Packard

US, 1899 – 1958

(1) New York & Ohio Automobile Co, Warren, Ohio, 1899 – 1901

(2) Ohio Automobile Co, Warren, Ohio, 1901 – 1902

(3) Packard Motor Car Co, Warren, Ohio, 1902 – 1903

(4) Packard Motor Car Co, Detroit, Mich., 1903 – 1955

(5) Studebaker – Packard Corp, Detroit, Mich., 1955 – 1958

The brothers J.W. and W.D. Packard bought a Winton in 1898 and determined to improve upon it. The result was the first 12hp Packard car of 1899. This Packard car followed traditional early-American lines with a single horizontal cylinder, central chain drive, buggy styling and wire wheels, but the Packard car was more advanced than its competitors in having a 3-speed and reverse gearbox and automatic spark advance. This gave way to the wheel-steered Model C Packard car, which proved capable of 40mph. An even more powerful Packard car, a single old for $3.000 in 1903 and on one of these Fetch and Krarup Packard cars successfully drove from San Francisco to New York in 61 days. In the same year a very big Packard car four of over 12 litres’ capacity was designed on European lines by Charles Schmidt, late of Mors. This Packard car sold for $7.500 and led to the famous Packard Model L, the first Packard car to bear the classic Packard radiator. This Packard car had side valves in an L-head and the gearbox was mounted in unit with the back axle; a similar engine was used in the racing car Gray Wolf, a streamlined lightweight Packard car capable of 75mph. 1906 Packard cars had T-head engines and magneto ignition in place of coil; engine capacity was 5¾-litres, increasing to 7-litres Packard cars in 1907 with the introduction of the famous ‘Packard 30’, from which 60bhp was claimed. For the next few years these high-quality four-cylinder Packard cars engaged all Packard’s attentions, the ‘Packard 30’ at $4.200 being joined by a short-wheelbase Packard 18 intended for use as a town carriage. Dry-plate clutches were adopted on Packard cars in 1910 and in 1911 a third model joined the range: Packard cars first six, the 7¼-litre ‘Packard48’.

Six-cylinder Packard cars only were offered in 1913, when electric lighting and starting were standardized. Spiral bevel final drive followed in 1914. Revolutionary was the world’s first series-production 12-cylinder, the Packard Twin-Six, which Packard car was announced in 1915 for 1916: this Packard car was also the first American touring car to use aluminium pistons and was quite modestly priced at $2.600. First series Packard cars had the unusual combination of left-hand drive and left-hand gear-change, abandoned on later series Packard car which also had detachable cylinder heads. A special racing car version of the Packard car, the 905 with a much bigger engine, recorded 149.9mph in the hands of Ralph de Palma at Daytona in 1919. From 1916 to 1920 only the Packard Twin Six was made, but this Packard car was then joined by a straightforward sv Single-Six selling from $2.350 up. This Packard car was given front-wheel brakes as standard replaced the Packard Twin-six during 1923; the Packard car came in two wheelbase lengths. A tourer Packard car cost $3.750 and it was the ancestor of the whole line of ‘Senior’ Packard cars up to 1939. 1925 Packard cars had centralized chassis lubrication and over 40.000 sixes were sold, as against less than 5.700 eights. Innovations on Packard cars for 1927 were a hypoid back axle, and a bigger 8-cylinder engine of 6.3-litres’ capacity, developing 106bhp. Only eight-cylinder Packard car were made in 1929, in which year a 5.3-litre Standard model was catalogued at $2.435, while in 1930 a limited series of ‘Packard 734’ sports models with high axle ratio, 145 bhp engines and 4-speed gearboxes was introduced. 1932 Packard cars had V-radiators. An inexpensive Packard Light 8 at $1.750, using the 5.3-litre engine, proved uneconomic to make, but there was also an excellent 7-litre V12 and all Packard cars had synchromesh gearboxes and vacuum-servo brakes. The Packard car company’s styling with its traditional radiator shape continued up to 1939. 

