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Packard Custom Super Eight
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| Series 16-23 | |
|---|---|
 1941 Packard One-Eighty Touring Sedan | |
| Overview | |
| Manufacturer | Packard |
| Model years | 1940–1950 |
| Body and chassis | |
| Class | Luxury car |
| Body style |
|
| Layout | Front-engine, rear-wheel-drive |
| Related | Packard Super Eight |
| Powertrain | |
| Engine | 356 cu in (5.8 L) I8 |
| Transmission | 3-speed manual 2-speed Ultramatic semi-automatic (introduced 1949) |
| Dimensions | |
| Wheelbase |
|
| Chronology | |
| Predecessor | Packard Twelve |
| Successor | Packard Patrician |
The Packard Custom Super Eight One-Eighty was introduced for the 1940 model year (18th series) by the Packard Motor Car Company to replace the discontinued Packard Twelve as their top-of-the-line luxury model.[1] The car was derived from the Packard Super Eight One-Sixty with which it shared the complete running gear including the in-line eight-cylinder, 356-cubic-inch (5,830 cc) engine that developed 180 horsepower. It was advertised as the most powerful eight-cylinder engine offered by any automobile manufacturer in 1940. (By contrast, the Cadillac Series 70 346 cubic inch V-8 developed 150 hp). It was complemented and gradually replaced by the more modern looking and mid-level Packard Clipper in 1941 and integrated into the Super Eight after the war.
Packards of all series (110, 120, 160, 180) shared similar body styling in 1940 (which some later said led to a "cheapening" of the once-exclusive luxury marque), using the same bodies with hoods and front fenders of different length to meet their respective chassis. Thus the 160 and 180 got identical bodies. However, the 180s featured finer interior detailing with the best fabrics, leather, and carpeting available. Packard used a special woolen ceiling in these cars only which was sewn longitudinally. Packard built the partition in its Limousines in a way that there was no hint of it when the partition glass was lowered, allowing the owner to use the car by himself as a sedan (thus the designation "Sedan Limousine" by Packard).
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In 1940, Packard made air conditioning an option.[1] It was developed by the Henney Motor Company, with whom Packard had a long-standing business connection. Air conditioning had been used on Henney-bodied ambulances as early as 1938. It was the first time that air conditioning was available on a stock automobile. The Packard 180 was also the first car to have power windows.[citation needed]
In an exclusive agreement with Packard from 1937 until Henney's demise in 1954, Henney provided bodies for Packards's ambulances, hearses and flower cars, and they often provided special custom bodywork for passenger cars. The pre-World War II Henney models usually had 160-180 trim but were actually constructed on the Packard 120A 156" wheelbase chassis with the smaller 288 cubic inch engine although there were also 160 and 180 versions available.
Packard offered exclusive coachwork beginning in 1937 with the LeBaron Cabriolet body series L-394 for US$4,850 ($106,083 in 2024 dollars [2]) and the LeBaron Town car body series L-395 for US$4,990 ($109,145 in 2024 dollars [2]).[1] In 1938 through 1942 Rollston and Brunn & Company offered several custom coachwork options to the exclusive list.[1]
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There were minor styling changes in the 1941 and 1942 models (19th and 20th series), the most notable of which were the moving of the headlamps into the fenders. Also for the first time, running boards could be deleted with a rocker panel put in their place to cover the chassis, and two-tone paint schemes were available. New for 1941 was the Electromatic Drive, a vacuum-operated clutch system for the conventional 3-speed manual transmission. Packard's own automatic transmission, the Ultramatic, would not be ready until 1949.
