WDS

An addendum to my post about the 1913 Simplex.From the 1915 California tab which shows in the catalog photo of the dash I was able to look up the owner in the 1915 California registrations. The tab number is 59353 and the book shows: #59353 H.T.Coffin 505 Fay Bldg. Los Angeles Simplex Touring Mod.1914 Fac.No.1051 HP.49.7 There was a later California plate on the car as shown in the catalog page which gives its license number.As I recall this plate was from the 1930's or 40's I thought this car had a long service life as it looked like it had served as a plumber's truck of some sort.

I went to the Art Austria auction which was the first antique car auction I ever attended as I was interested in this Simplex based on the catalog decription. When I got to the preview and looked it over I noticed it was not a chain drive but a shaft drive and determined it was the Simplex 38 and even though the smaller car still had a large engine. I do not have my catalog in front of me but I think it sold for around $5900.As I looked it over though,I noticed quite a few missing items like the sidelamps,tonneau items along with other items. The car has the Westinghouse air springs on the front but these are missing on the rear.The 1914 and 1915 tabs on the dash are very interesting because the number on those matched the California license plates.The 1914 and 1915 California automobile registration books are now online and the cars are registered by horsepower along with the make and name of owner.It should be possible with knowing the license numbers to find the name of the original owner and pertinent data on the car.After looking over the Simplex,I just felt it was too much of a project to take on although it is a very interesting well used car.I believe the body may be by Holbrook.The consignor needs to make sure though the starter is with the car.

To respond to the question on differences in the 1929-1932 Packards: There are many differences between the Standard Eights and the Custom and Deluxe Eights.To detail them here would create a novel but reprints of the parts books are available.An example besides the obvious of some of the different parts would be wheels,rear axle and brake drums.There are also differences in many parts across the various series also.Parts for the Sixth Series Packards are more prevalent than for the Seventh to Ninth Series due to the large production in 1929.If one is to be involved with one of these Packards,the parts books are essential.

I tried to explain the hood difference but this article goes into more detail.My 745 phaeton has the fan shroud.I suspect the Packard engineers thought the shroud would do a better job with cooling. I have often wondered what was going on with Packard at this time because it appears the company was going out on a limb so to speak with the 734,745 and the attempt with the Monoblock Twelve. As we know it was actually built, but from what I have read the Monoblock engine was destroyed and the car was fitted with the eight cylinder engine then the car was exported.

I think that probably a number of the antique cars out there are not properly sorted out regardless of make. Packards have always been popular and have a huge following going all the way up through the models of the postwar years.A 1934 car is going to drive quite differently than a 1929 car as will a 1940's car drive differently than a 1934 car.Finding parts today for any antique car today other than for Ford,Chevrolet and other volume makes does not make for an easy task.At the end of the day,one should collect what they love whether it be antique cars,art or any other hobby. The value may go up or it may go down but if in the end the object brings enjoyment into a person's life does it really matter?

I have to agree with the above post and it presents the question on why would one order a seven passenger touring in a 745 when a 740 seven passenger touring would have the same body space.Even a 733 touring would have the same body space.I think only about four or five 745 seven passenger touring cars survive.I would suspect that most of the touring cars found their way into livery service and ultimately junked when worn out.In the case of the 904 it would be limited on body swaps as the 9th Series factory open bodies were on the 903 chassis which really was a continuation of the 840 program where the 904 took the longer bodies as with the 845.I would suspect the 10k or so 904 ended up as a donor car.The 9th Series V windshield Dietrich bodies were mounted on the 904 chassis.In this day and age to do a body swap with the 745 touring would be extremely expensive so I do not see this happening.The car will probably sell at a price where the buyer desires a 745 with an open body and the car goes for a price where they can live with the body style and even the paint colors.I remember at 13 years old searching for my first antique car looking at a 1929 Cadillac Seven Passenger Touring Car in running condition.I wanted that car so much but it was not for sale.I would have been happy to have it if it were a closed car.

