America’s Packard Museum is One of the Best Auto Museums in the USA

Car Collector magazine was not wrong when Dayton, Ohio’s America’s Packard Museum was picked as one of the “Top Ten” Auto Museums in The United States. This museum, located inside the 1917 original Packard dealership building, boasts as the “largest public collection of Packard automobiles and memorabilia anywhere in the world, with cars from 1903 to 1956.”

See also: Here’s a list of all cars (almost) inside the Henry Ford Museum

To be honest, this was the best car museum that I have been into that is located in a not-so-big city, such as Dayton. The museum features over 50 automobiles on display — everything well laid out and very easy to follow.

Below, I detailed most (if not all) of the automobile exhibits that you can see inside the museum.

1932 Twin Six Convertible Sedan by Murphy

The Walter M. Murphy Company of Pasadena, California is primarily remembered for its magnificent creations on Duesenberg chassis, though their coachwork can be found on the chassis of many manufacturers, including Packard. This example was the 21st custom bodied 1932 Packard Twin Six built, and was one of two in this body style by Murphy. It was built for the boat racing champion Gar Wood and delivered to him by the Grosse Pointe branch of Packard’s factory sales operation in Detroit. Its twin was destroyed by fire in the 1940s. This remarkable Convertible Sedan features the exceptionally rare “Murphy Disappearing Cowl.”

1930 Convertible Sedan by Brewster

Brewster & Co. of New York had a long and prestigious history dating back to 1810, building “Carriages for the American Gentleman,” a slogan they would later adopt. Best known for their work with Rolls-Royce of America, Brewster also built bodies for numerous other companies including a line of cars for Packard. At seven thousand dollars this was one of the most expensive cars offered by Packard in 1930. The Packard Model 745 chassis under this car is considered one of the best of the custom coachbuilding platforms, due it’s enormous wheelbase, powerful engine, and long hood.

1934 Super Eight Sport Phaeton

This Model 1104 Dual Cowl Sport Phaeton was constructed for the 1934 New York Auto Show. The unique color, dubbed “Orello” (a combination of orange and yellow) was never part of the Packard color catalogue, but one that could be seen in many adverts in the early 1930s. This rare example caught the attention of Herbert and Agnes Greer of Morganville, West Virginia attending the New York Auto Show and purchased specifically for their 16 year old daughter. She hated it’s color and complained it was difficult to drive. It remains in unrestored condition, though it still runs and drives as a Packard should!

1934 Super Eight 7-Passenger Touring

Packard was no stranger to parades and VIP transportation, their long wheelbases, beautiful styling, and open bodies were practically an invitation to feature celebrities waving to adoring crowds. This particular seven passenger touring is an excellent example of this use, as it was a favorite of such notables as General Dwight D. Eisenhower and Admiral Chester Nimitz. These heroes of WWII used this particular car both during and after the war, truly demonstrating their adoration for classic, pre-war styling.

1934 Coupe Roadster

“The Yardstick With Which to Measure All Fine Car Values.” This was the motto of the 1934 Standard Eights as Packard was confident that this line of cars were more affordable than it’s close competitors, even if their initial price was cheaper. Fuel economy, lower insurance rates, higher resale value, an average parts cost per car were just a few highlights of the low cost of ownership. The sales booklet asks, “You are paying for a Packard…Why not own one?”

1932 Light Eight Coupe Roadster

The Light Eight, with it’s distinctive “shovel-nose” front end, was produced for the 1932 model year only. It was Packard’s first foray into mid-priced automobile production, followed in 1935 by the 120 series. The deepening depression meant that many potential Packard owners were getting priced out of the market, and the Light Eight was intended to make Packard ownership possible for those feeling the squeeze of the tumbling economy. Unfortunately, the bargain price and attractive front of the Light Eight pulled so many potential buyers of the more profitable Standard Eight cars that the model was discontinued just 11 months after it’s introduction, with 6785 cars sold.

