Packard 1956

During its two years in production, the was built in Packard's Detroit facilities, and considered part of Packard's senior model range. The model name packard 1956 dropped from the Patrician model range at the beginning of the model range, however the Patrician name continued to occupy the premium trim level Packard from through For the name was re-employed by Packard and assigned to the automaker's senior model range two-door hardtop. Production totals for came to 7, packard 1956, units for the Packard Four Hundred, and 3, packard 1956, units for

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Packard 1956

As a result, Packard fielded several models which existed for a single year during this period. The model name was dropped from the Patrician model range at the beginning of the model range, however the Patrician name continued to occupy the premium trim level Packard from through For the Four Hundred name was re-employed by Packard and assigned to the automaker's senior model range two-door hardtop. Visual cues that helped to easily identify the included a full color band along the lower portion of the car topped by a partial color band that truncated along the rear edge of the front doors. Changes to the Four Hundred followed those changes to the entire senior Packard line as it attempted to further distance itself from the Clipper , which was now its own marque in The Four Hundred shared its body and chassis with the more expensive, new-for-'56 Caribbean hardtop. Senior Packards received a new grille texture and multi-tone paint schemes. The cars also received an altered headlight housing, with a slightly longer hood stretching over the headlight, as well as a more distinctive egg-crate grille over All senior Packards moved the Packard crest to the front of the hood, leaving the "circle-V" emblem in the grille looking somewhat bare. Power was increased as the new-for V8 was enlarged from to cubic inches, with a corresponding upgrade in horsepower ratings. A new electronic push-button control for the Ultramatic automatic transmission was offered as an option on the Four Hundred and Patrician series, standard on Caribbean , the push-buttons located on a pod mounted via a stalk off the steering column. Although sophisticated, it proved troublesome. A simpler column-mounted selector was standard equipment.

Nov 10, 2 years ago.

Beautifully appointed Caribbean fitted with full power accessories, pushbutton radio with dual power antennas, self-leveling suspension, chrome wire spoke wheels, and more! Representing of total units produced! Gorgeous color combination, 81, actual miles, and fresh from a body-on Arizona restoration! What a find for any collection! Style in the late s was abundant; a time when real design studio ideas actually found their way to the end product. It is for this reason, Packard pulled out all the stops and just gave them everything! Power comes from a ci 2x4bbl V8 producing horsepower mated to an electronic pushbutton Ultramatic transmission and 3.

During the summer of , buyers were anxiously awaiting the all-new Packards that were on deck for a model year debut. The reception was quite positive, and model year sales rebounded from 's lackluster figures to just over , automobiles despite material shortages due to the Korean conflict, government-imposed production limits and a rail strike. He wanted to revitalize the model lines and the corporation, but would face some growing issues that affected most Independents. The Big Three enjoyed myriad economic advantages over the Independents, due to their high production volume and vast dealership networks. It allowed them to lower prices to better compete in the marketplace, while still maintaining a favorable profit margin by keeping per-unit costs down via bulk discounts on raw materials and by spreading the cost of design, engineering, manufacturing and marketing across more vehicles. Yearly styling changes were more costly and risky for the Independents as well, because given the investment required, one bad styling cycle that hurts sales could take years to recoup due to their lesser resources. Realizing this, there was talk of Independents uniting in an effort to create a fourth high-volume player in the American auto industry to compete on a more equal footing with GM, Ford and Chrysler, but the large-scale merger never happened. By the time the few smaller ones did, it was essentially too late to save many from ruin--Packard among them. A coal strike, a steel strike, a worker walkout at Packard, and government limits on manufacturing, adversely affected production, and model year sales dropped by more than 20 percent. Nance's plan to improve the image of the medium-price cars to better compete with the Big Three's like offerings and return exclusivity and prestige to the senior Packard line to help it excel in its market included renaming the junior Packards Clipper and Deluxe Clipper.

Packard 1956

Mechanical engineer James Ward Packard and his brother, William Dowd Packard, built their first automobile, a buggy-type vehicle with a single cylinder engine, in Warren, Ohio in It became one of the first American racing cars to be available for sale to the general public. Packards had large, square bodies that suggested an elegant solidity, and the company was renowned for its hand-finished attention to detail. In the s, however, the superior resources of General Motors and the success of its V engine pushed Cadillac past Packard as the premier luxury car in America. With sales dwindling by the s, Packard merged with the much larger Studebaker Corporation in the hope of cutting its production costs. The new Packard-Studebaker became the fourth largest manufacturer of cars in the nation. Studebaker was struggling as well, however, and eventually dropped all its own big cars as well as the Packard. Though the company would continue to manufacture cars in South Bend, Indiana, until , the final model produced on June 25, , is considered the last true Packard. Sign up now to learn about This Day in History straight from your inbox.

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Calendar year sales dropped to 13, Tools Tools. The Caribbean was moved to its own sub-series this year, so only the Patrician sedan and the Four-Hundred hardtop coupe remained in this series. Unfortunately, the recovery had not been sufficient, nor nearly what Packard needed. Trade in possibilities. The Super sedan was a step up from the DeLuxe. Displacement: CID. Continue reading. Packard did away with coil springs on all four corners and installed a torsion-level ride system at all 4 corners. For the Packard sedan of the same name, see Packard Patrician. Files directly related to the Packard Car Line will appear below. Body panel sharing was the new plan for Studebaker-Packard models.

The Packard Executive was introduced on March 5, to fill a perceived price gap between the prestige Packard Patrician line and the new Clipper marque, which was in its first year as a separate marque.

Displacement: cubic inches. A black arm rest floats in the center of the door as does a chrome window crank and door handle. Car Models. The Executive had a Packard grille and Packard-inspired side body trim, but was more closely related to the Clipper. View Show Here. License plate frames. Filter by agency collections. Exact phrase. The crisp, stylish lines of the upscale Packards, a winner any other time, arrived to a lost audience. General styling changes from was minimal. Enlarged to cubic inches in , the big Packard V-8 saw use in the Studebaker Golden Hawk, several drag racers, and even marine applications.