In 1935 the Packard car company made a bid for the low-priced market with the 3.7-litre straight-8 ‘Packard 120’ with hydraulic brakes and independent front suspension, priced from $980, as against $2.475 for the Packard Standard-eight, $2.990 for the Packard Super-eight and $3.820 for the Twelve. The new Packard car model accounted for 24.995 of the 31.889 cars sold by Packard cars that year and was joined two seasons later by a very similar 3.6-litre six, the ‘115’ at $860; this and the ‘120’, now enlarged to 4.6-litres, were made in a separate factory. In 1938, 50 percent of the Packard car company’s labour force was engaged in making the senior Packard cars which accounted for no more than 8 percent of total production.

In 1937 hydraulic brakes and independent front suspension were standardized on Packard cars throughout the range. 1939 was the last year of the true senior Packard cars; column change was introduced and overdrive was available on all Packard cars except the Twelve. Air conditioning was a 1940 option and 1941 brought the first of the handsome Packard Clipper line, made in 4-litre 6-cylinder and 4.6-litre straight-8 versions. Expensive Packard cars were still made, with custom bodywork by Rollson, Le Baron and Darrin available on the 5.8-litre chassis. During World War 2, body dies for the bigger, conventionally-bodied Packard cars were sold to the Soviet Government, the result being the 1945 Z.I.S.

Production of Packard cars was resumed with the Clipper 6 and 8 in 1946, but Packard never regained their former pre-eminence. Styling was unfortunate and the Packard car company retained the old straight-8 until 1954, though they evolved their own ‘Ultramatic’ automatic transmission in 1949 and had power brakes, steering and window lifts in 1954. Super-luxury Packard cars included the eight-seater Executive limousine at $6.900 in 1953 and the big Caribbean convertible.

The 1954 merger of Packard cars with Studebaker brought about a new 260bhp, ohv V8 with an ingenious inter-linked torsion-level suspension, while engines were sold to American Motors for their Nash and Hudson lines. Sales fell to a depressing 13.000 in 1956 and though the Packard lingered on until 1958, the last two seasons’ cars were nothing more than disguised Studebakers.

Source: Georgano, encyclopedia of motorcar; MCS

The information is written with the greatest of care. However, if you have any suggested amendments please contact us at office@prewarcar.com