1932 Eight Club Sedan

1932 was one of the worst years for the auto industry. Packard did better than most, but did not meet shareholder expectations. Of all 8,742 units sold of this year car, 6,622 were the “Light Eight,” of which this car is an example. This particular car was not sold until June of 1933 and was equipped with the optional “dress up kit,” which updated the front end with a 1933-style grille. This was a common addition for 1932 models still awaiting a buyer. This particular car was initially produced with a phaeton body, and was changed to a Twin Six club sedan body by the local dealer- not an uncommon practice of the day.

1928 Jesse Vincent Speedster

In 1927, Jesse Vincent, head of Packard engineering, was given permission to build a special speedster to demonstrate the abilities of the 2 1/2 mile banked oval at the newly-constructed Proving Grounds. He used the opportunity to construct this wonderful car, which was used not only to impress celebrities and dignitaries, but to serve as the testbed for much of the Speedster-series drivetrain parts. It was constructed using the lightest single-six chassis, the largest (and highly modified) straight eight engine, and a special lightweight and aerodynamic aluminum body. It was clocked at over 129mph on the oval track, and was often used by Vincent to commute from his home in Grosse Point! In 1929 Charles Lindberg drove the car at 112mph, saying that it was the fastest he had ever gone “…on the ground!

1934 Super Eight Club Sedan

Mrs. Maude Gamble Nippert, the daughter of James N. Gamble (inventor of Ivory Soap) purchased this car new from the Citizens Motorcar Company in Cincinnati, Ohio. She always drove the car herself, which was rare for a woman of substance at that time. Maude was a firm believer in the hereafter and, when she passed away in 1937, her will stipulated that the car be regularly maintained to be ready for her return. The family respected her wishes until the death of her last heir 2012.

1933 Eight Touring

It was the height of the Great Depression when Col. William Procter, former head of Procter & Gamble, purchased this car new from the Citizens Motorcar Company in Cincinnati, Ohio. Never a fan of opulent displays of wealth, he special-ordered this car, having it painted a dull battleship gray with no chrome trim or any other adornment. Col. Proctor only lived a few months after he purchased the car and it was stored for many years in a carriage house on the Procter estate until it was donated to the Museum in its original condition. This car is testament to the Packard tradition of always catering to its customers requests … no matter what.

1941 180 Custom 8 Sport Brougham by LeBaron

Some of the most luxurious custom-body cars ever built came from Packard and LeBaron, one of the few custom body manufacturers to survive the depression, was its preferred supplier. The Hollywood set loved custom Packards and the LeBaron 180, with its flawless workmanship and perfectly executed design, was the automobile of choice for Tinsel Town’s most elite stars. Sadly, by the dawn of World War II, the custom body era was coming to a close. This car was one of the last truly custom-built Packards produced.

1919 Model E Five Ton Truck

Henry Joy was a man of many innovations, and he saw an automotive market application “that will not be subject to seasons as in the purely pleasure vehicle,” a quote directed at James Ward Packard. That conversation lead to the conversion of a Packard Model F into a delivery vehicle used for various errands around the factory, and a proof of concept for the Packard trucks to come. Packard trucks went into full swing production in 1908. In 1916 Packard trucks went “Behind the Guns! Backbone of the Army Transport” for the war effort. 4000 units would be produced that year for the U.S. Army, almost twice that of their passenger cars. 1923 was the last year for Packard trucks. This example was originally owned by Barney Pollard of Detroit.

1928 Six Convertible Sedan

1928 was a record year for Packard, with a profit of $21,000,000- a feat no doubt lamented by Cadillac. The smaller Packards were always the strongest sellers, spurring Cadillac to introduced the competing LaSalle for 1927, essentially a smaller and cheaper car of their own.. Initially the price point was to be below the cost of a Packard Six, but Packard responded quickly by dropping the price of the Six below that of the new LaSalle. Despite Cadillac’s efforts, nearly double the number of the small Packards were sold in 1927 and 1928. Despite this success, 1928 was to be the last year of the “Six” as the shift to Eights -and Twelves- was to dominate the 1930s.