The final 180s rolled off the Packard assembly line in February 1942, as production restrictions of World War II brought a halt to civilian automobile production. There have been allegations that dies for both Junior and Senior models were sold to the Soviet Union during World War II, and production continued until 1959 as the ZIS-110.[1] James Ward found no supporting evidence in the Packard archives of such a transfer.[3] Also, the ZIS-110 shares no sheet metal with any Packard,[4] despite the fact that its external decor elements were intentionally designed to heavily resemble pre-war Packards, favoured by Stalin after he had received a '38 Super Eight convertible sedan as gift from Franklin D. Roosevelt.[5]
Darrin-bodied cars
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Designer Howard "Dutch" Darrin had made a few special bodies on Packard-basis, beginning in 1937. He tried to sell Packard on the idea of Darrin-bodied cars being offered directly by Packard, and finally got his way after parking one if his creations outside the Packard dealers' annual conference.[6] For the 1940 model year, three Darrin bodystyles were available: the closed four-door Sport Sedan, the four-door Convertible Sedan, and the two-door Convertible Victoria. About 100 Packard Darrins were built until 1942, when production of private cars ended because of the war. This was much fewer than planned.[6]
Building even this number of cars would have overstretched Darrin's Hollywood workshops so they were built by American Central Manufacturing - one of the last remnants of the Auburn-Cord-Duesenberg conglomerate - in Connersville ("Little Detroit") Indiana instead. Darrin would travel back and forth between California and Indiana supervising construction. This work was shifted to Sayers & Scovill in Cincinnati (the company became Hess & Eisenhardt in 1942) to let ACM concentrate on building Jeep bodies.[7] Between 59 and 72 Packard Darrins were built in 1940, of which 44 (or 48) were One-Eighties and the remainder One-Twenties.[6] For the 1941 and 1942 model years the four-door Darrins were discontinued, leaving only the Convertible Victoria.
Custom Super Clipper (1946-1947)
[edit]When production returned for civilian use October 1945, the Popular Clipper name was used on all Packard models, and the top level car was named the Custom Super Clipper, essentially using the same prewar technology with minor appearance updates. The brightwork used minimally was stainless steel instead of chrome, and interior fabrics were wool upholstery, broadcloth or leather as the buyer selected.[8] Until an all new model could be introduced, the Custom Super Clipper used the standard Clipper passenger compartment body with front fender and hood extensions to accommodate the longer wheelbase, and the model identification was inscribed below the front door vent window.[8] Optional equipment included a heater, AM-radio, rear wheel fender skirts, Electromagnetic Clutch, full-wheel covers and white sidewall discs that complemented the 15" wheels.[8] A total of 1,472 Custom Super Clippers were manufactured for 1946, 5,690 for 1947 with the most expensive Model 2250 listed for $4,668 ($65,735 in 2024 dollars [2]) for the limousine, putting it in competition with the Cadillac Fleetwood Sixty Special, Lincoln Continental and Chrysler Imperial Crown.[8]
-
1947 Packard Custom Super Clipper Henney Limousine Series 2126 -
1947 Packard Custom Super Clipper 2-Door Club Sedan Series 2106
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Custom Super Eight (1948-1950)
[edit]An all-new streamlined appearance, commonly called ponton, was offered by Packard, and the Series 22 Custom Super Eight replaced the Custom Super Clipper and was the top-level trim package sedan, limousine and convertible.[8] The "free-flow" slab-sided appearance was shared with all Packards and senior trim levels could be distinguished with an egg-crate grille, and horizontal bars below the traditional "ox-yoke" grille that wrapped around to the front wheel opening. The overall appearance was distinctive, with Packard winning several awards for the design, including the "Fashion Car of the Year" from the New York Fashion Academy.[8] The "Winged Goddess" cormorant hood ornament was introduced, intended to evoke the popular appearance from Packards of the 1930s.[8] The 2-door Club Sedan was joined with the first convertible offered since 1942, called the Victoria Convertible Model 2259, and was available with the Super and Custom Super trim packages.[8] Custom Super trim packages could be identified by having two stainless steel body trim at the bottom edge of the body, while Super trim did not have them after 1949.[8]
-
1948 Packard Custom Super Eight Series 2206 -
1948 Packard Custom Super Eight Victoria Convertible Series 2233 -
1949 Packard Custom Super Eight Derham Series 2322 -
"Winged Goddess" cormorant hood ornament
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References
[edit]- ^ a b c d e Kimes, Beverly (1996). Standard catalog of American Cars 1805–1942 (third ed.). Krause publications. pp. 1105–1141. ISBN 0-87341-478-0.
- ^ a b c 1634–1699: McCusker, J. J. (1997). How Much Is That in Real Money? A Historical Price Index for Use as a Deflator of Money Values in the Economy of the United States: Addenda et Corrigenda (PDF). American Antiquarian Society. 1700–1799: McCusker, J. J. (1992). How Much Is That in Real Money? A Historical Price Index for Use as a Deflator of Money Values in the Economy of the United States (PDF). American Antiquarian Society. 1800–present: Federal Reserve Bank of Minneapolis. "Consumer Price Index (estimate) 1800–". Retrieved February 29, 2024.
- ^ James Ward, The Fall of Packard, p. 46.
