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Cover
For women to be the sole owner of Packards in not too common in NPOC, but cars from 1937 seem to have a particular attraction to women. The cover shows Kirsi Sänkiahos 120CD Club Sedan in luscious summer greenery and on the back cover we see Kristina Idner’s 1502 Touring Limousine. In this issue you can read about Harald Nissen-Lie’s restoration of his 1508 Convertible Sedan, a report from Haraldleken and an interesting meeting with a Russian with extensive knowledge of Packard and ZIS cars in Russia.
Page 3
Packard Reflections
By Bertil Dimander
In these times of, in certain cases, extreme environmental concerns, one sometimes wonder why our cars are still propelled by Otto engines, a more than one hundred year old invention. Is it because that engine is unsurpassed, or because other designs have been deemed uneconomical? It may well be that the steam and electric cars around the turn of the past century do not have the future before them, but there must be other solutions. After all, it’s hard to believe that the auto industry will continue to build products that will be legislated out of existence in their present form in the future. Cars will, of course, continue to be made, but adapted to current conditions. It’s unthinkable that any manufacturer, regardless of industry, would continue to make unsalable products.
Even if the basic concept with the internal combustion engine remains the same, engines have of course evolved over time, in recent years − seen in an auto-historic light − with new materials, electronics and advanced engineering. But how about everything else? Are all the changes due to technologic development and modern manufacturing methods? Well, some of the changes may be so explained, but hasn’t there also been adaptation to current conditions, such as road quality, traffic intensity, safety thinking? And is everything for the better?
Some time ago I read an article on this theme and what caught my attention was that the author in one context said that a 1940 Packard Super Eight with the 356 cubic inch engine accelerates like a modern car and, if equipped with overdrive, could cruise all day long at turnpike speed. The reason that my eye caught that sentence is that Maddi and I have that kind of a car, but without Econo-Drive, unfortunately. We can still concur with the statement above.
But back to the comparison between then and now. I take the liberty of borrowing some views from the above mentioned article and the views expressed there conform well with our position. You always hear that today’s cars, TVs, appliances and tools are better than yesterday’s. In may ways they are, I suppose, and may things can today be accomplished by just pressing a button, but can we be absolutely sure that electronics are superior to mechanics in every way?
The reason for yesterday’s larger wheel diameter was the uneven dirt roads with pot holes and wash-board surfaces, and narrower tires to negotiate snow and mud. The softer springs and the beefy suspension also helped make the journey on poor roads as pleasant as possible. Packard’s unequalled suspension system, Torsion-Level, from the mid-1950s removed the effects of still at that time uneven roads like magic. Unfortunately the system went into the grave with Packard. Two spares in the front fenders were not mounted on pre-war Packards just to look pretty, but for practical reasons. Before WWII there were still a lot of horses on the road and horseshoe-nails were a common reason for flat tires.
Most technical objects at the time, such as cars, were built to last as long as possible. Today we seem to expect similar things to have a life of ten years. Compare, for example, yesterday’s cast iron pistons that worked in an engine block of the same material, and hence had the same properties. The pistons could be installed with very tight tolerances and if the engine was run with reason it would last a very long time.
With today’s technology and advanced aids, it isn’t very difficult to build a car that is both fast and economical and well suited for driving on good roads. Of course there are shopping tractors and SUVs that can be taken off-road, but their designers have access to the same technology. Consider the problems automobile designers were faced with a hundred years ago. They virtually had to design off-the-road vehicles for the roads of the time, until then used only with horse and buggy.
Page 4-5
Haraldleken 2007
Text: Helena Brogren Photography: Hans Schmidtz, Pär Lindgren
Haraldleken this year attracted five Packards and a number of Packard enthusiasts in “ugly cars.” We assembled at a gas station in Södertälje and after the usual tire-kicking and conversations about − surprise, surprise − car restoration, car repairs, car polishing, etc., it was time for a drive on narrow, winding roads through an absolutely captivating spring landscape to our goal for the day, Sparreholm Manor. First a picnic lunch and then the lord of the manor, Helge Karinen, a long-time car collector, guided us through his car museum and collections of other things, such as scooters, carriages, model cars, sleds, bicycles, calashes, music boxes and two rooms full of juke boxes, the latter an orgy of lights and baubles.
An interesting day and everybody lived happily ever after!