1924 Single Six Touring

Packard worked hard to maintain a good working relationship with it’s dealership network, and would often solicit advice on ways to improve cars and make them more marketable. The 1924 Six models were one of the best examples of this, as dealers were adamant about the addition of front brakes, while most cars up until that point had rear brakes only, making driving at speed dangerous. 1924 was the first year that the more practical, closed bodied cars outsold convertibles, a trend that continues today.

1903 Model K Grey Wolf Racer

James Ward Packard was a champion of large displacement, single cylinder engines, and it wasn’t until the arrival of Charles Schmidt to Packard that the possibility of multi-cylinder engines was considered. Schmidt took over engineering and design at Packard in 1903, and the Model K followed shortly after. The larger and more powerful Model K was a leap forward for Packard.

One Model K engine was pulled from the line for special duty- to power Packard’s new racing car. Known as the Grey Wolf, this special, lightweight and streamlined car was raced on Ormond Beach at the speed trials in 1904, setting the record in it’s class at 77.59 miles per hour. It went on to place fourth at the inaugural Vanderbilt Cup race.

1914 Model 4-48 Runabout

By 1914 Packard had become synonymous with refinement and quality. Packard was proud of their new “Dominant Six” putting the massive 525 cubic inch engine to the test running it for twelve-and-one-half days straight, through 21.7 million revolutions and 1438 gallons of fuel in a testament to their engineering. While Packard had many firsts, it was Dayton native Charles Kettering was to put the first electric starter on a Cadillac in 1911 it take long until Packard made it standard on the 1914 models introduced in April 1913. These cars boasted 37 inch tires over wood spoke wheels, electric head and side lamps, aluminum bodies, and the soon-to-be-standardized left hand drive.

1937 Twelve Touring Sedan

1937 was a significant change for the senior Packards, with independent front suspension, hydraulic brakes, a steeper grille angle. This car was converted to run on either propane or gasoline early in it’s life. With the recent resurgence of alternative fuel and dual-fuel vehicles, this car stands as testament to the old adage “There is nothing new under the sun!”

1936 One Twenty Convertible Sedan

The One-Twenty, named after it’s 120 inch wheelbase, was introduced in 1935 with one goal: make a Packard affordable. This idea was caused by a market shift as the Great Depression slowed sales of expensive, coach built cars. Meant to be a line production car, the 120 was smaller, lighter and came with the first hydraulic brakes and independent front suspension. The more expensive senior line maintained the straight axle and mechanical brakes through 1936. This caused some dismay among elitist Packard owners, as some felt that the more expensive cars should carry of the improvements of the cheaper cars, if not more. Some claim that this car was the beginning of the end for Packard, but without the One-Twenty they would have met the same demise as many independent car manufactures did in the 1930s. 1936 was the first year for the One-Twenty Convertible Sedan body.

1948 Henny Landau 3-Way Hearse

In the 1972 Francis Ford Coppola movie “The Godfather” mob boss Don Vito Corleone (Marlon Brando) is taken to the cemetery in this beautiful hearse. “The Godfather” was nominated for ten Oscars and won three, including Best Picture, and Best Actor for Brando. Henney Body, of Freeport, Illinois produced a total of 1,941 professional cars in 1948, the majority of which were hearses and ambulances. This hearse is called a “Nu-3-Way Side Servicing Car” because it enables the user to load and unload caskets from both sides and the rear of the vehicle.

1946 Clipper Deluxe 8

The beautiful Clipper body was designed by Howard “Dutch” Darrin, and first produced in 1941. World War Two halted production for several years, but at the conclusion of the war Packard dusted off the Clipper tooling and went back to work producing these wonderful cars for the 1946 and 1947 model years. All Packard Clipper bodies were produced by Briggs, a coach builder in Detroit with whom Packard had a long relationship. With the exception of one repaint and the addition of radial tires, this example is in unrestored condition. This vehicle is one of just two 1946 Clipper Deluxe 8 cars to remain.

