Mr. Lamb’s Time Capsule—1916 Packard Twin Six

From time to time, otherworldly and pristine original cars of the non-German variety make their way into our shop. The car featured here, a now 105 year old twelve-cylinder American marvel of engineering, a 1916 Packard Twin Six, is one of those cars. It’s a car in particular that we thought warranted a deep dive on not only for the ingenuity of the twelve-cylinder 1916 Packard “Twin Six” model, but also because of the absurd originality exhibited by this particular example. In the early 1900’s Packard Motor Company produced a wonder of engineering far ahead of its time, and in this particular gem, we have what can assuredly be described as the ultimate survivor of the arduous trials of history and time. An American luxury model with an almost unheard of level of originality that operates with the precision of a Swiss watch, has a complete ownership history for its over 100 years of life and has had only 19,000 miles of use.

More Cylinders: Jesse Vincent and the Packard Twin Six engine

“The greatest piece of machinery that ever went upon the highways,” proclaimed Henry B. Joy, Packard president in 1915, extoling the virtues of the recent release of his company’s new engineering marvel, the Twin Six.

Jesse Vincent, architect of the Packard Twin Six, came to the Packard Motor Car Company in July of 1912 after a highly successful tenure at the Burroughs Adding Machine Company making his mark building “a thick portfolio of patents.” He was interested in automobiles and made himself foreman of the company’s garage, where he made all the repairs and adjustments to the Burroughs fleet of executive cars in Detroit before moving on to become acting chief engineer for the Hudson Motor Car Company. He was not with Hudson long before Alvan Macauley, who earlier worked with Vincent at Burroughs, got him to join Packard, in July of 1912. (Packard president Henry B. Joy hired Macauley to be Packard General Manager in 1910). Macauley named Vincent Chief Engineer of the Packard Motor Company, a position he would maintain for the next 40 years.

Vincent wanted to build a powerful, super-smooth and quiet running engine and was convinced a 12-cylinder design, not a V-8 configuration, was the best way to achieve his goal.  Vincent agreed that the V-8 had it merits: more torque, less weight from having a shorter crankshaft and lighter pistons, as well as a little more smoothness at moderate speeds. However, he pointed out some disadvantages in the V-8, noting the V-8 would produce more vibration at higher speeds, make necessary mounting engine accessories such as the water pump, generator and starter motor either below the frame exposing them to moisture, or between the cylinder blocks, making the valves inaccessible. Additionally, the V-8 design would require a wider frame resulting in a wider turning radius and a steering gear that would be “very difficult” to assemble and to service.

Vincent’s solution was more cylinders. As Packard’s company magazine, The Packard, reported “one day the executive session was broken up by the engineering chief’s laconic: ‘I’ve got something to read.’ There were thirty-five pages of it. Joy, Macauley, Beall, Hills et al., listened first with respect, then with astonishment. Those pages contained a complete and convincing presentation of the Packard Twin Six motor.”

One of his presentations to Packard salesmen was later edited and condensed to produce a booklet entitled “How Many Cylinders”. Vincent’s design philosophy was made clear when he wrote, “From the time when the first practical car made its first run on the road, there have been three things which every motorist asked for- more range of ability, greater smoothness and less noise…. Today the demand is still the same, though we have come much closer to Absolute Quietness, Absolute Smoothness and the Maximum Range of Ability desired.

The Twin-Six was introduced May 1, 1915, the culmination of Vincent’s vision of the perfect automobile engine. The new 12-cylinder engine had two banks of L-head cylinders that were set at a narrow 60-degree V-angle (about seven inches narrower overall than a comparable 90-degree V-8), permitting the accessories to be attached to the frame, shielding them from road hazards and allowing the accessibility to the valves. (Later, Enzo Ferrari would be inspired by the Twin Six, designing his V-12 with a 60-degree V-angle as well). It was 424 cubic-inches with a bore and stroke of 3 by 5 inches, producing 85 horsepower at 3000 rpm. A separate cam for each valve eliminated the need for rockers, and all the valves were positioned inboard of the cylinder blocks. The engine featured a short and light crankshaft that ran on the main bearings. Normal oil pressure was improved to 20-30 psi increasing with engine speed.