Pencil-pusher
Your ugly-car-riding reporter
Helena Brogren
Page 6
Since last
Denmark
Welcome Kim Olsen! Kim has been the owner of a 1956 Patrician for a couple of years and he has been driving around in the Hvidovre vicinity without anybody noticing. (There are now five Packard owners within a radius of about 3 kilometers i Hvidovre.)
Norway
Harald Nissen Lie St. reports from a local meet in Sandefjord. Some 14 people met up at Wallentin’s restoration shop in Sandefjord for a spring talk about the winter’s activities. There is always a lot to see and learn at the Wallentin shop. New member Ole Jørgen Greva showed up with a 1955 Patrician.
Sweden
Former member Lars Henriksson in Skå has re-joined NPOC. He is now looking for a suitable 1955 or 1956. Number 7/2007 of Swedish magazine NOSTALGIA contains a piece from the Båstad Classic Car Show and a picture of a Danish “unrestored 1929 Packard in exquisite patina condition.” The picture shows a 1930 Cadillac V12 from 1930 that blocks the view of a dark blue or black Phaeton or Touring that is not listed in NPOC’s 2007 roster. The visitors at this year’s Elmia trade show could feast their eyes on Jan Deijenberg’s 1956 5688 Caribbean Convertible
Page 8-13
A ten-year restoration project
1937 Packard 1508, 12 cylinder, Convertible Sedan 1073. Article II.
Text and photography: Harald M. Nissen-Lie sen.
1998
In the first article I told the early history of when the car came to Norway at Christmas- time in 1997. The car was brought to NPOC member John Wallentin’s shop and disassembly began by saving all body parts that could be used and sending them for sandblasting. The dash and other parts were sent to USA for wood-graining. A total of 224 rubber parts were acquired. The radio was removed and sent to Sweden for overhaul.
1999
Large shipments of chromed parts came from USA. From USA also came reproduced convertible pillars made by a fellow who borrowed a pair from an owner of a similar car as models. An oil filter and driving lights were acquired. The body was sent out for sandblasting and all wood was removed to be used as models for reproduction.
2000
King pins were bought at Hershey this year, and luggage rack moldings as well as original color chips from 1937.
2001
The big disassembly was well underway. The engine was disassembled and attempts were made to repair the cylinder heads in Norway, but to no avail. New heads were ordered from USA, but delivery was slow.
Caption:
This is the parts car, which in spite of the way it looks didn’t have a lot of miles on it. The Convertible Sedan can be seen at the back of the garage.
2002
“Some” new parts were needed for the engine: pistons, rings, valves, valve guides and valve springs, valve seats, timing chain, head gaskets, timing cover and manifold gaskets. Towards the end of the year the crank was ground by a shop in Oslo.
2003
Chrome work was extensive on this car. This was also the year for major wood work. Ash planks were bought for USA and all wood in the entire body including doors was renewed.
Picture captions:
1. A miserable sight. The carpet had fared better than the wood underneath.
2. Imposing twin horns on the firewall.
3. Some of the wood was so rotten that only slivers existed.
4. You can still see that it’s a Packard.
5. The rear looks rusty but didn’t look too bad after sandblasting.
6. This is how John got with the car at his old shop in Larvik before being transported to the new facilities in Sandefjord.
2004
The water pump needed new bearings, and the generator and starter were overhauled. As were carburetor, distributor, clutch assembly, fuel pump, oil pump, oil cooler and the result was “better than new.”
There was a steady stream of parcels from USA: acorn cylinder head nuts and washers, cylinder head studs, parts for the starter, distributor and generator. The camshaft cam back from USA after grinding. The cylinder block was bored and decked.
The body was hauled to Kåre Finstad’s shop, both for woodwork and fitting panels and fenders. Kåre worked on it during summer and fall, while in and out of the hospital. This became the last of many veteran cars worked on.
While the frame and body was in Kåre’s shop, John was busy with the engine. That fall John came back from Hershey with heavy luggage: Mechanical parts including stainless rivets for the convertible mechanism, 60 kilograms of restored valve lifter bodies. This was also the year when a lot of assembly was done, including doors with locks and latches, windows, fenders, etc.
2005
In the beginning of the year the body was again removed from the frame and all chassis parts were installed, including steering, steering wheel, brake lines, brake assemblies, springs, pedal assembly, tubing, wiring and vacuum tank.
After some final fitting the car was delivered to the painter. We brought out the color chart and settled for one of the dark blue colors.
