Packard 745 Delux Eight Convertible Victoria by Waterhouse

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745 Delux Eight Convertible Victoria by Waterhouse





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.

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.

Although short-lived as coachbuilders go, this company made quite an impact during the few years of its existence.

Charles L. And M. Sargent Waterhouse had each spent some years with Judkins and were hardly tyros. In fact, their father had earlier been a key Judkins employee. In 1928, they obtained some financial backing and opened their own factory in Webster, Massachusetts. The original announcement said it was "to build bodies for duPont cars,” and they did produce some for that make.

The following year, Packard's export department was searching for someone to produce a car for exhibition at the Paris Salon, along the lines of a drophead coupé which Van den Plas had done for them a year earlier. Waterhouse was the only coachbuilder willing to undertake the task and promise to have the car completed in the period of less than two months which was available.

Even before it was shipped to the Paris Salon, the car caught the eye of Aivan Macaulay, Packard's President, when he visited the New York branch just as the car was being prepared for shipment. Orders for a series of duplicates followed, as well as for some other designs.

Unfortunately, by this time the stock market crash had had a severe impact on the coachbuilding industry, and the still fledgling concern could not long survive. Their doors closed in 1933, just a few years after they had opened. 

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