Packard 1604 Super Eight 494 All Weather Cabriolet by Rollston
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Car producer : |
Packard |
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Model: |
1604 Super Eight 494 All Weather Cabriolet by Rollston |
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Year: |
1938 |
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Type: |
Cabriolet |
The 1933 Packard's were called the Tenth Series cars as the company still refused to adopt the convention of the model year system which called for new cars to be introduced in September or October to coincide with the auto show schedules. The following year, the reluctantly joined with other manufacturers which resulted in a shorted run for the tenth series, lasting just seven months. The new Packard model line was introduced in the fall. Because of the seven month production lifespan of the Tenth Series, very few were produced making them very rare in modern times.
The Tenth Series were given a new X-braced frames, dual coil ignition, and downdraft carburetors. The styling was updated with skirted fenders and a 'V'-shaped radiator shell. The interior featured upgraded trim and a new aircraft inspired dash.
On August 21 of 1933, Packard introduced its new Eleventh Series cars. They would remain in production through the following August when the Twelfth Series, 1935 cars were launched. The three models (Eight, Super Eight, and Twelve) were available in three wheelbases. In total, there were 41 different combinations of engines, wheelbases and body styles. To add to the diversity, there were 17 'catalog customs' bodied by coachbuilders LeBaron and Dietrich.
The Eleventh Series cars were given new fender contours that curved downwards nearly to the front bumper. Other changes included new radiator caps, hood door handles, better upholstery, and a fuel filler integrated into the left tail lamp. Mechanical changes included a new oil cooler and an oil filter. The Super Eight and Twelve both rested on a wheelbase that measured 142-inches and had a hood that was nearly six-inches longer than the Eight. The fenders were longer as well.
The bodies on the Twelve's and Super Eight were interchangeable, with the Super Eight featuring an eight-cylinder engine while the Twelve featured a twelve cylinder engine. During this time, Packard also produced the Eight, which had a smaller wheelbase size and the eight-cylinder engine. The Super Eight and Twelve differed by interior appointments and engine size. The bodies were constructed of wood and steel.
In 1936 Packard was producing their Fourteenth Series as the number thirteen had been skipped. It is believed that thirteen was not used due to superstitious reasons. The Fourteenth Series was the last year for Bijur lubrication, ride control, a semi-elliptic suspension, mechanical brakes, heavy vibration dampening bumpers and the 384.4 cubic inch straight eight engine. It was also the last year for the option of wire or wood wheels.
In 1936 the fourteenth series received a new radiator which was installed at a five-degree angle. The Super 8 had a new sloped grille with chrome vertical bars which gave the vehicle a unique look and served as thermostatically controlled shutters which opened or closed based on engine heat. The headlight trim, fender styling, and hood vents saw minor changes. A new Delco-Remy ignition system was the new updates for 1936 under the bonnet.
For 1936 there were a total of 1,492 Super Eights constructed.
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 Ro1İson 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.