Work continued on the frame and sub-assemblies like transmission, rear axle, springs and shock absorbers were restored. The best sources for these jobs were sought out. This included wheel cylinders and master cylinder, throw-out bearing, handbrake wire, oil filter brackets, universal joints, ball and socket assemblies, etc.
Parts continued to arrive from USA: running board matting, luggage rack medallion, the Packard 12 emblem for the grill, rear window frame, battery box and the left rear bumper bracket. By year’s end 225 hours had been spent on body prep work.
Picture captions:
1. The rear axle.
2. Not a single detail or part has escaped John’s critical inspection and restoration.
3. Re-arched rear springs.
4. A sub-assembly that deserves to be photographed on the bench, but it was too heavy for two people. A crane was needed to take it down to the floor.
5. The instrument panel is just as nice on both sides.
6. Here the right front door has been fitted with new wood and new hinges. Locks and risers also had to be restored.
2006
Deliveries of chrome parts continued to come in. John’s shelf with finished parts glistened. Between the heavy work John kept busy as a “watchmaker” refinishing, lubricating and adjusting all instruments. All locks were renewed so that the ignition key works with all doors and the other key works the glove compartment and the trunk.
And then there was the gas tank. Two tanks were used, split in half and then the two top parts welded together to make a tank that was as good as new. The sending unit was rebuilt. Like all other chassis parts, the tank was powder-coated.
More stuff arrived from USA: lock cylinders, dimmer switch, steering parts, running board moldings, head light lenses and courtesy lights for the rear fenders. More chrome parts also arrived and the painter began to deliver fenders and doors. Parts that John didn’t approve were sent back.
Final assembly began in earnest after summer. Front and rear suspension, transmission, vacuum tank and more. The six wheels received the necessary attention, which included cleaning, boiling, sand blasting, truing and powder coating. New hydraulic lines and a complete cable harness were installed.
Picture captions:
1. One of scores of deliveries of shiny parts.
2. Perhaps somebody would like the job of installing “new” parts on a “new frame.”
3. When Kåre Finstad was done with the body John installed it on the frame and fitted doors and fenders before it was taken apart again.
4. Kåre Finstad outside his modest and cramped shop in Øvre Snertingsdal a few weeks before his last restoration job was completed.
2007
The year began with more deliveries from the chrome plater. All the shiny parts for the driving lights, door sills, trunk handle, gas pedal, headlight moldings and the steering wheel, a complicated issue in itself.
The window frames proved to be a surprisingly big job. They were in terrible condition and had to be welded in the corners and ground and polished to eliminate scratches and gouges. A warning here for cost over-runs: It took this supplier 280 hours to do the job.
In January the car received its six new tires. New hub cap clips were made by John and the wheels were balanced. The body arrived from the painter, but before it could be placed on the chassis, John had to put some final touches on parts that would be hidden once the body was in place.
The original convertible top bows and mechanism were saved to serve as patterns. Before the car goes to the upholsterer the top must work perfectly. John will have to apply his carpentry skills.
We have now come to the end of March 2007 and John has put close to 3,000 hours into the car, the painter 300 to 400 hours and other suppliers about 2,000 hours. I will be describing the remaining work in an article which I won’t be able to write until towards the end of 2007.
Picture caption:
Here 4 of the 6 tires are mounted after 10 years of storage.
Page 14-16
Traditional cultural evening with ZIS
Text: Johan Berg Photography: Hans Schmidtz
There is a group of us that usually take Ole Böök out for a cultural evening every year when he is in Stockholm for work. Over the years, the core group has consisted of Håkan and Göran Sjöholm, Bosse Rönnbäck and the oversigned. This year the group was expanded to include Olle Larsson, Jerry Grandin, Raoul af Forselles, Hans Schmidtz and Tore Sjöholm (99 years in August) from NPOC, plus an interpreter and my friend Janne, who has helped me with my cars. The program for previous cultural evenings has included visits with boats, cars and people involved with same. This year I had invited to Stockholm Vladimir Kireev, a Russian − hence the interpreter − who is an expert on the Russian auto industry. Since I have a ZIS 110 under restoration, I had come into contact with Vladimir via Russian acquaintances in Moscow and invited him to Stockholm.
Vladimir arrived in Sweden Friday, March 16 and was picked up at Arlanda in Håkan’s 1947 Packard Clipper deLuxe. After dinner at Håkan’s spacious home in Bromma, the floor was Vladimir’s.
