Ask The Man Who Owns One
1932 Packard Twin Six Sport Phaeton
Amidst the backdrop of the economic turmoil that marked the onset of the 1930s, several prominent American luxury car manufacturers grappled with the idea of introducing more affordable models to bolster their financial stability. In 1927, Cadillac had ventured into the mid-priced segment with the LaSalle, but over at its rival, Packard, discussions on offering an entry-level model were fraught with debate. The board of directors expressed concerns about the potential risk of diluting the prestigious Packard name or alienating their loyal, high-end clientele who cherished the brand's exclusivity. Simultaneously, dealers were clamoring for a broader product range to cater to a wider audience. The introduction of the mid-priced "Shovelnose" 900 in 1932 laid bare the complex relationship between the board and dealers. Within a single model year, the 900 was discontinued, underscoring the internal tensions.
Nonetheless, Packard remained steadfast in its commitment to serving its traditional clientele, offering a range of flagship models that exuded the same opulence and grandeur as ever. In 1932, in response to Cadillac's foray into the multi-cylinder realm, Packard revived its iconic Twin-Six model, which had been absent for nine years. The revived Twin-Six featured a remarkable 67-degree L-head V12 engine, delivering a robust 160 horsepower and 322 lb/ft of torque. While not as technologically advanced as Cadillac's overhead-valve Sixteen, the Packard Twin Six matched its power with unparalleled refinement and dependability. Accompanying this formidable V12 engine was a novel X-braced chassis, equipped with four-wheel vacuum-assisted brakes, a synchronized gearbox, and Packard's meticulous engineering of steering and suspension.
Few would contest the Packard Twin Six's standing as one of the finest production cars of its era. Prices ranged from $3,650 to over $7,000 for long-wheelbase models with Packard's renowned Individual Custom coachwork. In a prelude to the challenging economic climate of the coming years, only 549 fortunate individuals chose to invest in a Twin-Six. Today, just as when it was newly introduced, the Packard Twin Six ranks among the most coveted automobiles of the Classic Era, celebrated for its exquisite style and exceptional performance.
Raymond Dietrich’s reputation was beyond reproach among stylists of the late 1920s and early 1930s, and his designs provided welcome new ideas and concepts for Packard’s own coachwork. With the 9th series, Dietrich performed some of his best work; beautiful, elegant machines that made the best of Packard’s fabulous new chassis that was larger, more powerful and faster than any standard model that preceded it. In particular, the “Individual Custom by Dietrich” bodies, which were custom tailored for the flagship senior Packard Chassis (9th, 10th and 11th series) truly reflected the masterful talent of Dietrich. Though they could be purchased directly from a Packard dealer, they were hugely expensive, representing the most costly models available aside from true one-off custom coachwork. Each body was custom-tailored to the buyer’s wishes and in many ways they were the last truly custom Dietrich bodies, as later production cars wearing the Dietrich name simply borrowed styling cues from earlier Individual Customs. Even after Dietrich’s ouster from the firm that bore his name, his influence was felt on Packard’s design catalog for many years to come, and Dietrich-bodied Packards continue to draw attention from collectors and enthusiasts for their impeccable, breathtaking style.
Hyman Ltd
Ask The Man Who Owns One
1932 Packard Twin Six Sport Phaeton
Amidst the backdrop of the economic turmoil that marked the onset of the 1930s, several prominent American luxury car manufacturers grappled with the idea of introducing more affordable models to bolster their financial stability. In 1927, Cadillac had ventured into the mid-priced segment with the LaSalle, but over at its rival, Packard, discussions on offering an entry-level model were fraught with debate. The board of directors expressed concerns about the potential risk of diluting the prestigious Packard name or alienating their loyal, high-end clientele who cherished the brand's exclusivity. Simultaneously, dealers were clamoring for a broader product range to cater to a wider audience. The introduction of the mid-priced "Shovelnose" 900 in 1932 laid bare the complex relationship between the board and dealers. Within a single model year, the 900 was discontinued, underscoring the internal tensions.
Nonetheless, Packard remained steadfast in its commitment to serving its traditional clientele, offering a range of flagship models that exuded the same opulence and grandeur as ever. In 1932, in response to Cadillac's foray into the multi-cylinder realm, Packard revived its iconic Twin-Six model, which had been absent for nine years. The revived Twin-Six featured a remarkable 67-degree L-head V12 engine, delivering a robust 160 horsepower and 322 lb/ft of torque. While not as technologically advanced as Cadillac's overhead-valve Sixteen, the Packard Twin Six matched its power with unparalleled refinement and dependability. Accompanying this formidable V12 engine was a novel X-braced chassis, equipped with four-wheel vacuum-assisted brakes, a synchronized gearbox, and Packard's meticulous engineering of steering and suspension.
Few would contest the Packard Twin Six's standing as one of the finest production cars of its era. Prices ranged from $3,650 to over $7,000 for long-wheelbase models with Packard's renowned Individual Custom coachwork. In a prelude to the challenging economic climate of the coming years, only 549 fortunate individuals chose to invest in a Twin-Six. Today, just as when it was newly introduced, the Packard Twin Six ranks among the most coveted automobiles of the Classic Era, celebrated for its exquisite style and exceptional performance.
Raymond Dietrich’s reputation was beyond reproach among stylists of the late 1920s and early 1930s, and his designs provided welcome new ideas and concepts for Packard’s own coachwork. With the 9th series, Dietrich performed some of his best work; beautiful, elegant machines that made the best of Packard’s fabulous new chassis that was larger, more powerful and faster than any standard model that preceded it. In particular, the “Individual Custom by Dietrich” bodies, which were custom tailored for the flagship senior Packard Chassis (9th, 10th and 11th series) truly reflected the masterful talent of Dietrich. Though they could be purchased directly from a Packard dealer, they were hugely expensive, representing the most costly models available aside from true one-off custom coachwork. Each body was custom-tailored to the buyer’s wishes and in many ways they were the last truly custom Dietrich bodies, as later production cars wearing the Dietrich name simply borrowed styling cues from earlier Individual Customs. Even after Dietrich’s ouster from the firm that bore his name, his influence was felt on Packard’s design catalog for many years to come, and Dietrich-bodied Packards continue to draw attention from collectors and enthusiasts for their impeccable, breathtaking style.
Hyman Ltd