1935Packard
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Posts posted by 1935Packard
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You think it's hard to find someone competent to work on your Packard now? According to this sketch, maybe it wasn't so easy back then, either!
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11 hours ago, Tph479 said:
Just think if you have $4 million clams in a money market paying 3.5% and your purchased this this car it would cost you $140,000.00 a year in lost interest to own. If that number is too large an expense, you can justify it by breaking it down to a cost of $11,666.67 a month, or $388.89 dollars a day or $16.20 cents per hour, or .27 cents per minute or .0045 cents per second to own in lost interest. That is just using simple math and not including the insurance cost or any other cost of ownership.
The question now is would you have more fun looking at and driving this beautiful car, or would you rather have the .0045 cents per second in your bank account? Just think these numbers are rounding errors for the person who will eventually own this car.
Plus, you could get something very similar to it for a fraction of the cost. Ballpark, for 10% of the cost, you could get a standard-body '34 Packard Twelve coupe-roadster. For 5% of the cost, you could get the same thing in an 8 instead of a 12. I'd guess that 99% of people would see those cars as identical to this — heck, probably even 90% of car guys would see them as identical, especially for the 12. So the kind of person who is in the market for this car at $4 million is someone who is up for paying 10x or 20x more than a similar standard-body car just to have the car be an individual custom by Dietrich. To be up for that, well, you have to have some serious $$$$.
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1 hour ago, edinmass said:
I will be there, doing a seminar on Friday afternoon on sorting pre war cars.You should have it recorded, and post it on Youtube. (Seriously!)
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7 hours ago, 1937hd45 said:
I've got a question on the "Luggage Rack Bumper", I never studied physics, and was poor in math. With the rack folded open, and a trunk attached the overall length on the car is longer, TWO inches longer with the bumper vs no bumper. So the luggage rack bumpered car is stopped in traffic at a stop light. The car behind him comes to a screeching halt and taps the bumper, an item that took up the two inches need to not hit the car. Maybe they were not popular in the day since I've never seen any in real life of 60 years in the hobby.
I assumed the "threat model" was just tapping the cars during parking, especially on city streets. If the luggage rack is down, and with the luggage rack bumper, you make contact with the bumper, and no damage occurs. Without it, you can bend the luggage rack or break it off the frame, as it's the rear-most part of the car with the luggage rack down.
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On the subject of CCCA cars generally, it's worth considering that for just 1% of the asking price of this car you can get a 1934 Packard Eight sedan -- around $40k, not $4 million. So there's a 1934 Packard for
everya lot of different budgets.
https://rmsothebys.com/en/auctions/hf22/hershey/lots/r0086-1934-packard-eight-sedan/1285795
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This is your periodic reminder that the world of car collecting would look probably really different if you happened to be really obscenely wealthy.
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The 1934 Individual Custom Dietrich Twelve cars are my ultimate of ultimates, a view shared by many a Packard fan. In light of that, thanks to everyone for the thread.
P.S. I was also wondering about the total # made, as well as the # still around. I was fortunate to see the John Mozart collection last year and he had, what, five, just for himself? He should really share.
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Of possible interest:
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20 hours ago, Str8-8-Dave said:
I could tell you story after story about building 1971 Cadillacs at the Scotten Avenue (Clark Street) plant. I worked there winter of 1970 to the end of the 1971 model run. We built 51 cars an hour. I worked on the second floor in Department 1003 Body Wiring department, starting with a job routing vacuum lines for A/C and heaters, then the brake pedal and booster job, 2 hours inside the car hanging brake pedals, 2 hours outside the car installing brake booster that had the studs that went thru the firewall the brake pedal attached to. I got a jersey glove caught in a tap driven by a right-angle air motor and screwed up the pinky-finger on my left hand one night, so they put me on a light duty bench job assembling A/C panel ducts. The guy who normally did the job was given the nickname "Vodka Bob" as he showed up at the steps in front of the plant with an escort under each arm to keep him from falling. Legend had it he drank 2 pints of Vodka every night. For some reason he was off on medical leave for a couple of weeks while I did the job.
Then they put me on the serial number tag job which was the crown jewel job in our department. Serial numbers were already on the stamped on the tags and Mr. Williams, referring to a plant broadcast sheet stamped model numbers on the tags at a Schmidt tag stamping machine part of the time and kept a rack of brake boosters and master cylinders pre-charged with brake fluid the rest of the time. Model 8247-2dr Calais, 8249- 4dr Calais, 8347- 2dr Coupe Deville, 8349- 4dr Coupe Deville, 7500- 4dr Fleetwood limousine. My whole job was to verify the tag had the correct model number on it, install it with 2 special rivets using a pneumatic rivet gun and install 2 5/16-24 J-nuts on the dash sheet metal the column support bracket attached to. Occasionally Mr. Williams would have stamped an incorrect model number on a tag, and I had enough time to walk to the Schmidt tag machine and re-stamp the tag with the correct model number and get it in the car before it went by. Mr. Williams the tag man, Bill Shankle the area foreman and Ray Boudre, the general foreman all loved me because other operators would pull the stop line handle which set off an alarm bell and sent foreman, general foreman and available relief workers to see why the line was stopped. The also all loved me because I never let a car go by with an incorrect model number on a serial number tag, which if installed, was a major 8-hour repair job requiring removal of the instrument panel to fix. The picture at the beginning of this thread was taken in the final inspection area, which is where a model number discrepancy would have been caught and sent for repair.
