1935-'36 Packard 120

When automotive writer and Hemmings Classic Car contributor/columnist Jim Richardson purchased his 1936 Packard 120 touring sedan in 1985, it wasn't exactly a champagne-and-caviar occasion, despite the brand's high-class reputation.

"I went outside and screwed a new California license plate to the stanchion on the shabby, smelly, dented old '36 Packard 120 Touring Sedan. My wife, Bette, and I got in and rattled away from Custom Auto Service in Santa Ana, California," Richardson wrote of the experience in Special Interest Autos. "However, during the time it took us to shamble a couple of blocks, blue oil smoke filled the passenger compartment. I hadn't paid much for the car because it needed a total restoration, and I knew its engine wasn't healthy, but nevertheless, I was surprised at the appalling crankcase blow by."

A Stromberg EE-14 two-barrel carburetor feeds the 282-cu.in. L-head straight-eight in Richardson's 1936 Packard 120-B touring sedan. Parts and components for this package are widely available.

Though Richardson's car had been humbled by misuse and a lack of maintenance, the fact that he could afford to buy one in any condition (on a journalist's salary) speaks to the charm of the 120.

Reeling from the Great Depression, Packard recognized that it needed an upper-medium priced luxury car to survive, and when the company announced the new 120 or "junior" Packard, orders starting pouring in. While the cars were built on an assembly line at an alarming rate compared to the "senior" series Eights, Super Eights and Twelves, it still looked and felt like a Packard with the breed's signature grille, red hexagon medallions and premium interior materials. Just as importantly, the new junior series behaved like a Packard. The cars were powered by a straight-eight engine coupled to a three-speed manual transmission. Independent suspension up front and Bendix hydraulic brakes at all four corners were further indicators that this was a modern automobile from a premier automaker.

The Packard 120 remains a popular collectible today for many of the same reasons that they were popular when new. Sedans are affordable and can be found in the $20,000-$25,000 range, though convertibles are commanding three times that amount. The 120 was available in eight body styles, including two-passenger business coupe, convertible coupe, sedan, five-window club sedan, seven-window touring sedan and convertible sedan. Options included a single sidemount tire, a clock, a heater and a radio.

Will a 120 be an interesting and rewarding project or a fun recreational driver? Ask the man who owns one....

"One Twenty Packards are rugged and simple, but anyone who wants to restore or work on one should get a reprint of the shop manual for their year," Richardson said. "Also--not to blow my own horn--but my book, Classic Car Restorer's Handbook (Penguin Putnam, HP), features a lot of hands-on info about the Packard 120 that is not in the shop manuals. After having owned a '36, '38, '39 and a '41, I'd say they are very well-designed cars with no real design shortcomings given the era from which they came. Not only would I buy another, but I am on the lookout for a 1946 or '47 Clipper as well as a 1937 business coupe."

Goddess of speed hood ornament was an extra-cost option on the 120. The owner located this one during the process of hunting down other parts.

ENGINES

The 120 was powered by a 120hp, 282-cu.in. L-head straight-eight engine with five main bearings, fed by a Stromberg EE-14 two-barrel carburetor.

Material to refresh Packard's durable and elegant broadcloth wool upholstery is still available, as are experts in the reconditioning of Packard interiors. Trim pieces can be difficult to locate, but there are some items being reproduced.

"These cars were very heavy-duty and well designed, with full-pressure lubrication, insert bearings and aluminum pistons in their engines, and their drivelines are incredibly stout," Richardson said. "The old inline-eight starts easily with a push of the button on the dash, and quickly settles into a soft purr within seconds. If you haven't heard an inline-eight run recently, you probably don't remember how buttery smooth they are."

We saw a rusty but complete 120 grille change hands recently for less than $100.

When Richardson disassembled the oil-hungry engine in his 120, he didn't find excessive wear, but some damage he believes was caused by severe preignition.

"The odometer read 67,000 miles when I got the car, and I assumed that was probably at least 167,000 miles until I took the engine apart. To my surprise, the crankshaft was within specs and the cylinder bore taper was minimal. I could have easily done a ring and valve job and put the engine back together, except that the number one piston was missing a big chunk out of its top. It looked like a typical case of detonation. I decided to bore the engine 20 thousandths over and put in new pistons just to make sure everything was new and right."

Kanter is selling high-quality reproduction 120 hubcaps, but only for 1937-'41 cars currently.

Engine parts are readily available from a variety of vendors, and the Packard inline-eight performs well on the road when properly tuned.

"Once the car is rolling at about 10 mph, the torquey old inliner accelerates smoothly to a top end of 80 mph," Richardson reported.

While these are reliable, typically trouble-free engines, the 1936 120s do not have pressurized cooling systems and their smallish fans do little to prevent them from overheating if left idling for long periods in warm weather.