- ^ "Kit Foster's CarPort: The Clipper Conundrum". Kitfoster.com. 2007-08-22. Archived from the original on 2010-11-23. Retrieved 2011-11-26.
- ^ Timofeychev, Aleksey (2018-05-27). "Kremlin cars: The favorite rides of Russian leaders, from Nicholas II to Putin". Russia Beyond. Archived from the original on 2019-06-18.
- ^ a b c "1940 Packard One Twenty Convertible Victoria by Darrin" (Auction Catalogue). Arizona: RM Sotheby's. 19–20 January 2017. Lot 153. Archived from the original on 2019-10-23.
- ^ Pfau, Hugo (1973), The Coachbuilt Packard, London, UK: Darlton Watson, ISBN 0901564109
- ^ a b c d e f g h i Flory, J. "Kelly" Jr. (2008). American Cars, 1946 to 1959; Every Model, Year by Year. McFarland & Company, Inc., Publishers. ISBN 978-0-7864-3229-5.
- Ward, James A. The Fall of the Packard Motor Car Company, Copyright 1995, Page 46
External links
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Wikimedia Commons has media related to Packard 180.
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| Related topics | ||
Packard Custom Super Eight
View on Grokipediafrom Grokipedia
Overview and Development
Introduction and Model Positioning
The Packard Custom Super Eight represented the pinnacle of the Packard Motor Car Company's lineup, succeeding the V12-powered Packard Twelve as the brand's flagship full-size luxury automobile upon its introduction in 1940, equipped with a refined straight-eight engine.[5][6] Positioned as Packard's most expensive and prestigious model, it targeted affluent buyers who valued the marque's renowned superior craftsmanship and understated elegance over direct rivals such as the Cadillac V-16, emphasizing bespoke detailing and engineering excellence in the ultra-luxury segment.[5][7] Debuting as the Custom Super Eight One-Eighty in the 18th series for the 1940 model year, production spanned through the 19th and 20th series (1941–1942) before wartime restrictions halted civilian manufacturing.[5][8] Base models carried prices ranging from approximately $2,240 for sedans to over $6,300 for custom configurations and specialized coachwork.[1][6]Historical Context and Introduction
In the 1920s, Packard established itself as a leader in American luxury automobiles through its innovative Twelve-cylinder engines, initially introduced as the Twin Six in 1915 and refined into the prestigious Packard Twelve, which dominated the high-end market with its smooth performance and exclusivity.[9] By the early 1930s, amid the economic fallout of the Great Depression, Packard shifted strategy to offer more accessible luxury models, launching the Super Eight in 1933 as a straight-eight alternative that balanced sophistication with broader appeal, allowing the company to sustain sales while the Twelve remained a halo model for elite buyers.[10][11] The Great Depression's severe impact on luxury car demand, with Packard's sales plummeting from over 50,000 units in 1929 to under 5,000 by 1933, necessitated a complete redesign for the 1940 model year to streamline production and reduce costs.[12] This led to the discontinuation of the expensive-to-build Twelve after 1939 and its replacement by the Custom Super Eight as the new flagship, powered by a more manufacturable 356-cubic-inch straight-eight engine that maintained Packard's engineering prestige while appealing to a recovering market.[13] The redesign incorporated input from designers like Howard "Dutch" Darrin, whose custom bodywork ideas influenced the model's elegant, flowing lines.[14][15] The Custom Super Eight was announced in late summer 1939 as part of Packard's 18th series, with public introduction on August 8, 1939, and initial customer deliveries beginning in early 1940.[16] However, production was abruptly halted in February 1942 due to U.S. government mandates shifting civilian manufacturing to wartime efforts, as Packard converted its Detroit facilities to produce aircraft engines, including the licensed Rolls-Royce Merlin V-12 for Allied fighters.[17][18]Pre-War Production (1940-1942)
Custom Super Eight One-Eighty Features
The Custom Super Eight One-Eighty, produced in Packard's 18th through 20th series from 1940 to 1942, incorporated advanced chassis engineering for its era, featuring independent front suspension with coil springs for improved ride quality and handling, a live rear axle suspended by longitudinal semi-elliptic leaf springs, and hydraulic four-wheel brakes.[19] This setup was complemented by adjustable hydraulic shock absorbers known as the Ride Control system, allowing drivers to select from firm to soft damping via dashboard controls for smoother performance over varied road conditions.[20] Powered by a 356 cubic-inch straight-eight engine, the chassis offered wheelbase options of 127, 138, or 148 inches to accommodate diverse body styles.[19] Interiors emphasized opulent craftsmanship, with handcrafted woodgrain trim adorning door caps, window frames, and dashboard elements, paired with high-quality leather upholstery and deep-pile carpeting for passenger comfort.