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

RA, while you're here to get straight talk about owning a junior Packard, must add that the 120 did n o t diminish Packard's fine car standing in the least. See, for example, 1938's screwball comedy, as such termed, Merrily We Live. There's a '36-37 120 conv. coupe parked alongside big senior Packard and Duesenberg J roadsters at a Westchester or Connecticut commuter station, and the 120 belongs there, holds its own as an equal.

You can't blame Packard, after years of Depression starvation, for launching a discount six, especially w/ former B-O-P production men brought in to cost the 120 running the show. Packard had historically produced vastly more sixes than eights, 5-to-1 in the '20s, junior models going back to 1905, just not below a grand. But the 1937-on six/110 was drab inside, bucket mill plebian in ways the 120 avoided, should've been called a Packardette, etc.
Of course the six/110 was a good automobile, but my comments stand.

Get a 120 w/ overdrive. As mentioned above, the "HandiShift" column shift introduced for '39 could hang up between first and second, but easily remedied. Once my '40 120 correctly adjusted, never did so again, even speed shifted it once. If....you get a terrific buy on a solid, strong running example without OD, add the slightly simplified late '48-'54 R11 instead of the 1940-early '48 R9 ('39 R6 was full mechanical). R11s are also more abundant and cost less. Jeff Adkins, Moose Motors, Penngrove (Petaluma) CA has everything you'll need. (707) 792-9985, packardguy54@sbcglobal.net. Jeff has owned a strong-running 282 for decades. Tell him a '47 Super Clipper in Walnut Creek referred you.

Such a Packard delivered sans OD will have a slightly taller rear axle, which means in OD longer legs, ideal for today's driving. Packards, like most cars of the era, are cogged like trucks, and it's impossible to over-gear a Packard.

I think the 1936-'37 110 and 120 bodies had all-steel doors, which eliminated most common issues with wood/steel bodies, other than those which are in overall poor condition. The earlier closed cars with a composite roof can have issues similar to neglected convertible bodies.

Yes, wood was still in the main body as a frame, frame rails between the body and chassis, as well as the trunk and rumble seat lid are wood framed.
The frame Rail is mine, fellow site member Bruce supplied me with images of the body, trunk and rumble seat frame as mine needed replacement.













As well as the paneling between the front seat and rumble seat. Also the package shelf behind the seat is wood.








And the B pillar inserts on the top mechanism




Good luck on your Packard quest!
Bob J.

Having had both a 120 (sedan w no cost optional "hi speed rear end ratio") & currently a 110 (40 convertible) I think these are a great choice in a prewar car - especially a first Packard/prewar experience. I have also owned prewar Chevy, Ford and Plymouth cars. I have been lucky enough to have driven a few bigger Packards as well.

Essentially late 30s is a world apart from early 30s in terms of general driveability. A big Packard will of course have more power but will still manouver and stop like pretty much any prewar car. By the time the Jr. Cars came along they pretty much all drive much more like later 30s cars (not modern but very different from say a 30). Think about what you intend to use the car for. Our 120 was comfy cruising at 55 - 65 without OD but that certainly would have been nice. The 110 is more comfy at 45 - 55, and highway stints are shorter. We like New England back roads, 3 seasons top down so the 110 is ideal for that. Personally I don't even enjoy taking my newer hobby cars on the highway anymore - it's nuts out there...

Advantages of a Jr. - very well supported, ready market for good cars, Packard cache & style and well built, and a nice size.

Disadvantages - non Classics if that matters to you and Sr. Owners reactions may be mixed. But that's no different than any other group in the car hobby. Parts can be pricey compared to other prewar choices.

I used to drive my 1940 110 at freeway speeds all the time and even drove it from Bellevue, WA to the San Jose, CA area when the family moved there in 1972. No problems at all and no overdrive either. It was the only Packard I ever owned that could spin the tires on takeoff, not that I ever did it on purpose!

Not a great photo (scanned from a Polaroid SX70 shot) in early '70s San Jose with my 1965 Imperial LeBaron which I still own.

I really like mine 36 120
Drove it to the Glidden tour in Pa last year, 250 miles each way and the tour. Opened the hood once in a week and a half
The guy before me, put an R11 overdrive in, drove it down 95 for about 2hrs at 75 mph. At 70mph air gets under it and floats abet, at 70mph+ watch for cross winds
Have a guy that takes the distributer out and sets it up on a machine in the spring, files the points abet, then good to go for another season ( I put about 1500miles on it a year ). He say if you have a good set of points don't replace them. You need to oils the water pump seal from time to time, but mostly wash, wax and drive it
No matter what you get there will be some sorting out of problems, then the good part, just drive it
I have no problem recommending 120 Packard
Good luck, hope you have as much fun with yours as I have had with mine
W

What does "abet" mean? Did you mean "a bit"?

Ya, spell check is sometimes worthless

Yes it is and in this case it's because abet is also a word but with a totally different meaning than you had in mind. As it was there more than once, I wanted to be sure I understood.

Let me join in recommending the 120.

I have owned a 1939 120 sedan with overdrive for 45 years that I have driven thousands of miles without any major trouble. I have driven it to both coasts from Colorado and it has never been on a trailer or hooked to a tow truck.

The 39 120 has that pre-war look with the running boards, balloon fenders and individual headlights, yet mechanically is a very modern car for its time. The 282 is a simple bullet proof engine that has adequate power and the transmission is smooth and easy to shift. The column shifter works fine as long as you perform regular maintenance. My overdrive works flawlessly and I regularly drive 75mph (maybe a little more!) on the freeway. It has an independent front suspension that makes it handle very well. And that giant back seat! My grand-daughter says she feels like a princess sitting back there.

The 38-42 120's were 6" longer than the earlier 120's which may not be important to you but I an 6'4 and need the extra leg room.