Packard Forum Index » Pre-War (1899-1942)

Gentlemen (and gentlewomen) before I get too old and require power everything I'm latterly considering a (barely) pre-war Packard, most likely a Touring Sedan in one of the "Jr" '40 or '41 models due to cost/size/complexity etc.

Somewhat experienced with vintage car evaluation in general, having owned several hunnert of 'em, and of course the overall Packard reputation, in addition to my own rather limited experiences with the 3 '56s (1 Pat, 1 Clipper Deluxe manual trans, 1 Exec) briefly owned. Never have had the pleasure of ownership of an older Packard, at 75 perhaps it's time to rectify that situation while one can. Hence a few questions:

Are there any particular idiosyncracies or weaknesses inherent in the immediate pre-war 110/120 models that one should be aware of? Again, know that they are basically stout cars.

Issues specifically regarding the 282 eight and 245 six engines? such as parts availability, driveability, reliability (proper condition assumed of course). Trans? Chassis? Body?

General advice for a neophyte considering ownership of these specific models? My only pre-war auto experience is with stock '36 Olds F-36 and '37 Dodge D5 sedans. Most of these kinds of cars are rodded now, sadly

Current Location: S Central NY (240 miles to Ross in Parkton (I sold him a '56 Exec once), both ends of the route are right off I-81...just in case! lol
lol ..

Future location likely Denver CO due to family. Great pace to depart for a road trip!
Roger in NY

Good afternoon...An older Packard is much like an older woman...Treat her nicely and with respect...and you most likely will receive much more than you bargined for! Ernie in Arizona

You will find either a 110 or 120 in reasonably good condition a pleasure to drive. I have a '37 120 and it is a pleasure to drive, with fair handling, excellent ride, and adequate speed and power and good brakes. Most wear parts are available. Either the 110 or 120 engines are very durable and very drive-able, provided they are in reasonably good condition. The 1937 onward bodies and chassis are very durable, with mostly steel construction in the bodies and excellent overall design. If you are considering a 1938 onward car, overdrive is available and is a very desirable option.

Packard's first year for overdrive was 39 when they used the B-W R6 unit. That was semi automatically activated and was a one year only application. For 40 thru mid 48 models the overdrive was the fully electrically controlled R9 unit.

1938 was the first year for all-steel bodies for the junior models but retained the floor shifter and I believe that 1939 was the first year for overdrive (R6 Econodrive) which was also the first year for column shift. I owned a 1939 Six as my first Packard and three 1940 110s, two of which were parts cars, along with a 1901A which was a 120 commercial funeral coach. Even with the weight of the 160" wheelbase hearse, the 120 had plenty power in spite being an all-original and overall rough vehicle. Incidentally, we are quite close in age!

RA, the above are all right, and HH56 gives good information re: overdrive, which you absolutely want if you're going to drive other than around town. In fact, don't get such a Packard without overdrive, period. You'll be m u c h happier with a 120; gutsy, good power. In 1975 120 engines were still used running 24-hour-a-day irrigation pumps in Texas.

The 245-ci six is a sturdy engine, also offered as a marine unit 1947-50, and in NYC 141-inch wb taxis. But....110s have stumpy rear axles to provide acceleration, which severely limit cruising speed, and really, esp. by modern standards, are ho-hum over the road. Ignore the yeah buts from those owning them. Get a 120.

Consumer Reports, who always got it right from their 1936 inception through today, gave the 120 or its Clipper variant their Best Buy rating in its price class every year 1938-47. The pre-Clipper 120s have better ergonomics than the Clippers, weigh less, better over the hood visibility, and climb hills like goats.
CR's only objection to the 1935-37 120s was their partial wood bodies.

If you scan the directory on this site you'll see literally dozens of vendors large and small across the nation providing every possible part and service you'll ever need.

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My 1940 110 touring sedan could easily spin the rear tires at takeoff and that's with the non-overdrive rear end! With it, it would have been even more powerful. I used to drive it all the time at highway speed and easily kept up with traffic while at idle you couldn't even tell it was running. Sure, a 120 is even more powerful but the 110 was no slouch either.

I am a fan of these cars, but there is one weak spot, although not enough to unrecommend them. The column shifter when worn is prone to slipping out or sticking in a gear.

The shorter wheelbase of the 6 is all in the front, so much of the body is shared between 110, 120 (and short wheelbase Seniors).

Due to the 1940 nose redesign with the longer grille housing and narrower grille, the 110 was a bit better proportioned than its predecessors in my opinion but the extra five inches of the 120 is better yet.

As for the shifter, I never had any do that BUT I did once have the pivot at the column seize itself due to the column housing being potmetal. Cleaning and polishing the shifter shaft and putting in a bronze bushing solved the problem and as far as I know it is still working properly.

I love my 39 Six but at some point will try to get overdrive on it from my rough/parts car for highway speeds to be better. The concern I have may be misplaced and rooted in driving a 4-cylinder in Colorado where I felt like driving was burdened by persistent "I think I can I think I can" going up inclines, so as much as I like the Six/110, I would suggest a 120.