Packard 840 DeLux Eight Convertible Victoria by Rollston
|
Automobilhersteller : |
Packard |
|---|---|
|
Modell: |
840 DeLux Eight Convertible Victoria by Rollston |
|
Jahr: |
1930-1931 |
|
Art: |
Cabriolet |
Offered in three models, the Standard Eight, Custom Eight, and De Luxe Eight, it was powered by a low-compression aluminum-head L-head inline eight producing 90 bhp (67 kW). Packard ads bragged the engine "floated" on new rubber mounts. Power would be upgraded to 110 hp (82 kW) in 1932 and 120 hp (89 kW) in 1933.
For 1927, Packard introduced Bijur chassis lubrication and hypoid final drive gears to their Eight Series. The engine was enlarged, now displacing 6.3-liters. Horsepower rose accordingly, now rated at 105 bhp. Top speed was in the neighborhood of 80 mph. Optional color schemes became available at no additional charge in 1927.
The Eight offered optional four-speed synchromesh transmission. Like other Packards of this era, it featured Ride Control, a system of dash-adjustable hydraulic shock absorbers. The Eight also featured automatic chassis lubrication and "shatterproof" glass.
For the 1929 model year, Packard replaced its Six with a smaller eight-in-line, called the Standart Eight. Like its predecessor the same bodies as what was now the shorter chassis of the large Eight. Dietrich convertible bodies would fit both types, and some a few were sold on the smaller chassis. Since there were some demand in other countries for town cars on the smaller chassis, a few custom bodies were ordered for it by Packards Export Department. By 1931, not only were the Dietrich bodies available on the small Eight, but Packard had arranged to have some town car and limousine bodies under its own name.
The Eight was available on several wheelbases: 127.5 in (3,240 mm) and 134.5 in (3,420 mm) for the 1930 Standard Eight, 140 in (3,600 mm) and 145.5 in (3,700 mm) for the De Luxe in 1931, 130 in (3,300 mm) and 137 in (3,500 mm) for the 1932 Standard Eight. For 1938, the Eight's wheelbase was stretcched 7 in (180 mm) over 1937, and the body was also wider.
It was advertised as a two-door roadster, two-door convertible & two-door convertible Victoria (both new for 1932), phaeton, four-door dual-cowl phaeton & Sport Phaeton (a four-door four-seat dual-cowl phaeton new in 1932) two-door coupé, four-door sedan, landau, town car, and limousine.
Production of the De Luxe Eight was less than ten per day. It was available in eleven body styles.
The 1932 Standard Eight was offered in thirteen body styles. In 1933 was offered in fourteen body styles.
1935 brought important changes in body style and design including a small but very attractive 5 degree rake to the vee-shaped radiator grille, revised hood side vents and pontoon-style rear fenders that now balanced the flowing, skirted front fender profile. The 150 horsepower 384 cubic inch Super Eight was shorter by 3" than earlier Super Eights, one of Packard's most responsive as well as handsomely proportioned models.
The five-passenger sedan was Packard's best-selling model for years. This helped Packard become the best-selling luxury brand between 1924 and 1930.
Fewer than 5,000 Tenth Series Packards were produced in all, with the vast majority of them being Senior eight-cylinder models. Only 1,800 Eights were built, and as a result, Eights are rarely found today, particularly the coupe roadster models.
Founded in 1920 by Harry Loenschein and some associates, this coachbuilding firm on the west side of New York City was closely identified with Packard throughout its career, although they also built bodies other chassis. Their early styling tended to be conservative, but the quality of the workmanship and finish of their bodies gained the approval of Grover Parvis at Packard's New York branch.
He ordered some small series of town cars from them, and also called on Rollston for special individual bodies for his most particular customers. Roadsters and phaetons came from the plant as well, and in the early `thirties they built some attractive convertibles, but a good proportion of their bodies mete formal town cats.
When Holbrook closed their doors in 1930, Ro1İston acquired some of their equipment and took on a good portion of their staff.
By 1937, some formal Panel Broughams on the smaller Model 120 chassis were ordered by Packard in an effort to stem the decline in demand for such vehicles by offering them at a lower price. A few were sold, but the day of the coachbuilt town cat seemed over, and Mr. Loenschein decided to liquidate the company.
Rudy Cteteur, who had done the designing and engineering and by now managed the shop, was more sanguine and purchased the bulk of the company's assets at auction. He set up a new firm of similar name, The Rollston Company, and over the next few years turned out some more elegant Packard town cars. The war put a stop to this, but Rollson stayed in business making galley equipment for submarines. A new plant in P1ainvìew, Long Island, was built to handle the expanding volume and remains in business making similar items and yacht and steamship windows, but, alas, no coachbuilt bodies.
