Cars: Packard Super 8 Phaeton- 1933
Posted by Ricardo Marcenaro | Posted in Cars: Packard Super 8 Phaeton- 1933 | Posted on 12:52
Cars: Packard Super 8 Phaeton- 1933
Packard was an American luxury automobile marque built by the Packard Motor Car Company of Detroit, Michigan, and later by the Studebaker-Packard Corporation of South Bend, Indiana. The first Packard automobiles were produced in 1899 and the last in 1958.
1931–1936
1930 Packard Deluxe Eight roadster
Packard Ninth Series De Luxe Eight 904 sedan limousine, 1932
Packard Eleventh Series Eight 1101 convertible sedan, 1934
Entering into the 1930s, Packard attempted to beat the stockmarket crash and subsequent Great Depression by manufacturing ever more opulent and expensive cars than it had prior to October 1929. The Packard Twin Six (designed by Jesse Vincent)[15] was introduced for 1932 and renamed the Packard Twelve for the remainder of its run (through 1939). For one year only, 1932, Packard tried fielding an upper-medium-priced car called the Light Eight.
1931 Packard 833
As an independent automaker, Packard did not have the luxury of a larger corporate structure absorbing its losses, as Cadillac did with GM and Lincoln with Ford. However, Packard did have a better cash position than other independent luxury marques. Peerless fell under receivership in 1929 and ceased production in 1932. By 1938, Franklin, Marmon, Ruxton, Stearns-Knight, Stutz, Duesenberg, and Pierce-Arrow had all closed.
Packard also had one other advantage that some other luxury automakers did not: a single production line. By maintaining a single line and interchangeability between models, Packard was able to keep its costs down. Packard did not change cars as often as other manufacturers did at the time. Rather than introducing new models annually, Packard began using its own "Series" formula for differentiating its model changeovers in 1923. New model series did not debut on a strictly annual basis, with some series lasting nearly two years, and others lasting as short a time as seven months. In the long run, though, Packard did average approximately one new series per year. By 1930, Packard automobiles were considered part of its Seventh Series. By 1942, Packard was in its Twentieth Series. The "Thirteenth Series" was omitted.
To address the Depression, Packard started producing more affordable cars in the medium-price range. In 1935, it introduced its first sub-$1,000 car, the Packard 120. Car production more than tripled that year and doubled again in 1936. In order to produce the 120, Packard built and equipped an entirely separate factory. By 1936, Packard's labor force was divided nearly evenly between the high-priced "Senior" lines (Twelve, Super Eight, and Eight) and the medium-priced "Junior" models, although more than ten times more Juniors were produced than Seniors. This was because the 120 models were built using thoroughly modern mass production techniques, while the Senior Packards used a great deal more hand labor and traditional craftsmanship. The Junior models were very fine cars; they were just not in the same quality league as the Seniors. Although Packard most certainly could not have survived the Depression without the highly successful Junior models, the Juniors did have the effect of diminishing the Senior models' stellar and exclusive image among those few who could still afford an expensive luxury car. Adding insult to injury, the 120 models were more modern in basic design than the Senior models. For example, the 1935 Packard 120 featured independent front suspension and hydraulic brakes, both features that would not appear on the Senior Packards until 1937.
1931–1936
1930 Packard Deluxe Eight roadster
Packard Ninth Series De Luxe Eight 904 sedan limousine, 1932
Packard Eleventh Series Eight 1101 convertible sedan, 1934
Entering into the 1930s, Packard attempted to beat the stockmarket crash and subsequent Great Depression by manufacturing ever more opulent and expensive cars than it had prior to October 1929. The Packard Twin Six (designed by Jesse Vincent)[15] was introduced for 1932 and renamed the Packard Twelve for the remainder of its run (through 1939). For one year only, 1932, Packard tried fielding an upper-medium-priced car called the Light Eight.
1931 Packard 833
As an independent automaker, Packard did not have the luxury of a larger corporate structure absorbing its losses, as Cadillac did with GM and Lincoln with Ford. However, Packard did have a better cash position than other independent luxury marques. Peerless fell under receivership in 1929 and ceased production in 1932. By 1938, Franklin, Marmon, Ruxton, Stearns-Knight, Stutz, Duesenberg, and Pierce-Arrow had all closed.
Packard also had one other advantage that some other luxury automakers did not: a single production line. By maintaining a single line and interchangeability between models, Packard was able to keep its costs down. Packard did not change cars as often as other manufacturers did at the time. Rather than introducing new models annually, Packard began using its own "Series" formula for differentiating its model changeovers in 1923. New model series did not debut on a strictly annual basis, with some series lasting nearly two years, and others lasting as short a time as seven months. In the long run, though, Packard did average approximately one new series per year. By 1930, Packard automobiles were considered part of its Seventh Series. By 1942, Packard was in its Twentieth Series. The "Thirteenth Series" was omitted.
To address the Depression, Packard started producing more affordable cars in the medium-price range. In 1935, it introduced its first sub-$1,000 car, the Packard 120. Car production more than tripled that year and doubled again in 1936. In order to produce the 120, Packard built and equipped an entirely separate factory. By 1936, Packard's labor force was divided nearly evenly between the high-priced "Senior" lines (Twelve, Super Eight, and Eight) and the medium-priced "Junior" models, although more than ten times more Juniors were produced than Seniors. This was because the 120 models were built using thoroughly modern mass production techniques, while the Senior Packards used a great deal more hand labor and traditional craftsmanship. The Junior models were very fine cars; they were just not in the same quality league as the Seniors. Although Packard most certainly could not have survived the Depression without the highly successful Junior models, the Juniors did have the effect of diminishing the Senior models' stellar and exclusive image among those few who could still afford an expensive luxury car. Adding insult to injury, the 120 models were more modern in basic design than the Senior models. For example, the 1935 Packard 120 featured independent front suspension and hydraulic brakes, both features that would not appear on the Senior Packards until 1937.
Thanks to Wikipedia
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Gracias :)
Sculptures – Esculturas
http://ricardomarcenaro.ning.com/
Ricardo M Marcenaro - Facebook
Blogs in operation of The Solitary Dog:
Solitary Dog Sculptor:
http://byricardomarcenaro.blogspot.com
Solitary Dog Sculptor I:
http://byricardomarcenaroi.blogspot.com
Para:
comunicarse conmigo,
enviar materiales para publicar,
propuestas comerciales:
marcenaroescultor@gmail.com
For:
contact me,
submit materials for publication,
commercial proposals:
marcenaroescultor@gmail.com
Diario La Nación
Argentina
Cuenta Comentarista en el Foro:
Capiscum
My blogs are an open house to all cultures, religions and countries. Be a follower if you like it, with this action you are building a new culture of tolerance, open mind and heart for peace, love and human respect.
Thanks :)
Mis blogs son una casa abierta a todas las culturas, religiones y países. Se un seguidor si quieres, con esta acción usted está construyendo una nueva cultura de la tolerancia, la mente y el corazón abiertos para la paz, el amor y el respeto humano.
Gracias :)
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