1948 Six Taxi Cab

Packard had numerous professional cars produced in the decades before World War 11 vet didn’t get active in the Taxi market until 1941. All taxis were based on smaller, junior cars equipped with six cylinder engines, sat on a shorter chassis with a shorter hood and fenders, yet shared their stamped firewall-back sheetmetal of the larger more powerful siblings. One unique trait to this model is the words “PACKARD CAB” replacing the hours on the clock in the gauge cluster. This exhibit is one of 683 made like it for professional use.

1939 Convertible Victoria by Darrin

After 14 years in Paris, first under the Hibbard and Darrin name and later Fernandez and Darrin, Howard “Dutch” Darrin returned to America and set up shop under his name alone. In this period from 1937 to 1941, he is best known for the cars that he created on Packard chassis. The majority of the 16 Packard Darrins constructed in Hollywood were constructed on smaller 120 chassis, with only two constructed on the larger Super 8 chassis. This beautiful Super 8 Darrin was completed after the introduction of the 1940 model Packards, and the purchaser requested that the new 1940 front end be fitted- which it was. Among the buyers of these “Hollywood Darrins” were stars Errol Flynn, Gene Krupa, Al Jolson, and Clark Gable.

1941 One Eighty Convertible Victoria by Darrin

Though Howard “Dutch” Darrin had been doing custom coachwork on Packards since the early ’20s, he is best known for his ’39-’42 Convertible Victorias with their cut-down doors, long and low hood line, and padded dash. This example was built for the New York auto show It is the only 1941 Packard Darrin with dual sidemounts and running boards, as well as the only monochromatic 1941 Darrin. It was purchased from Packard’s New York dealership on May 1st, 1941 by John “Shipwreck” Kell); a New York Giant halfback, and Gotham celebrity who was married to debutante Brenda Frazier (on whom the “Brenda Starr” comics were based). After the War, Kelly sold the Darrin to Alfred Deck of Greenwich, Connecticut who kept it until his death in 1998. This car is all original and unrestored.

1928 Custom Eight Convertible Sedan by Hibbard and Darrin

Carosserie Hibbard et Darrin was based in Paris, France and was founded by Thomas L. Hibbard and his partner Howard “Dutch” Darrin. Thomas Hibbard and Raymond Dietrich were the founders of LeBaron, Carosserie in New York after being fired from Brewster & Co in 1920. It was at LeBaron that Thomas Hibbard met Dutch Darrin. The two became friends, and went to Europe to sell custom cars, and decided to stay put in Paris to build cars there. The Parisian Packard dealer, Monsieur Barbezat, sold a number of Hibbard and Darrin cars, including this one, to an Argentinean National. The engine is a 384.8 cubic inch straight eight sitting on a 143 inch wheelbase and features a division window. It is believed that only one such car was built. There are many interesting design features on this automobile including a three position top, Marchal Headlights and an elaborate interior.

1953 Henny Executive Sedan

For several decades Hennev Body of Freeport, Illinois used Senior Packards for their professional cars, including everything from ambulances and hearses to limousines and executive sedans. Packard outfitted extended wheelbase chassis with the most powerful drivelines available, coupled with an array of factory options. Henny would proceed to modify cars by extending and raising the height of the roof, adding new window glass, and modifying the rear of the vehicle, all depending on the application. This particular car was the first to executive sedan made by Hennev for 1953.

1941 Clipper Six Army Staff Car

During World War II, many officers and high brass used high-end civilian cars retrofitted for military usage. These cars often would have extra lights, headlight covers for light discipline, mounts for rifles and Thompson submachine guns, and in the case of Dwight D. Eisenhower’s Packard, air conditioning. Eisenhower and Douglas MacArthur famously both used Packard Clippers during the war. Packard’s reliability, ease of service, and robust construction made them a logical choice for service in remote and unforgiving areas.