He told us that he is 35 years old and has been interested in cars since age five. He works at the Kremlin as a government employee. In the beginning of March he was responsible for a major car show in Moscow where cars of all kinds were exhibited, among them many Russian-built vehicles.
He told us that Stalin loved cars and was an admirer of Packards in particular. He had owned six of them. It has previously been said that ZIS received dies and tooling from Packard when production of the 180 model ceased in 1942. This wasn’t so according to Vladimir. ZIS copied all parts and made most measurements in millimeters. It is known since before, however, that many Packard original parts can be used on the ZIS 110.
Vladimir also told us that when a Packard was restored recently it proved possible to install a ZIS engine in place of the Packard engine. The ZIS script on the cylinder head was changed to “PAKCARD” − unfortunately with the c and k switching places.
As far as the analysis of what is Packard 180 in ZIS 110, it is probably easiest to accept that all engineering is Packard plagiarism except for standard components that are part of other Russian designs. Even the interior a Packard plagiarism. The body itself, however, is more a copy GM’s large Cadillac and Buick models, wider than the Packard 180 and with big differences in the style of the A, B and C pillars. Bumpers, outside handles and hub caps are also more GM-like.
ZIS 110 resembles a Packard 180 (2008) so much that someone who owns such a car often is a member of a Packard club. In Sweden there is mine, and in Finland there are three ZIS 110s: Olavi Sallinen’s car (formerly Paasikivi’s), the Mobilia Museum’s totally original ZIS (formerly Kekkonen’s) and Peter Ginman’s/Dag Söderblom’s ZIS that was imported in 1990 by a construction worker. ZIS, by the way is an abbreviation of the Russian for “The Automobile Factory in the Honor of Stalin.” After Stalin’s death the factory changed its name to ZIL, the initials of the company’s president.
Vladimir also showed original factory drawings of several ZIS 110 parts, among them the radiator emblem and the grill shell. A total of 2,083 ZIS 110s were produced during the years 1946−1958. An additional handful of cars were also made until 1962. Russia’s current president, Vladimir Putin, owns three ZIS model 110s. Vladimir estimates that there are about 170 cars still in existence. We were also told that ZIS built an off-the-road vehicle on the ZIS chassis. This is a four-wheel drive affair, said to be the world’s longest off-the-road passenger car. There is much hush-hush about these cars. Some cars were made armored and with bullet-proof glass, model 115. The ZIS model 110 came as a 4-door sedan and convertible sedan as well as converted to serve as an ambulance.
We were also informed that some ten Packards from the 1930s are currently being restored in Moscow, all Super Eights and Twelves. Contact with NPOC was therefore sought.
Vladimir also showed an original of a Stalin document from 1933 in which the following could be read. “Kremlin decree: Starting now, all member of the Government and Government agencies are prohibited from buying Rolls Royce. From now on, only Packards and Cadillacs may be purchased.” Signed Josef Stalin.
Vladimir gave us loads of presents in the form of ZIS 110 1:43 models designed by himself, books, CDs with pictures and video clips, copies of engineering drawings, etc. The material also included several pictures of former presidents Stalin and Chrusjtjov posing in front of various ZIS cars and in parades.
After Vladimir’s lecture it was time to go and see my ZIS 110. Restoration of the body is nearly complete after three months work. Vladimir inspected different details and “approved” the work. He had objections on how the radiator mascot and the flag were made, however. I have had these parts reproduced and Vladimir felt that the mascot was too pointed and the flag too red. Now I have copies of the original drawings and can redo these pieces.
During Saturday we drove around in my 1955 Clipper, visited Göran Sjöholm and his newly restored 1954 Clipper and on to my garage and my Packard 120C Convertible Coupe and Volvo pickup from 1939. The ZIS engine is also here and Vladimir immediately saw that it had been souped up to give 160 horsepower instead of 135. During the visit Vladimir also demonstrated that he is a living encyclopaedia.
On Sunday I showed other cars, such as Anders Läck’s 1101 Convertible Sedan that used to belong to NPOC’s founder, Harald Jonsson. On Monday Jerry and Raoul showed Vladimir the cars at Sparreholm and on Tuesday it was time to return to Moscow. Vladimir had no interest in seeing the usual tourist attractions. Only cars, especially Packards, where of interest to him. A five-minute glimpse of Venice of the North was enough.