"The '36 120 is fine if the cooling system is in top order, but it is not forgiving of neglect or idling for long periods of time on hot days because of the size of the fans they put on them, and because their cooling systems are not pressurized," Richardson said. "I have heard that Packard installed a bigger fan in cars intended for warmer climes, but if so, I've never seen one, and I don't see how it would fit, in any case."

TRANSMISSIONS

All 1936 120s used one transmission: a manual three-speed with a 10-inch single dry-plate clutch. While not glamorous, the transmission works well and is reliable. The rear axle is a hypoid, semi-floating type with a 4.09:1 ratio and is connected by a modern open driveshaft with u-joints.

"The floor-shift synchromesh three-speed manual transmission is smooth, precise and sturdy and the differential is massive and silent," Richardson said.

BODY/FRAME

The 120 was built on a truck-like frame with an X-brace, as was common at the time. The body was mounted high atop the frame, affording the interior a flat floor. Packard frames are resilient, not prone to rusting and were sturdy enough to withstand minor collisions. Body parts aren't being reproduced, so rust repair must be performed using well-preserved used pieces or handcrafted panels and imagination. Thanks to enthusiastic support among vendors and collectors, used body parts are available.

SUSPENSION

The 120 rode on an advanced Saf-T-Flex independent front suspension. It used coil springs and upper and lower control arms with kingpins to attach the steering knuckles to the knuckle supports. Spring dampening is handled by knee-action shocks while steering is accomplished with an 18.4:1 ratio Gemmer worm-and-roller-style steering gear. It's a sturdy and simple arrangement that will look somewhat familiar to modern eyes and is infinitely renewable. Out back, traditional leaf springs handle the bumps. These springs are anchored in rubber bushings in the front and hang by a pair of shackles in the rear. Rebuild kits and components for the front end and steering are still available for these cars, as are front and rear springs and bushings.

INTERIOR

Packard 120 interiors are elegant, albeit understated. Richardson's sedan is outfitted in broadcloth wool upholstery originally made from virgin wool and supplied by Laidlaw and Company in New York City. Leather was also available in the 120, but the broadcloth wool was the more opulent choice. The aspiring 120 owner need only look in the Packard section of Hemmings for upholstery suppliers and interior parts. Seals and some knobs and handles are available, though many trim pieces are a challenge to locate.

According to Richardson, "Most parts were easy to find (for example, the electrics are all Autolite), though I looked for a year to find a good, straight exhaust manifold, and it took me 10 years to find the correct, two-year-only windshield wipers. In the process though, I also located an original luggage rack, radio, banjo steering wheel, clock-equipped glove box door and goddess-of-speed hood ornament while I was at it, so the car is now equipped with just about all the extra-cost options."

The 120's dash consists of a speedometer, flanked by combination temperature and oil, ammeter and fuel gauges in the driver's side oval panel. The radio control console is in the middle of the dash and the radio is in a box that mounts unseen above the steering column. The speaker is on the passenger side near the heater and is about a foot in diameter. "There is no external antenna because the wire support nailed to the top bracing fills this role," Richardson points out. "Over that is the usual fabric insert."

Parts Prices

Engine gasket set - $120

Running board moldings - $150

Carburetor - $235

Oil pump - $85

Fuel pump - $60

Distributor cap - $12

Floor shift boot - $40

Brake overhaul kit - $195

Production

1935 25,000

1936 55,000

CLUB SCENE

The Packard Club

P. O. Box 360806

Columbus, Ohio 43236

800-478-0012

www.packardclub.org

Dues: $40 per year; membership: 5,000

Packards International Motor Car Club

302 French Street

Santa Ana, California 92701

714-541-8431

www.packardsinternational.com

Dues: $45; membership: 2,200

SPECIALISTS

Kanter Auto Products

76 Monroe Street

Boonton, New Jersey

973-334-9575

www.kanter.com/packard

Engine, brakes, interior, suspension and electrical parts

Terrill Machine Inc.

100 County Road 454

DeLeon, Texas 76444

253-894-2610

Packard engine parts

Bill Hirsch

396 Littleton Avenue

Newark, New Jersey 07103

800-828-2061

Packard upholstery 1910-1958

Max Merritt Packard Parts

P.O. Box 10

Franklin Indiana 46131

800-472-2573

www.maxmerrittauto.com

NOS, used and reproduction Packard parts, 1928-1956

Tucson Packard

9101 East 22nd Street

Tucson Arizona, 85710

520-722-1984

www.packardpartsonline.com

NOS, reproduction and used parts and accessories

Packard Seattle Company

7627 44th St NE

Marysville, Washington 98270

425-334-7754

New, used, reproduction Packard parts, 1920-1958

WHAT TO PAY