1956 Caribbean Hardtop

The waning years of Packard were not their worst. With power and design on their side they would not go quietly. June 25, 1956 was the last day “Packard made a Packard” their swan song was this gentleman’s coupe of excellent refinement. Its vinyl roof, larger engine and Caribbean trim separated it from the 400, it’s high end, hardtop sibling.

263 hardtop Caribbeans were manufactured for 1956.

1956 Caribbean Convertible

Changes between ’55 and ’56 were small but numerous, most notably was the shape of the front fender headlight buckets which now sported a much more aggressive overhang. The interior now featured reversible seat cushions featuring both leather and cloth materials and an optional push button, steering column mounted gear selector. These cars carried the most powerful automobile engine Packard ever produced, a 90 degree V8 with overhead valves, with increased displacement now producing 310 horsepower, 405 pound/feet of torque, with help from not just one, but two Rochester 4 barrel carburetors. 276 convertible Caribbeans were made in 1956.

1955 Caribbean

1955 saw a completely new line of cars for Packard, with several sorely needed engineering and design changes. The cars featured more aggressive and contemporary angles, decor panels, and a wide variety of paint schemes. Peaked fenders, “dagmar” bullet front bumper, rear bumpers that surrounded the exhaust exit, completely new grille design with the signature “ox yoke” shape, twin retractable antennas, and beautiful “cathedral taillights” were but a few key improvements.

Technically the car was very advanced with clever “Torsion Level Ride.” 1955 was the first year for 12 volt electrics with a negative ground, and the long awaited overhead-valve V8 with an impressive 275 horsepower output. Just 500 Caribbeans were produced for 1955.

1954 Caribbean

While the 1954 Caribbean looks similar to the 1953 at a glance, many new refinements were made to the styling. Toward the rear the fenders were now dropped low with removable skirts, a style that was fashionable at the time, along with new headlight rings marking the difference between the senior and junior series Packards. The rear beltline now had brig dividing it horizontally, allowing the iconic two tone paint scheme.

Still missing was a V8; in its place the venerable straight eight was bumped to 359 cubic inches over 327 and the compression ratio was raised to 8.7:1 allowing for 212 horsepower, 330 pounds/feet of torque. A total of 400 Caribbeans were produced in 1954.

1948 Custom Eight Convertible

Introduced on July 25, 1947 the Custom Eight Victoria Convertible Coupe was on the very top of Packard’s New for Eights for ’48, featuring an all new design. The Custom Convertible separated itself by having an “e crate” grille front and rear, twin lower stainless side moulding, leather interior, and Cormorant hood ornament. All convertibles featured a cross braced chassis to ensure a solid ride and hydraulic-operated windows and top however the Custom Convertibles featured a hydraulically adjustable front seat and a seven inch longer wheelbase.

1951 200 Club Sedan

Jean Trevoux had piloted several Packards in the Carrera Panamericana II, a dangerous border to border race that spans the entire length of Mexico. In November 1951 he raced a 1951 Packard and came in fifth overall, with help from his teenage mechanic Pablo Merrigan. What the car lacked in agility it more than made up for in raw power.

In 1995 Pablo completed restoration of this car with its original livery and equipment, allowing its entrance into the newly re-established infamous race. The car sits now having battered almost ten thousand miles of racing after running the 1996, ’97, ’98, and 1999 races. The car is maintained in running condition and is actively raced.

1946 Custom Super Clipper

Introduced in 1941, the Clip-Der was an all new contemporary design by famed designer Dutch Darrin. Lower and wilier than any car Packard had previously produced it was a truly modern car, but introduced with terrible timing. Only a handful of Clippers were produced for 1942, as Packard went “All out on engines” due to the onset of America’s involvement in World War II. Reintroduced for 1946, salesman literature was ripe with Packard war effort bravado, but also extensively spoke of exterior and interior refinement, ride quality, and engine performance- all of which were top rated amongst their competitors. This particular car was owned and operated by the DuPont family of E. I. du Pont de Nemours and Company. DuPont famously owned a stake in General Motors, vet still chose to drive a Packard.