Sunbeam

GB, 1899 – 1937, 1953 to date

(1) John Marston Ltd, Wolverhampton, Staffs., 1899 – 1905

(2) Sunbeam Motor Car Co Ltd, Wolverhampton, Staffs., 1905 – 1935

(3) Sunbeam Motors Ltd, London W.11, 1936 – 1937

(4) Sunbeam-Talbot Ltd, Ryton-on-Dunsmore, Warwickshire, 1953 – 1970

(5) Chrysler United Kingdom Ltd, Ryton-on-Dunsmore, Warwickshire, 1970 to date

John Marston’s tinplate and japanware firm, which had been making bicycles since 1887, built its first 4hp belt-driven prototype Sunbeam car in 1899, followed by another machine with a twin-cylinder engine in 1901. The first model Sunbeam car to see series production was, however, the diamond-formation and allegedly skidproof Sunbeam-Mabley voiturette with 2¾hp De Dion engine, a number of which were sold for £130 in the 1901-1904 period. More conventional was the 12hp Sunbeam car marketed under T.C. Pullinger’s direction in 1903, which was based on a Berliet design and had a flitch-plate frame, chain drive with Sunbeam cars patent oil-bath chain cases, and a 2.4-litre 4-cylinder engine with automatic inlet valves. A 3.6-litre 6-cylinder Sunbeam car was on the market briefly in 1904, but Sunbeam cars soon progressed to Shaw-designed T-head fours, though another short-lived six Sunbeam car appeared in 1907. Sunbeam cars great years started in 1909 when Louis Coatalen joined the Sunbeam car firm from Hillman. In that season the Sunbeam car company was offering three L-head fours with chain drive, and capacities of 3.4, 4.5 and 6.3-litres, plus an odd 3.2-litre twin-cylinder Station Cart Sunbeam car. Coatalen’s first effort was a T-headed 14/18hp Sunbeam car, available with either shaft or chain drive. This Sunbeam car was followed a year later by a 2.4-litre 12/16 on similar lines, but with pressure lubrication and on overdrive gearbox, while overhead valves were tried out on a racing Sunbeam car, the Nautilus, at Brooklands in 1910. An improved 12/16 Sunbeam car of 3-litres’ capacity with monobloc engine ran in the 1911 Coupe de l’Auto race, foreshadowing an immensely successful touring development which Sunbeam car sold initially for £375. This Sunbeam car had an L-head engine and was made up to 1921. In 74bhp racing guise the Sunbeam car scored 1-2-3 victory in the 1912 Coupe de l’Auto, following this up with a 3rd place in 1913. In 1914 Sunbeam car company built Henri-inspired twin-ohc 4-cylinder racers both for the Tourist Trophy and for the French Grand Prix, and at the outbreak of World War 1 the Sunbeam car range consisted of the 12/16 in standard and sporting forms, a 4-litre 16/20 Sunbeam car of similar general design, and a 6.1-litre 6-cylinder Sunbeam car rated at 25/30hp, all offered with electric lighting. The Sunbeam car company concentrated on aero engines during the war years, though a 4.9-litre twin-ohc 6-cylinder Sunbeam ca  was sent to Indianapolis in 1916 and took 3rd place, while Rovers took over production of the 12/16 for the Flighting Services. Renamed the 16, this Sunbeam car reappeared in civilian form with full electrical equipment at £790, along with a smaller vesion of the pre-war 25/30 Sunbeam car powered by a 4½-litre engine.

The Sunbeam car company amalgamated with Talbot and Darracq in 1920 to form the STD combine, and the next five years saw an energetic racing programme of Sunbeam cars. Twin-ohc 108bhp straight-8 Sunbeam cars were made for the 3-litre formula of the immediate post-war years, followed by some unsuccessful 2-litre fours, and finally the twin-ohc 6-cylinder ‘Fiats in green paint’, designed by Bertarione, which won the French and Spanish GPs in 1923, and this Sunbeam car ran supercharged in 1924, as well as having a long and distinguished competition career in later years. Chassagne won the Tourist Trophy on a 3-litre straight-8 Sunbeam car in 1922, while one of the regular 3-litre sports Sunbeam cars finished 2nd at Le Mans in 1925. Sunbeam cars took the World’s Land Speed Record five times in the 1922-1927 period: Lee Guiness started with 133.75mph on the 350hp V12 sprint Sunbeam car, a figure which Campbell subsequently raised, first to 146mph on the 4-litre V12, a Sunbeam car which was also used for road racing, and the following year he became the first man to exceed 200mph on land with the twin-engined chain-drive 45-litre Sunbeam car. Sunbeam cars last record car, the Silver Bullet of 1930, was unsuccessful.

Touring Sunbeam carss of the 1920s were cars of great refinement if not outstanding performance. The basic 16 and 24hp types Sunbeam cars were redesigned with push-rod overhead valves in 19222, ohc sporting versions being also listed, while a more modest 2-litre 14hp Sunbeam car with unit gearbox was available at £725. Front-wheel brakes arried on the 6-cylinder 16/50 Sunbeam car in 1924, and were optional also on the 14/40 Sunbeam car which replaced the 14hp model. An impressive 3-litre 6-cylinder twin-ohc sports Sunbeam car with dry-sump engine was made in small numbers between 1925 and 1930, but the Sunbeam car was ‘too fast for its chassis’ as well as being expensive to make and buy. A big straight-8 Sunbeam car with a push-rod engine, available in 4.8-litre and 5.4-litre forms, was introduced in 1926 at prices from £1.295 up and front-wheel brakes became standard on all Sunbeam cars. All Sunbeam cars had the V-radiator by 1927, when the fours were dropped, and the standard touring sixes were the 2-litre 16hp at £550, the 2.9-litre 20hp Sunbeam car at £750, and the 3.6-litre 25hp at £950, all with plate clutches, spiral bevel final drive, and cantilever rear suspension. Thereafter Sunbeam car design changed little, and sales of Sunbeam cars declined though quality was maintained. Semi-elliptic springs were found at the rear of the smaller 1930 Sunbeam carmodels, in 1931 the Sunbeam cars acquired hydraylic brakes and radiator shutters, and the 16’s engine was enlarged to 2.2-litres. The 1932 Sunbeam cars’ silent-third gearboxes gave way to synchromesh on 1933 16 and 20hp Sunbeams. That year there was also a 2.9-litre Speed Model Sunbeam car with crash box at £745, though its main competitor was STD’s other fast tourer, the Talbot 105. The old Sunbeam car firm’s last new model was a ponderous 1.6-litre ohv four, the Sunbeam Dawn of 1934, with preselector gearbox and independent front suspension. This Sunbeam car was offered again in 1935, along with the 20, the 25, and the Speed Model, but the collapse of the STD combine brought receivership and purchased by Rootes, and an ohv Roesch-designed 4½-litre straight-8 Sunbeam car announced for 1937 never went into production. There were no Sunbeams in 1938, and when the Sunbeam-Talbot range was announced for 1939 the Sunbeam car was based on the later Rootes Talbots.

