displacement and developed 175 horsepower. The One Twenty had hydraulic brakes while the Eight and Super Eight had mechanical brakes. The Twelve used mechanical-vacuum assist brakes, and all 1936 Packards were equipped with the 3-speed synchromesh manual.

The following year, in 1937, Packard discontinued the Model Eight, Bijur lubrication, rear-hinged doors, and the 384.4 CID straight-8 of the Super Eight, replaced by the 320 cubic-inch engine. New features included an independent front suspension and hydraulic brakes with centrifuse drums. The 320 cubic-inch Eight dates back to 1929, and - at the time, had a 319.2 cubic-inch displacement and was essentially a smaller version of the 348.8 CID of the Custom and DeLuxe Eight, with the same stroke but a slightly smaller bore. The Detroit carburetor was replaced by a Packard carburetor in 1932, helping to boost power from 100 to 110 hp. A new dual downdraft Stomberg carburetor, revised manifolding, a smaller flywheel, and an automatic choke helped boost output to 120 bhp in 1933. In 1935, the compression ratio was changed to 6.5:1, aluminum cylinder heads became standard, and horsepower rose by ten, to 130 hp.

Pricing on the One Twenty ranged from $990 to $1,395, and the Eight was priced from $2,385 to $3,270. Two additional bodies with coachwork by LeBaron were also available, with prices that exceeded $5,000. The Super Eight was priced from $2,880 to $4,000 (again, the LeBaron-bodied cars tipped the scale at nearly $6,000). The Twelve ranged from the low-$4,000 to mid-$6,000.

As Packard worked aggressively to meet the demand for the low-priced One Twenty, the other cars received only minor updates and upgrades. Packard dazzled the crowd at the National Auto Show in New York when they randomly pulled a Packard Eight Seven-Passenger Sedan from the assembly line and drove it around a special track during the show. By the time it was over, the sedan had accumulated 15,000 miles, reinforcing Packard's reputation for reliability, quality, and durability.

The 1936 Packard vehicles were known as the Fourteenth Series even though the previous year's models were called the Twelfth Series. For superstition reasons, Packard avoided the number thirteen.

Styling updates to the Packard Eight included an additional five-degree slop to the radiator, and the fenders were modified to match its appearance. The headlights received chrome strip ribs and the Delco-Remy ignition with octane selector was a new feature. The clutch bearings were now permanently lubricated.

Packard's Fourteenth Series Eight included the 1400, 1401, and the 1402. The 1400 Series rested on the shortest wheelbase, the 1401 used the 134-inch platform and carried the majority of the bodies, and the 1402 used the 134-inch platform and was often reserved for the seven-passenger sedan and limousine coachwork. The 1400 Series, with its 127-inch wheelbase, was offered solely as a sedan with seating for five and priced at $2,385, the same as the previous year's Series 1200 Eight Sedan.

Packard produced 3,973 examples of its 1936 Eight, significantly more than the 1,330 units of the Super Eight and the 682 of the Twelve, but far less than the 55,042 of the One Twenty. Sales of the Eight had increased over the previous year's figure of 4,781 units but less than the 5,120 units built for 1934.

1936 was the final year for the Packard Eight, as it continued to fine-tune and diversify its lineup to ensure its survival. The Six and One Twenty of 1937 served as the company's 'bread and butter,' offering affordability, comfort, and (depending on coachwork) room for the entire family. The Super Eight and Twelve continued to reinforce the company's legacy of exclusivity, prestige, and formal elegance.

by Daniel Vaughan | Mar 2021