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Details
1936 PACKARD V12 SERIES FOURTEEN CONVERTIBLE COUPE
Registration No. YJO 25
Chassis No. 14 TH/919263
Engine No. 919263 - CHECK THIS - NOT CORRECT
Cream with brown top and cream leather interior
Engine: modified L-head, V12, 473.3ci., 175bhp at 3,200rpm; Gearbox: three-speed manual; Suspension: front and rear semi-elliptic leaf springs; Brakes: vacuum assisted hydraulic drums all round. Left hand drive.
Packard's love affair with the twelve cylinder unit began with the first twelve cylinder production engine of its kind in 1915. It is reputed that it was inspired by the Sunbeam V-12 race car as seen on the American board tracks. It is also interesting to note that in his book The Enzo Ferrari Memoirs (1963) Ferrari comments that he had seen the Packard V-12 engines of the high ranking American officers. The sound of these engines acted as a challenge and spur to me. The Packard twelve cylinder is the ancestor of all the Ferrari engines still winning races today. The V-12, which is sometimes called the Twin Six, was available from its introduction in 1915 until 1923.
The new Packard Twelve was announced by the news service at 12 o'clock noon on Saturday, January 9, 1932. This was not the same engine of the past, but an all new unit with larger displacement. It was a medium revving engine for use with a three speed gearbox in a luxury car that could out-perform its competition. During the Thirties Packard retained their premier position as leader of the American car market. Their V-12 series was used to combat the Lincoln V-12 and the Cadillac V-16 although the senior cars contributed little to Packard's financial strength. In 1934 when America was beginning to re-establish her economy after the 1929 Wall Street crash, Packard decided their future was in building a smaller eight cylinder, a junior that would be cheaper and yet would retain all of the recognizable characteristics of previous models. The wheelbase was set at 120in. thus the model was called the 120. The unprecedented success and profit produced from the 120 enabled Packard to continue its purpose in leading the world in the manufacture of a luxury car as close to perfect as possible.
Despite all the marketing ploys used to advertise the new 1936 cars, mechanically very little had changed from the 1935 model. The 1936 Series Fourteen cars featured a Delco-Remy ignition system. Physically the trademark radiator was sloped another five degrees, while the front fenders were modified accordingly and chrome strips were added to the head lights. The low production run of these V-12s, just 682 of all body styles, make these cars even more desirable today.
One of the most rakish designs was the Convertible Coupe, most notable for its perfectly balanced proportions, and its low windscreen and hood, which provided two seats in the centre of the body and two further in a 'rumble' seat. This example features the optional extras of twin sidemounted spare wheels.
This exceptional Packard Twelve was acquired by the vendor in the mid 1990s and was his first foray into acquiring an old car. Enticed by the introduction to a collector who was considering divesting some of her collection, he instantly taken by this car and bought it immediately. After a short while, he found the deep blue livery somewhat sombre, and elected to refurbish it to a brighter more lively and period colour scheme, opting for the present colour scheme. With the seemingly simple remit, on recommendation the car was supplied to Jim Denne of West Hoathly Garage, East Sussex. Work was begun to achieve a successful colour change, but during preparation the body was found to be in need of attention also, and this led to a body-off, nut and bolt restoration of both cosmetic and mechanical aspects. After more than a year and over £86,000 of work the car was finished and returned to the road.
Since completion of the restoration the car has been used for numerous concours events, these have included the prestigious Louis Vuitton Classic at Bagatelle in 1997, where it won its class, and the Villa d'Este in Italy in 2000.
Throughout the last 7 years the car has continued to be maintained regardless of expense and has been rallied, toured and enjoyed.
Registration No. YJO 25
Chassis No. 14 TH/919263
Engine No. 919263 - CHECK THIS - NOT CORRECT
Cream with brown top and cream leather interior
Engine: modified L-head, V12, 473.3ci., 175bhp at 3,200rpm; Gearbox: three-speed manual; Suspension: front and rear semi-elliptic leaf springs; Brakes: vacuum assisted hydraulic drums all round. Left hand drive.
Packard's love affair with the twelve cylinder unit began with the first twelve cylinder production engine of its kind in 1915. It is reputed that it was inspired by the Sunbeam V-12 race car as seen on the American board tracks. It is also interesting to note that in his book The Enzo Ferrari Memoirs (1963) Ferrari comments that he had seen the Packard V-12 engines of the high ranking American officers. The sound of these engines acted as a challenge and spur to me. The Packard twelve cylinder is the ancestor of all the Ferrari engines still winning races today. The V-12, which is sometimes called the Twin Six, was available from its introduction in 1915 until 1923.
The new Packard Twelve was announced by the news service at 12 o'clock noon on Saturday, January 9, 1932. This was not the same engine of the past, but an all new unit with larger displacement. It was a medium revving engine for use with a three speed gearbox in a luxury car that could out-perform its competition. During the Thirties Packard retained their premier position as leader of the American car market. Their V-12 series was used to combat the Lincoln V-12 and the Cadillac V-16 although the senior cars contributed little to Packard's financial strength. In 1934 when America was beginning to re-establish her economy after the 1929 Wall Street crash, Packard decided their future was in building a smaller eight cylinder, a junior that would be cheaper and yet would retain all of the recognizable characteristics of previous models. The wheelbase was set at 120in. thus the model was called the 120. The unprecedented success and profit produced from the 120 enabled Packard to continue its purpose in leading the world in the manufacture of a luxury car as close to perfect as possible.
Despite all the marketing ploys used to advertise the new 1936 cars, mechanically very little had changed from the 1935 model. The 1936 Series Fourteen cars featured a Delco-Remy ignition system. Physically the trademark radiator was sloped another five degrees, while the front fenders were modified accordingly and chrome strips were added to the head lights. The low production run of these V-12s, just 682 of all body styles, make these cars even more desirable today.
One of the most rakish designs was the Convertible Coupe, most notable for its perfectly balanced proportions, and its low windscreen and hood, which provided two seats in the centre of the body and two further in a 'rumble' seat. This example features the optional extras of twin sidemounted spare wheels.
This exceptional Packard Twelve was acquired by the vendor in the mid 1990s and was his first foray into acquiring an old car. Enticed by the introduction to a collector who was considering divesting some of her collection, he instantly taken by this car and bought it immediately. After a short while, he found the deep blue livery somewhat sombre, and elected to refurbish it to a brighter more lively and period colour scheme, opting for the present colour scheme. With the seemingly simple remit, on recommendation the car was supplied to Jim Denne of West Hoathly Garage, East Sussex. Work was begun to achieve a successful colour change, but during preparation the body was found to be in need of attention also, and this led to a body-off, nut and bolt restoration of both cosmetic and mechanical aspects. After more than a year and over £86,000 of work the car was finished and returned to the road.
Since completion of the restoration the car has been used for numerous concours events, these have included the prestigious Louis Vuitton Classic at Bagatelle in 1997, where it won its class, and the Villa d'Este in Italy in 2000.
Throughout the last 7 years the car has continued to be maintained regardless of expense and has been rallied, toured and enjoyed.
Special notice
No VAT will be charged on the hammer price, but VAT at 17.5% will be added to the buyer's premium which is invoiced on a VAT inclusive basis