The name of Sunbeam cars did not reappear until 1953, when it was given to a sports two-seater Sunbeam car of the 2.3-litre ohv 4-cylinder Sunbeam-Talbot 90, the Sunbeam Alpine, which sold for £1.269, and this Sunbeam car collected four Coupes des Alpes in that year’s Alpine Rally, following this up with a Gold Cup (for Stirling Moss) and a Coupe des Dames (for Sheila Van Damm) in 1954. In 1955 the basic 90 saloon Sunbeam car was marketed as the Sunbeam MK III, and further laurels included the Malling/ Fadum win in that year’s Monte Carlo rally. The type Sunbeam car was listed until 1957, being joined in 1956 by a Hillman Minx-based sports saloon, the Sunbeam Rapier, with a 1.4-litre square 4-cylinder 62bhp engine, unitary construction, and overdrive as standard equipment, at £986. This Sunbeam car did well in subsequent Alpines and Monte Carlo Rallies, as well as winning its class in the 1956 Mille Miglia, and by 1958 the Sunbeam car had grown up to 1½-litres and 68bhp, acquiring a less Hillman-like grill in the process, though overdrive was now an extra. A sports two-seater Sunbeam car, another Alpine, with integral construction, was listed for 1960, and subsequent evolution was on regular Rootes lines: diaphragm clutches in 1964, with the option of automatic on the Alpine, all-synchromesh gearboxes in 1965, and 1.7-litre 5-bearing engines in 1966. 1964 brought two new developments of the basic theme Sunbeam car, an Italian-bodied Venezia sports saloon based on the Humber Sceptre, and the Tiger Sunbeam car, which was an Alpine with rack-and-pinion steering and a 4.3-litre, 164bhp Ford V8 engine, this despite the Rootes-Chrysler conncection. In 1966, the Rapier V, Alpine V, and Tiger comprised the Sunbeam car name. A 51bhp Sunbeam car-version of the Imp was available in the home market in 1967, and this Sunbeam car was followed by the more sporting Stiletto coupé for 1968.

An entirely new Rapier Sunbeam car on Hillman Hunter lines was announced for that year, its fastback styling inspired by Plymouth’s Barracuda. It had an 88bhp engine, a close-ratio gearbox, and overdrive as standard.

During 1968 the old Sunbeam Alpine was discontinued (the Tiger had already gone), and the Rapier range was rounded out, first by the H120 of 1969 with twin-carburettor Holbay-tuned engine giving 105bhp and Rostyle wheels, and then by the Alpine, a simplified version of the basic theme introduced for 1970. These three fastback Sunbeam cars were still being made in 1973, along with the Sunbeam Sport based on the Imp saloon. The Stiletto was discontinued during 1972.

Source: Georgano, encyclopedia of motorcar; MCS

The information is written with the greatest of care. However, if you have any suggested amendments please contact us at office@prewarcar.com