To answer the comment about the 745 Packard hood: There were two versions of the Packard 745 with one being the chassis with the long hood but then there was the 745-C which had the same length of hood as the 740 Custom Eight but the additional five inches was now in the body space.The C denoted Custom and was for bodies where more interior space was desired.When one looks at the Eighth Series Packards,there was no Custom Eight like the 740 as I suspect the company was trying to simplify the line of cars,There were the two Standard Eight lines those being the 826 and 833 then there was the Deluxe Eight line which were the 840 and 845 cars.The hood length was the same on both the 840 and 845 with the factory open bodies and closed bodies along with custom bodies on the 840 chassis.The 845 chassis carried factory 7 passenger bodies with enhanced body space as well as special bodies where more body space was desired.If a customer wanted for example a Packard ambulance,they might want the longer interior.The 840 Deluxe Eight was more expensive than the 740 Custom Eight and it has the trim level resembling that of a 745 but a five inch shorter wheelbase of 140-1/2 inches along with an increase in horsepower as the 8th Series engine borrowed much in design from the 734 Speedster engine.When looking at the Sixth Series of 1929,there were the of course the Standard Eight 626 and 633 cars,then the 640 Custom Eight which had the larger engine and the 645 Deluxe Eight.The longer length of the 645 chassis was in the body space.The 745-C was basically a continuation of this chassis.It was only the one 745 chassis that carried the longer hood which carried the factory bodies like the roadsters,phaetons etc.with special trim and options at a price premium.Compared to the other lines their production was low.Most of the Packards that were sold in the 1929-1932 era were the Standard Eights and those are most of the survivors today.

I have been following this discussion on the 1930 Packard 745 Seven Passenger Touring car with great interest as I am a 745 Packard owner.I have seen the car under discussion as it was in the Santa Fe Concorso a few years back.It looks like a very nice car but it takes the right buyer for a seven passenger touring car in a Packard of this era.The roadsters and phaetons have for the most part brought the highest prices as evidenced by recent sales.In placing a price on the car these factors need to be taken into consideration but if a person wants a 745 open car this car presents a nice opportunity.As for how they drive I have driven numerous cars from 1928 to 1932 and I have found these Packards fun and easy to drive.Condition determines alot on how a car drives.There is no question that the later 1930's Packards drive better but then they do not have the same looks and really are of a different era as in my case my interest in earlier automobiles is 1932 on back.Ed's comment on the 1928 Series 443 is interesting as basically the engine has the same horsepower as the 640-645-740-745 and the suspension is about the same.The 1931 840 and 845 Deluxe Eights did get a horsepower boost and with a higher compression cylinder head the 1932 903-904 Deluxe eights a bit more.An interesting discussion!

In reference to the discussion on the headlight lenses on Pierce Arrows: Pierce Arrow cars prior to the Series 31-51 cars came from the factory with clear plate glass headlight lenses and even some very early Series 31-51's still had the plate glass lenses but the factory began fitting the cars with the Bausch&Lomb prismatic lenses in 1919 due to laws in many jurisdictions regarding headlight glare mandating the fitting of approved prismatic lenses to automobiles.If one did not want to get cited and pay a fine,they had to retrofit an earlier car with an approved lens.I am sure many earlier Pierce Arrow owners had the dealer fit their car with the new Bausch&Lomb lens as this lens was one of the best on the market and would conform to all laws.There were at that time numerous anti glare devices on the market with some being better than others.

This is a beautiful photo of a 1914-1915 Pierce Arrow Model C-3 Runabout taken under a motorway bridge in Delaware Park in Buffalo,New York.It is my opinion that this photo was taken while the car was under test by one of the factory drivers before doing some of the finishing touches like installing the windshield or Klaxon horn.I believe this photo is a factory photo on a glass plate negative and would love to know the source.I own a sister C-3 but mine is a Five Passenger Touring in very lovely original condition.Do anymore of these factory photos exist at the source? The photo to which I am referring is on page 66 and 67 showing the C-3 Pierce Arrow with the 1914 license plate being photographed under a bridge.

Both the 840 and 845 Packards for the 1931 season were designated DeLuxe Eights.The 840's and 845's were both fitted with Packard bodies and custom bodies.The Packard bodies mounted on the 845 chassis were the Seven Passenger Sedan and Seven Passenger Sedan Limousine as this longer wheelbase provided for more body space for clients wanting more interior space or if the chassis was to be used as a service car like an ambulance.The other Packard bodies were on the 840 chassis.In the 7th Series Packards of 1930,there were two 745 Deluxe Eight Chassis,the 745 which had the additional length in the hood or bonnet and the 745C which had the additional length in the body space.With the 8th Series cars,Packard was trying to simplify the line so to speak.The 745C or 745 Custom chassis was basically for custom bodies or perhaps a service car body.The 840 Phaeton in this discussion was the largest Packard bodied phaeton in the 8th Series line.

This lens appears to be an automotive accessory lens of the late teens or very early 1920's most likely made by Morelight or one of their competitors.Judging from the size shown in the photo,it would have been used on a smaller car like a Ford Model T or Chevrolet 490.These lenses were being sold to replace the plate glass lenses in automobile headlights which ad become illegal in many jurisdictions due to antiglare laws.