The 1932 Light Eight was a tremendous value for depression-era car buyers, but a costly misstep for the Packard Motor Car Company.
In the decades before World War II, it was Packard, not Cadillac, that dominated the premium car market, towering over the other luxury makes in sales and revenue. But when the Wall Street crash and the Great Depression arrived, that position became a liability. Packard volume plummeted from nearly 45,000 cars in 1929 to barely 11,000 in 1932, as meanwhile, a $25 million profit in ’29 became a $6.8 million loss in ’32.
Even before the economy turned South, Packard president Alvin Macauley and chief engineer Jesse Vincent were each studying plans for a lower-priced car. But when the issue became more urgent, Vincent himself took charge of the project, ordering the first drawings in 1930. The Packard Light Eight, also known as the Series 900, debuted in January of 1932. While the prices ranged from $1,750 to $1940, a savings of hundreds, even thousands, compared to the company’s other models, the new car was every inch a Packard.
Despite the surprisingly low price, the Light Eight used the very same L-head straight eight as the standard Packard Eight, a premium engine with nine main bearings, pivot cam followers, and full pressure lubrication. An elaborate Detroit Lubricator updraft carburetor and thermostatic control system handled the air/fuel flow duties, sparked by a North East ignition system. With a 3.25-in bore, 5.00-in stroke, and a sporty 6:1 compression ratio, the 320 cubic-inch eight produced 110 hp at 3,200 rpm, equal to or better than of any car in its price class. The Light Eight was also the first Packard to feature a synchromesh transmission.
While totally up to date, the Light Eight’s exterior look was unmistakably Packard but with one noteworthy departure: a scooped-out, shovelnose radiator grille. This was not merely a styling flourish but served a real function, covering a sturdy K-member riveted to the front of the chassis (inset above). The diagonal bracing added rigidity to the front of the ladder frame at the spring mounts and engine crossmember to improve ride, steering, and braking stability. Vincent’s focus on chassis development for the Light Eight was on light weight and roadability—it was at least 300 to 400 lbs lighter than other Packards, hence the name.
Interiors were fully appointed and representative of Packard quality, with a choice of crushed leather or fine wool broadcloth upholstery. Full instrumentation, a five-position adjustable seat, and a dome lamp were all standard. One more Packard feature included in the Light Eight was Ride Control, a system that allowed the driver to adjust the firmness of the lever-action hydraulic shock absorbers via a dash control. Here was the full Packard experience—in fact, at 127.8 inches, the wheelbase was only 1.7 inches shorter than the standard Packard Eight, the next model up the product ladder.
As the only Packard model for 1932 priced under $2,000, the Light Eight was a genuine bargain for car shoppers. But unfortunately, the car’s great attributes worked against the Packard Motor Car Company. The hope was to take conquest sales from Chrysler, Buick, and LaSalle, but the Light Eight mainly stole buyers from the rest of the Packard line. Of the 16,613 Packards sold in ’32, 6,750 were Light Eights, but their profit margin was reportedly less than half that of the senior Packards, contributing to the massive losses that year. The Light Eight was cancelled after just one season and assimilated into the standard product line. However, the company would find success in the mid-priced field a few years later with the One-Twenty.