It should be noted that I may have misunderstood Vladimir on some points. A coming article in the Bulletin will contain a description of Vladimir’s latest ZIS 110 findings.
Page 17
Packard clubs outside the Nordic region
Page 18
Picture from the Finnish Mobilisti magazine showing a 1939 Packard 1701 Touring Sedan simply driven off the Atlantic Wall so as not to fall into German hands in the evacuation of Dunkerque in 1940.
Page 19
Danish Packard ad from the late 1920s.
Page 20
An interesting find but not NOS
By Dag Söderblom
Our long-time member, Mikko Ojanperä, restored his 1939 1700 without any help from NPOC or anyone else and showed it at the NPOC meet in Finland 1978. He did a great job on the entire car, but especially the interior got a particular attention. He analyzed the original fabric, “Pin Stripe Broadcloth,” and had it woven at the county prison in Turku with a fabulous result. The car was originally painted in color code N, Mountain Brown Metallic, and delivered April 17th 1939 to a dentist in Turku. In its restored state the is black, however,
After his passing in the spring 2007, it turned out that Mikko had piled up an unlikely trove of parts. Members of NPOC Finland have now salvaged several tons of parts, mostly for 1937-39 six cylinder cars. This cultural achievement will be of good use to members restoring or repairing Packards of these models.
Page 21
Hood ornaments − lawful or not
Text: Göran Sjöholm Photography: Johan Sjöholm
According to the Swedish Road Administration’s road traffic regulations, in publication No. 2/T3 1958, “no equipment or device not required for its use may be mounted on an automobile where such device may significantly increase the risk for damage in the case of a collision.”
Devices to be outlawed in Sweden from January 1 1959 were defined as follows: “ornament at the front of the automobile, such as animal figure, airplane model, torpedo, factory emblem or similar, generally constitute a danger and are thus prohibited. However, such ornament, to the extent its height above the surrounding body panel does not exceed 3 centimeters, is permitted on the condition that it has no sharp edges and no angular or uneven protruding parts in a longitudinal direction, that may cause damage to a body that slides over it. Ornament higher than 3 centimeters is permitted if it is at least as wide as high and has an even limitation line without bumps or protruding parts. An ornament, which is elastic, or mounted on its base with a spring so that it can be bent backward with low force, is permitted.”
Between Christmas and New Year 1958 Packard owner Tore Sjöholm (my father) was forced to remove the beautiful hood ornament on his 1954 Packard Super Clipper. My older brother Håkan clearly remembers the day when Dad removed the bird, filling the holes it left with a couple of chrome buttons. Dad wrapped the ornament in a rag and placed it in an old oil drum in the garage.
Since November 1, 2006 such “hazardous devices” are again permitted “if they were originally mounted on automobiles of model year 1972 or earlier” pursuant to the Swedish Road Administration’s publication VVFS 2003:22, Chapter 16, Section 7, paragraph 1.
It has always been my intention to obey Swedish law. Now that it is again permitted to have “hazardous devices” on your car, Dad and I were able to reinstall the ornament that had been in safe storage for 48 years and 4 months. This year the car has been in our family’s ownership for 50 years. The reinstallation took place in a little ceremony April 29, 2007 with my Dad, my son Johan and I, as the crowning touch to a total restoration that the car has undergone. That drawn-out procedure will be covered in a future issue of the Bulletin.
Back cover
The highlight of 1937
Text: Dag Söderblom Photography: Hans Schmidtz
Facing the 15th series the new forces that ruled at East Grand Boulevard took an extra breath. The introduction of the medium-priced 120 was a success and market expectations were high. This price policy was, however, double-edged and got even a new dimension with the introduction of the 115C, whose price chocked the conservative customers. But customers were also attracted by big news on the senior models, such as Safe-T-Flex individual front suspension, hydraulic brakes and a modified smooth engine. The Super Eight was available in three basic chassis with a wheelbase of 127, 134 and 139 inches. The Twelve came in 132, 139 and 144 wheelbase models and retained, due to its weight, the power-assisted clutch and brakes. The 15th series senior cars could be easily identified by the chromed support struts for the sidemounts. The best year for Packard production-wise was 1937, with an output of 122,593 cars, 5,793 of which were Super Eights and 1,300 were Twelves.
The photo above depicts Kristina Idner’s 1502 Super Eight Touring Limousine in the classic color, Packard Blue.
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