[21] Custom models included optional luxury appointments such as an AM radio and heater, enhancing the refined cabin environment designed for long-distance travel.[22] Exterior styling retained Packard's signature eggcrate grille, a horizontally slatted chrome design symbolizing prestige, flanked by flowing pontoon fenders that swept gracefully into the body lines for an aerodynamic yet elegant profile.[23] Higher trims and semi-custom builds by coachbuilders like Rollston featured integrated details such as concealed running boards and optional hidden headlights within the fenders, underscoring the model's bespoke nature.[2] For the 1941 model year, updates included headlights faired into the fenders for a sleeker front-end appearance.[24] The 1942 series received minor facelifts, such as refined grille surrounds and subtle bumper adjustments, before production halted due to World War II mobilization.Body Styles and Customizations
The Packard Custom Super Eight One-Eighty offered a range of standard body styles tailored to its luxury positioning, primarily built on three wheelbase lengths: 127 inches for shorter configurations, 138 inches for mid-size sedans, and 148 inches for extended limousines. The most common standard offering was the four-door touring sedan on the 138-inch wheelbase, seating five passengers with elegant lines shared across Packard's senior series, though distinguished by premium interior materials like fine broadcloth upholstery and wool carpeting. For formal transport, the seven-passenger touring limousine on the 148-inch wheelbase featured a discreet division window that could be lowered to blend seamlessly with the sedan's appearance, emphasizing privacy and versatility for chauffeur-driven use. These factory-produced bodies accounted for the majority of the model's approximately 1,900 units built in 1940, with production tapering off by early 1942 due to wartime constraints.[1][25][26] Open-top variants provided a sportier alternative, though they were produced in limited quantities of under 100 units annually across the pre-war run, reflecting the niche demand for such configurations on a luxury chassis. The Convertible Victoria, a two-door design with a folding top, was available on the 127- or 138-inch wheelbases, offering open-air motoring while retaining the model's refined styling and optional power-operated top mechanisms. Similarly, the four-door Convertible Sedan and Phaeton styles extended this openness to larger groups, with the Phaeton featuring a fully removable top for a classic touring experience; these were often fitted with the same 356-cubic-inch engine as closed models but prioritized aesthetic appeal over everyday practicality. Production rarity enhanced their exclusivity, with examples like the Darrin-influenced Convertible Victoria numbering around 44 units in 1940 alone.[1][27][28] Coachbuilt customs elevated the model further through collaborations with renowned firms like LeBaron and Rollston, focusing on bespoke town cars and cabriolets that comprised roughly 20% of total output. LeBaron contributed semi-custom town cars with enclosed rear compartments, division windows for passenger isolation, and integrated trunk designs for enhanced luggage capacity, often on the 148-inch wheelbase for a stately presence. Rollston's All-Weather Town Car, priced up to $6,300, allowed rear passengers to remain protected via a removable hardtop while the driver enjoyed open exposure, incorporating custom paneling and upholstery in premium leathers. These one-off or low-volume builds, such as Derham's rare cabriolets, highlighted individualized features like extended rear quarters or unique fender treatments, underscoring Packard's commitment to personalization.[2][29][1] Factory customization options allowed buyers to tailor their vehicles within standard or coachbuilt frameworks, with choices including two-tone paint schemes introduced in 1940 for added visual distinction, and wheel selections between polished steel disc wheels or optional chrome wire wheels for a more sporting aesthetic. Accessories such as running board delete panels, custom interior trims, and electro-hydraulic window controls further personalized orders, often at an additional cost that could push base prices from $2,240 to over $4,500. This modular approach ensured that approximately one in five Custom Super Eight One-Eightys incorporated significant custom elements, blending mass production efficiency with high-end bespoke service.[8][30][1]Post-War Models (1946-1950)
Custom Super Clipper Design and Production