1950 Station Sedan

A true car for suburbanites, the station sedan was introduced as one of the “All New Eights for ’48,”, and remains the only station wagon Packard produced on East Grand Boulevard.

Most notably the car features wood panels on both the doors and above the beltline. The cargo area is also finished in wood with steel runners that go up the back of the rear seat and also the tailgate which when both are laid down total almost nine feet in length.

1950 saw facelift changes to all models except the Station Sedan.

1954 Clipper Deluxe Sedan

The Clipper line was designed to be a car with “Packard-built quality at a medium car price.” The public no doubt took well to this idea as one in four Packards sold in 1954 were Clipper Deluxe Sedans. Unique features to Clippers showcased a spear-like rear fender and tail light configuration and a special gauge cluster. Standard features to this model included the larger 327 cubic inch “Thunderbolt” straight eight, “Easamatic” power brakes, and a “Gear-Start” Ultramatic that shifted from low to high gear ranges automatically.

1950 Custom Station Sedan

The Station Sedan was never intended as a flagship model, rather a car of utility; however one 1950 sales brochure depicts a car that claims otherwise. That sales brochure depicts this car-it’s long wheelbase, “Sylvan Green” paint, speared side moulding, and oval taillights are all indicative of the Custom line, though no production Station Sedans were produced in that configuration. Notably the wood paneling below the beltline was foregone, creating a much more elegant and refined aesthetic. This car is not a production vehicle, but rather a design study of what could have been.

1930 Model 734 Boat-Tail Speedster

The Packard 734 Speedster series was designed with three things in mind: quality, speed, and style. They were built in Packard’s own new custom body shop located right on the campus of the East Grand Boulevard plant. The successor to the beloved 626 Speedster, the 734 was a low slung machine capable of speeds in excess of 100 miles an hour, a rare feat for it’s time. The 734 Speedster was offered as a Boattail, Phaeton, Sedan, and Victoria Coupe, with a Roadster body offered later in production. A total of 150 734 Speedsters were produced in all body styles in 1930; the series was discontinued for 1931. It is believed that 39 Speedster boattails were built, of which only 11 survive.

1930 Convertible Sedan by Brewster

Brewster & Co. of New York had a long and prestigious history dating back to 1810, building “Carriages for the American Gentleman,” a slogan they would later adopt. Best known for their work with Rolls-Royce of America, Brewster also built bodies for numerous other companies including a line of cars for Packard. At seven thousand dollars this was one of the most expensive cars offered by Packard in 1930. The Packard Model 745 chassis under this car is considered one of the best of the custom coachbuilding platforms, due it’s enormous wheelbase, powerful engine, and long hood.

Where to find the museum?

Address: 420 S. Ludlow Street Dayton OH 45402 US
For directions, here is a link to Google Map.

How much is the entrance fee?

The fee to enter the museum is very minimal.
Adults: $6
Seniors: $5
Students: Free

What are the visiting hours?

The museum is open daily from noon to 5PM; except Easter, Thanksgiving, Christmas, and New Years Day!

Do you want to volunteer?

The museum is looking for volunteers, the enthusiastic car lovers and anyone who has few hours to give. Contact the museum via:

Phone:  (937) 226-1710
E-mail: dbadger@americaspackardmuseum.org 

How long will it take to see everything?

Spare at least an hour to see every display inside the museum.

Is there a parking location?

I visited the museum on a Saturday. I was expecting a busy day since it was a weekend. To the contrary, there was only a couple of visitors that day. And where did I park? I parked on the side of the road, just outside the museum’s entrance.

Credit: America’s Packard Museum