My mother was a schoolteacher in the Wayne/Westland school district and had her summers off. The summer of the year I worked at Cadillac my mother and younger sister took off on a car trip to Alaska which lasted 8 weeks. I have been told I missed quite an experience there but heck- you can go to Alaska anytime; you couldn't experience life in a GM Cadillac assembly line unless you were there at the time.
Super cool, thanks for telling us about that!
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I used to live in the neighborhood of the excursion, and it is such a treat. Just a great event.
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Merry Christmas and Happy Holidays, all. May your cars start, run, and stop just as you want them to.
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This isn't the crowd that is happy to hear it, but I would guess that there will come a time when the option to do an EV conversion is an important way to keep old cars on the road — and maybe the most important way. We can say "no way" now, but give it time.
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Fun, although, to the extent anyone cares, also unconstitutional. The police are not allowed to pull people over just because they want to check out a neat car. (Sorry, I know no one likes the lawyers who show up in a car thread....)
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12 hours ago, edinmass said:
Interesting photo. Having driven early 30’s cars in deep snow, you certainly need chains to move or you get stuck very easy. Lester tires are absolutely the worst in snow, three inches and even on flat ground you go nowhere. Look at how the ladies have dresses on……….todays ladies wouldn’t even consider stepping into an un heated car without full ski gear on.
I know you're a phaeton snob, but I'll also point out this was a good time to have a convertible sedan instead!
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Can't say I have plans to put chains on my '34 convertible sedan, but then I live in California.
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Best wishes for a speedy recovery, Steve!
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On 11/30/2022 at 10:58 AM, StanleyRegister said:
When the aging people pass away, why don't the people who buy their Packards join the club? There must be about the same number of eligible Packards there as there were 20 years ago - why isn't there about the same number of club members?
Could be that a small number of collectors are gobbling up a lot of cars, or that cars are being inherited by family members that aren't very interested in car club membership. Both explanations are consistent with the same number of cars logging fewer miles per car; they are around, but not as often on the road. But I think it's also the reasons noted above; younger people today aren't as interested in the "club model" of paying dues and getting a newsletter.
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When I was a kid, I used to laugh that my parents didn't know how to program the VCR. It was so easy, how could they not figure that out? If they wanted a show recorded, they woud ask me to do it. And now, when I want to find a channel on the TV, I usually ask my kids how to do it....
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49 minutes ago, CatBird said:
I am reaching out to a friend in Phoenix about this. A little leery about the seller. I asked for additional pictures. Like take a pic inside the trunk and interior, but he said he has all the pictures in his ad.
I would be a whole lotta leery at this point.
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4 hours ago, John_Mereness said:
I also believe that if you have photos of your car new or a build sheet then you should follow that - even if you would not personally make that choice. And a little off topic - I also believe original data plates should be ignored as to their condition.
That's my personal view, too. In the case of my '35, it was originally the beige color and was repainted in the 70s with a cheap paint 70s-color job; as the cheap paint flakes off and rubs off, you can see the original beige on all of the body panels, the wheels, etc. The way I see it, there's a beige car underneath trying to come out! Add to that the 1970s vinyl upholstery, which is begging to be replaced with the original dark brown leather per early photos. I would have done it ages ago if it weren't so damn expensive. But, well, it's all so damn expensive.
Also agree as to data plates.
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Thanks, Walt, and Ed. The NY Times had a very interesting article about the PMMCO and its building back in 2006, in response to a request from Jim Pearsall, titled "When Packards and Other Dinosaurs Roamed Broadway"
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On 11/30/2022 at 6:22 AM, alsancle said:
I was thinking about starting a thread about finding your first post. The problem is that unless you are Ed and you refer back to it every month it requires some searching to find. My first post (which was before Ed) was responding to a guy that had inherited a Rollston bodied DV32 Stutz and was trying to figure out what to do with it. I still regret not buying that car.
Looking for my own, I found the curiosity below -- me before I had created the "1935Packard" name. And I can across a few others from "1935Packard" from later the same year, 2007, which was the year I came into possession of my '35. I remember getting the car back from the shop that got it running again around October, so that was around the ame time I created the Packard account. Exciting period. Tempus fugit.
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Fender skirts look fantastic on cars that are part of the 1940s-to-1960s aerodynamic movement, when they were trying to make cars look (to varying degrees) like teardrops or other aerodynamic shapes. The fender skirt ensures the consistency of the teardrop look. For example, I think an XK120 coupe looks much better with than without:
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How to start a car club
in General Discussion
Posted
I think you go about it by putting up flyers around, getting a few friends to commit, and then having a cars-and-coffee type event at a local mall or shopping area. Have a Facebook group to communicate with people. Don't do have dues and a newsletter, that's just a pain-in-the-you-know-what.