The Custom Super Clipper models of 1946 and 1947 retained the streamlined body design pioneered by the 1941 Clipper, incorporating pontoon-style front fenders, fade-away rear fenders, and an integrated trunk that enhanced aerodynamic efficiency and gave the car a sleek, modern appearance. This design emphasized flowing lines and a lower profile, setting it apart from more boxy contemporaries while maintaining Packard's reputation for elegant engineering.[31][32] Post-World War II production resumed in May 1946 with the reintroduction of the Custom Super Clipper, limited to 2,763 units due to ongoing material shortages and supply chain disruptions in the recovering economy; the model featured the Safe-T-fleX suspension system, which provided a smoother ride through independent front coils and hydraulic shock absorbers. These cars were built on a 127-inch wheelbase for standard sedans, offering a balance of luxury and practicality amid the era's manufacturing constraints. The powertrain continued the pre-war straight-eight engine configuration for consistent performance.[33][34][35] For 1947, output rose to 5,690 standard-wheelbase units as production stabilized, with key enhancements including an optional three-speed manual transmission equipped with overdrive for improved fuel efficiency and highway cruising, alongside refined interiors boasting additional chrome trim on the dashboard and door panels for a more opulent feel. These updates addressed buyer feedback on ride comfort and long-distance travel while preserving the model's signature quiet operation.[36][37][32] Starting at approximately $2,900 for the sedan, the Custom Super Clipper served as a transitional luxury vehicle, bridging the gap between Packard's entry-level Super Eight and higher-end fully custom offerings by combining advanced styling with accessible pricing for affluent buyers seeking post-war refinement.[31]Custom Super Eight Evolution and Variants
The 1948 Custom Super Eight, part of Packard's 22nd series, marked a pivotal evolution from the preceding Clipper-era designs by introducing an all-new postwar body with ponton styling, featuring fully integrated fenders and enclosed rear wheels for a smoother, more modern profile compared to prewar models. Sedans rode on an expanded 127-inch wheelbase, providing enhanced interior space and ride comfort, while long-wheelbase variants stretched to 148 inches for limousines. This redesign emphasized Packard's commitment to luxury engineering, with upscale features like an eggcrate grille and chrome accents distinguishing the Custom trim as the flagship offering. Production for 1948 reached 7,269 units across body styles, reflecting initial enthusiasm for the updated lineup. The variant lineup for the Custom Super Eight centered on the four-door sedan as the core model, available in standard and upscale DeLuxe/Custom configurations with refined woodgrain interior paneling and premium upholstery for a bespoke feel. Convertible coupes and club sedans rounded out the options, with the Custom trim elevating these through additional chrome detailing and optional power accessories, catering to affluent buyers seeking personalization without venturing into full custom coachwork.[38] Updates in 1949 included the mid-year introduction of Packard's groundbreaking Ultramatic automatic transmission on Custom Super Eight models, the industry's first fully automatic unit with a hydraulic torque converter for smoother shifts and reduced driver effort, initially optional at an extra cost. By 1950, the series received a subtle facelift with a taller, more prominent grille design and broader chrome surrounds, alongside expanded availability of the Ultramatic across trims; select models adopted a one-piece windshield for improved visibility and aerodynamics. These refinements aimed to sustain competitiveness, but production dwindled to under 2,000 units combined for 1949-1950 amid broader market pressures.[39][40] Overall production for the 1948-1950 Custom Super Eight totaled around 10,000 units, hampered by escalating competition from General Motors and Ford, whose aggressive pricing and volume strategies eroded Packard's market share in the luxury segment during the early postwar recession. This decline underscored the challenges of maintaining exclusivity against mass-market rivals, contributing to Packard's strategic shifts in subsequent years.Special Bodywork and Limited Editions
Darrin-Bodied Cars
Howard "Dutch" Darrin, a prominent coachbuilder known for his work with luxury automobiles, created distinctive bodies for the Packard Custom Super Eight chassis from 1940 to 1942, emphasizing sleek, modern aesthetics that set them apart from factory offerings. These cars featured sloping rear decks, low rooflines, and the iconic "Darrin dip"—a dramatic sweep in the door panels below the beltline—along with hand-beaten aluminum panels and hidden spare tires integrated into the rear design for a streamlined profile. Built primarily as convertible coupes and sedans, they utilized high-quality custom interiors with leather upholstery, wood accents, and aircraft-inspired padded dashboards.