All this technology resulted in what Vincent called “Perfection in every way”, pointing out that Packard’s Twin-Six torque was “50 percent better than it would have been with a V-8, and 100 percent better than the six. Six pulses per revolution blend together so closely as to make it absolutely impossible to distinguish any pause between impulses, even at very low engine speeds pulling through traffic on up grades. The only thing I can liken to is the action of steam.”

The Twin Six makes its debut

Debuting in May of 1915 for the 1916 model year, the Twin Six was available in two models with two different wheelbases: the 1-25 and the 1-35 featuring 125 inch and 135 inch wheelbases respectively. Initially, there were nine different factory body-styles (not including chassis only cars) offered for the 1-25, and eleven body-styles plus chassis only for the 1-35. List prices for the 1916 Twin Six had ranged from $2,750 to $4,800 for factory-bodied cars. Retail price of the 1-35 Seven Passenger Touring was $3150. The new model was a sensational success and sold well.  Between 1917 and 1919, the company’s annual net profits were around $5.5 million. The Twin Six sales were huge compared to the six-cylinder cars they replaced, which were discontinued in September 1915.  Packard constructed 3,606 1-25’s and 4140 1-35’s during 1915-1916, a remarkable total for such an expensive car. The Twin Six remained in production through June 1923 with various minor refinements, the most important being detachable cylinder heads in 1917. (The engine needs to be removed off the frame, filed down to replace the water pump on an early Twin Six according to one experienced owner). The engine also inspired, at least in part, the 12-cylinder “Liberty Engine” used in many Allied aircraft and tanks.  Jesse Vincent contributed to the design of the Liberty along with Elbert John Hall of the Hall-Scott Motor Company.

Mr. Lamb Buys a Packard

Our feature car, a 1916 1-35 Twin Six Seven Passenger Touring, was purchased new from the Chaplin Motors / Packard Motor Car Company, located at 495 Forest Ave in Portland Maine, by Thomas Avery Lamb (TAL) who lived about 25 miles away in South Casco, Maine. Mr. Lamb owned the big Packard for eight years, driving it sparingly to get around town and for leisurely drives in the beautiful Maine countryside. Mr. Lamb passed away in 1924 and the car was handed down to his daughter, Mary Lamb Riley, who also lived in South Casco. The TAL Twin Six would remain with Ms. Riley and then her daughter, Marjorie Lamb Riley for decades.  The car was retired and stored for 48 years in the same protected and undisturbed building that her grandfather, TAL, had kept it in.

In 1972, after having spent nearly her entire life in ownership of the Packard, Marjorie Lamb Riley, at age 60, decided to sell the car. The buyer was South Casco resident Alicia Ash. The big Packard was still unused and undisturbed at the time of purchase. Ms. Ash paid a lofty $40,000 for the car, which was an incredibly high price at the time. An early black and white photo was given to Ms. Ash at the time of the sale of the Packard with the words “Dad’s car!” written on the back. The photo shows Marjorie Lamb Riley, granddaughter of Thomas Avery Lamb, seated in the back seat.