[41][42] Production began in 1940 with the Series 18 Custom Super Eight One-Eighty, where Darrin crafted a limited number of units, including Convertible Victorias, Convertible Sedans, and rare Sport Sedans, all on a 127-inch wheelbase chassis. These vehicles were constructed at facilities in Auburn, Indiana, and Hollywood, California, using semi-custom methods that incorporated Packard's signature grille with Darrin's unique flair, such as individual headlights and cast aluminum window frames. Priced from over $4,500 for the Convertible Victoria to more than $6,000 for the Convertible Sedan, they catered to affluent buyers seeking exclusivity, with examples often featuring power-operated soft tops rather than standard factory convertibles.[42][4] In 1941 and 1942, Darrin continued production on the updated Super Eight One-Eighty chassis (Series 1906 and 2006), delivering Convertible Victorias, for a total of about 97 pre-war units. These later models refined the design with fender-top parking lights, low horizontal grilles, and enhanced sporty proportions, maintaining the handcrafted quality that distinguished them from mass-produced Packards. The limited output reflected the bespoke nature of the work, with bodies assembled by partners like Sayers & Scoville in Cincinnati.[42][41]Convertible and Custom Coachwork Options
The Packard Custom Super Eight featured a range of convertible and custom coachwork options that extended beyond standard body styles, offering buyers bespoke luxury and open-air elegance primarily through special orders. Pre-war factory convertibles included the 4-door Victoria model produced from 1940 to 1942 on the Custom Super Eight chassis. These vehicles combined the model's powerful straight-eight engine with a convertible top that accommodated four passengers, providing a rare blend of performance and versatility for affluent owners seeking distinctive open-top motoring.[26] Other coachbuilders enhanced the Custom Super Eight's exclusivity with specialized designs, such as LeBaron limousines in 1941. Rollston contributed limousines designed for formal use. These custom offerings underscored Packard's role as a canvas for elite personalization during the early 1940s.[43][44] Post-war, convertible options evolved with the 1949-1950 Super Convertible, a 2-door model emphasizing streamlined postwar aesthetics and the 327-cubic-inch engine's output. Customization trends shifted toward utilitarian yet luxurious derivatives, including woodie wagons and hearses built on the Custom chassis by Henney to meet demand from resorts, funeral services, and private estates. These special-order configurations typically incurred an additional $1,000 to $2,000 premium over the base price, appealing particularly to celebrities and executives who prized the blend of prestige and practicality.[45][46] While Darrin-bodied convertibles represented a notable subset of open-top designs, the factory and alternative coachwork options provided broader variety for discerning customers throughout the model's run.[27]Technical Specifications
Engine and Powertrain Details
The Packard Custom Super Eight featured a 356-cubic-inch L-head straight-eight engine as its core powerplant across its pre-war and post-war production years. This side-valve inline-eight design incorporated nine main bearings and hydraulic valve lifters, contributing to its renowned smoothness and durability.[47][48] In its 1940 debut, the engine delivered 160 horsepower at 3,500 rpm, making it the most powerful eight-cylinder offered by any U.S. manufacturer at the time.[30] Post-war, the 1946 Custom Super Clipper variant increased output to 165 horsepower at 3,600 rpm through refined tuning.[33] By 1948, with the adoption of a 7.0:1 compression ratio, power settled at 160 horsepower at 3,600 rpm, balancing performance with the era's fuel quality constraints.[49] The powertrain relied on a three-speed manual transmission as standard equipment through 1949, providing selective synchromesh shifting for reliable operation. Mid-year 1949 introduced the innovative Ultramatic two-speed automatic transmission, developed entirely in-house by Packard and featuring a torque converter for clutchless operation, which became optional thereafter.[50] Fuel delivery was handled by a Stromberg two-barrel carburetor for pre-war models and a Carter two-barrel carburetor for post-war models, optimizing airflow for the engine's displacement while achieving city fuel economy of approximately 10-12 miles per gallon.[51][52][53] The L-head configuration, lacking overhead valves, offered mechanical simplicity and lower production costs but resulted in higher operating temperatures compared to emerging overhead-valve designs.[54] From 1940, an optional factory-installed air conditioning system—marketed as Mechanical Refrigeration and the industry's first such offering—provided cabin cooling via a compressor-driven unit, enhancing luxury in senior models.[55]Chassis, Dimensions, and Performance