Alicia Ash kept the Packard for about four years before selling it to legendary pioneering collector Richard C. Paine, brokered through Willard E. Pike of Standish, Maine. The sale price was $31,000, which was still an extravagant price at the time. Paine was responsible for amassing one of the finest collections of classic cars ever. His collection included such significant cars as a 1937 Alfa Romeo 8C 2900B Corto Spider and a 1938 Bugatti 57SC Corsica Roadster. Recognizing and appreciating the uniqueness of its originality, Paine kept the car in his personal collection located in Seal Cove, Maine, but never displayed it at car shows. Few collectors at the time had such an appreciation for original, unrestored cars, no doubt motivating him to acquire the Packard regardless of the price. His legacy lives on in the form of the Seal Cove Automobile Museum. Paine kept the Twin Six until 1988 when he sold it to Mr. Charles LeMaitre of Hardwick, Massachusetts. Mr. LeMaitre commissioned the task of bringing the Twin Six to life after being in hibernation for decades to Howard Lane Restorations in Hardwick, Massachusetts. Interestingly, previous owners of the Packard never attempted to start it up. After cleaning the fuel system, checking the ignition and filing the points, and replacing all the fluids, the big Packard fired to life and ran smoothly after sitting since parked in 1924 when its original owner passed away. LeMaitre never publicly displayed the car but in 2018 it appeared on the lawn at Pebble Beach, as well as the Ironstone Concours in Murphys, California where it won best of show for preservation cars on display across all classes.

In an Incredible State of Preservation

Today, Mr. Lamb’s old Packard has less than 20,000 miles on its odometer and is in completely original, unrestored condition. The extreme originality of this car is stunning. Tall and ghostly, the massive black touring car has a commanding presence. The color finish on the body, coated with varnish from the factory is intact and is all original outside of several touch ups in small areas done over time. Now understandably faded and cracking from over a century of age, it has a genuine and intriguing patina. The delicately thin gold pinstripe is still intact, as well as the original owner’s initials T.A.L. on the front doors.

One of the most remarkable features of this car is the folding top. All the wood, snaps and soft top material is original with a brass plaque identifying it as a “Golde-Patent ‘One-Man’ Top, license No. 58092” The top is still soft and pliable enough to be useable, which is amazing. The original accessory set of 10 side curtains with “Eisenglass” are still with the car and in excellent condition, having been found stowed under the rear seat in 2018.

Information obtained from the car’s current caretaker regarding the Eisenglass is as follows: “The rarity of original cannot be overstated. It has long been debated what original Eisenglass was made out of (or even its spelling) with some believing it was made of fish bladders, while others believed it to consist of a composite made from Mica. The truth, as we know first-hand, is that original Eisenglass from this period is made from cellulose nitrate, a highly flammable and typically short-lived material. Tests were performed in the form of burning a small fingernail sized piece found in the bottom of the compartment where the find was made and it was confirmed that not only did the piece burn away like gunpowder as one would expect with the burning of cellulose nitrate, but also the scent of Camphor could be smelled, another speculated component of the composite. It is easy to see why not much of this early, plastic-like component used on early automobiles exists today and makes its addition to the originality of the TAL Twin Six, in such a splendid condition, all the more important towards an overall presentation of exceptional originality.”

The interior of the car is no less impressive in its condition and originality. The black leather seats, including the two collapsible jumps seats are in excellent condition with some patina, as are the leather door panels. The paint on the wood dash and the top of the doors are still in good shape and even the sisal over-rugs remain in nice condition. The factory cabin lights still function properly as well.

Lifting the hood reveals an exceptionally complete and undisturbed engine compartment with original components, emblems, decals, patent markings and surface coatings intact. The original belt is present, as well as the triangular leather pads for the corners of the engine bay side panels that protect the metal, are still intact and performing their intended function. The engine is impressive in size and design and a thrill to see in this state of originality.

I received the rare privilege of going for a short ride in this remarkable time machine. The big 12-cylinder mechanical-wonder started easily after I climbed up into the front seat where a commanding view awaited me. Immediately I was in awe of how luxuriously smooth and quiet the engine was. No put-put, chug-chug here like many cars of the era. We drove around a corner and up a hill with ease, with plenty of power and torque. The clutch was remarkably smooth allowing for it to run through its gears effortlessly. At idle, the car was as silent as it was at speed, with only the sound of air being drawn in from the carburetor when the throttle was depressed.

Spending time studying and riding in this Packard, one can only be in awe of not only its amazing originality, but of the century-old technology of this machine. Big and powerful, yet silky-smooth and silent in operation, the Packard Twin Six is truly a mechanical marvel.