The chassis of the Packard Custom Super Eight employed an X-member type frame constructed with box-section side rails, offering enhanced torsional rigidity suitable for its luxury positioning and heavy bodywork. This design supported varying wheelbases, typically 127 inches for sedans and convertibles, extending to 138 or 148 inches for limousines and formal sedans to accommodate extended passenger space. The front suspension featured independent double A-arm geometry with coil springs and tubular shock absorbers, while the rear utilized a live axle suspended by semi-elliptic leaf springs, providing a compliant ride characteristic of the era's high-end automobiles.[56][48] Overall dimensions reflected the model's emphasis on grandeur, with lengths ranging from 212 to 227 inches depending on body configuration, a consistent width of approximately 75 inches, and curb weights between 4,200 and 5,000 pounds influenced by features like armored coachwork or additional seating. These proportions contributed to a commanding road presence, though the substantial mass prioritized comfort over agility. Braking systems consisted of four-wheel hydraulic drums, featuring 12-inch diameter units with steel construction and iron braking surfaces for better heat dissipation and modulation under load.[57][48][58] Performance metrics underscored the Custom Super Eight's role as a refined cruiser, attaining top speeds of 95 to 105 mph on flat terrain, with 0-60 mph acceleration times of 15 to 20 seconds—figures derived from the straight-eight engine's torque delivery rather than high-revving output. Handling was improved through the 1940s introduction of a front anti-sway bar, which mitigated body roll in turns and enhanced stability, marking an early adoption of such technology in production luxury cars. This combination yielded effortless highway composure, though the leaf-spring rear limited precise cornering compared to contemporary independents.[59][60][48]Legacy and Impact
Production Totals and Market Reception
The Packard Custom Super Eight achieved limited but prestigious production volumes throughout its lifespan, underscoring its status as an ultra-luxury offering targeted at a niche elite clientele. Pre-war output for the Custom Super Eight One-Eighty totaled approximately 4,500 units across 1940-1942, with 1,900 built in 1940, around 2,500 in 1941, and 672 during the partial 1942 model year before civilian automobile manufacturing ceased due to World War II.[30][61] Post-war production resumed in 1946 under the Custom Super Clipper designation before evolving back to the Custom Super Eight nameplate, with annual figures reflecting initial recovery followed by gradual decline amid economic pressures and intensifying competition. The breakdown is as follows:| Year | Production (units) | Notes |
|---|---|---|
| 1946 | 1,472 | Resumption of civilian output; Custom Super Clipper variant. |
| 1947 | 5,690 | Peak post-war sales amid luxury demand surge. |
| 1948 | 4,000 | Introduction of 22nd Series styling. |
| 1949 | 3,500 | Continued market challenges from rivals. |
| 1950 | 2,000 | Decline attributed to Korean War material shortages. |
Innovations and Cultural Significance
The Packard Custom Super Eight exemplified pre-war American luxury engineering, with its 356-cubic-inch L-head straight-eight engine delivering 160 horsepower—the most powerful production straight-eight from any U.S. manufacturer in 1940—paired with a three-speed manual transmission and optional overdrive for smooth performance. Custom coachwork by firms like LeBaron, Rollston, and Darrin introduced innovative styling elements such as integrated trunks and suicide doors, influencing post-war luxury design trends. These features, combined with opulent interiors, positioned the model as a benchmark for handcrafted elegance during the late Depression era.[1] Post-war iterations, such as the 1949 Custom Super Eight (23rd Series), built on this legacy with advancements like the in-house Ultramatic Drive—the first fully automatic transmission by an independent American automaker—and unibody construction for improved rigidity and ride quality. Powering these was a refined 356-cubic-inch straight-eight producing 150 horsepower, with features like hypoid rear axles enabling effortless cruising over 100 mph. Approximately 8,000-10,000 units of the 1949-1951 Custom Super Eight variants were produced, maintaining exclusivity amid rising competition.[50][58][65] Culturally, the pre-war Custom Super Eight symbolized opulence and recovery from the Great Depression, serving as a status icon with its Goddess of Speed ornament and bespoke appointments. Surviving examples, estimated at fewer than 100, are rare collector's items valued for their historical role in Packard's prestige. Post-war models continued this tradition, embodying 1940s-1950s optimism as "land yachts" with flowing styling and luxury features like leather upholstery and electro-hydraulic windows. Notable custom versions, such as Louis Réard's 1948 Super Eight "Yacht" by Henri Chapron, blended American engineering with European design, enhancing its influence in fashion circles. The line's decline contributed to Packard's 1958 merger with Studebaker, marking the end of independent luxury marques in a mass-production era.[66][67][68]References
- https://commons.wikimedia.org/wiki/File:1940_Packard_Custom_Super_Eight_One-Eighty_%2526_1941_Packard_One-Eighty_%2817085969929%29.jpg