Packard Clipper
The Packard Clipper was a model car manufactured by the Packard Motor Car Company from 1941 to 1954 and the Studebaker-Packard Corporation in 1955 and 1957. The Clipper , built in 1956, are viewed as a separate car brand and not as Packard models.
Model series
1941 (19th series)
Packard introduced the Clipper model as part of the 19th automobile series. The car had "fade away" styling, i. H. the front fenders ran into the front doors and was equipped with the in-line eight-cylinder engine of the Packard One-Twenty , which had been brought by a slightly higher compression from 120 bhp (89.5 kW) to 125 bhp (93.2 kW) ; this engine could also be ordered for the One Twenty. The chassis was also derived from the One-Twenty. The wheelbase of the One-Twenty and the Clipper was identical at 127 inches (3226 mm), but the Clipper was lower and wider than the models before it and it was the first Packard to have a streamlined design. The advertisement stated that "a normal-sized man" could see over the roof. The technical prerequisite for the body shape was an unusual stamped sheet metal part whose size and complexity were at the limit of what was technically feasible at the time. This one part comprises the upper part of the engine bulkhead, the opening for the two-part windshield, the entire roof and the rear part with the recess for the trunk. The only body style available (model 1951-1401) was a four-door touring sedan. a name that Packard traditionally used for sedans with an integrated trunk. The Packard Clipper was at a list price of US $ 1420 between the corresponding Touring Sedan of the One-Twenty and Super Eight One-Sixty series .
The development of the design was preceded by three drafts; two from abroad and the third, who was eventually chosen, from the in-house team. Howard A. Darrin , one of the outside contestants, claimed for decades that he had a very short-term but firm order from Packard for this design. He had been promised USD 10,000 if he would deliver a usable clay model within a week . He did that, but was never paid for it, and Packard just revised its design a bit and then adopted it. Darrin could not prove this statement, however. The Clipper was very well received and with 16,600 units the most successful Packard model of the calendar year 1941. Its influence on US automobile design was soon compared to the groundbreaking Cadillac Sixty Special . In fact, elements such as “Fade Away” fenders can still be found years later on automobiles such as the Rolls-Royce Silver Cloud , Daimler Conquest and Majestic or the Vanden Plas Princess . The slogan for the Clipper was “Skipper the Clipper!” .
1942 (20th series)
For the 20th automobile series, which went on sale from August 25, 1942, the clipper concept of the previous year had been significantly expanded and in each of the four model series Six (119), Eight (120), Super Eight (160) and Custom Super Eight (180) there were clipper versions. With the Club Sedan, a two-door version with a rounded hatchback was now also available.
Clipper Six and Clipper Eight shared the chassis from the previous year. Both were available as a special and a more luxurious custom . There was a Touring Sedan and a Club Coupe; the Special Six was also available as a two-seater business coupe; d. H. a Club Coupe without a back seat and with a passage to the trunk. The resulting spacious compartment was covered with durable material. There was never an open version of the Clipper from the factory. Three copies were handcrafted by Darrin, one of them for Hollywood actor Clark Gable . The open versions of Six (110) and Eight (129) corresponded to the convertible of the previous year except for a few details. All models No. 2001, 2002 and 2003 (Six); 2033, 2023, 2004, 2005 and 2055 (Eight); 2006, 2007 and 2008 (Super-Eight) were adapted to the Clipper and had the styling elements of the Clipper introduced in 1941.
1946–1947 (21st series)
In 1946 and 1947 all Packard had bodies in the style of the Clipper and were also known as Clipper. They form the 21st series which started on October 19, 1945 with the Clipper Eight . all other models did not follow until April 18, 1946. The 21st series ran until September 7, 1947, ie over two model years. The only difference between 1946 and 1947 models is the chassis numbers.
There were two new taxi versions, one with a long wheelbase.
Clipper as a junior model
1953 (26th series)
The name Clipper was deleted with the appearance of Packard's 22nd automobile series, although the vehicles announced by the company as newly developed cars were ultimately just redesigned Clipper. At a time when the company could sell practically every model of car it made, President George Christopher insisted on focusing on low-priced cars, while old competitor Cadillac tended to focus on the large vehicle market.
The 22nd and 23rd automobile series (from mid-1949) had the "inverted bathtub" styling that was briefly popular in the late 1940s. To the detriment of Packard, Nash , Hudson , Kaiser and Frazer , General Motors introduced models at the same time that were flatter, more compact and less bulky. The new GM styling soon won the favor of customers, while the "bathtubs" soon went out of fashion.
After bitter internal quarrels, the Packard management finally decided to abolish the "bathtubs" and to launch a completely new 24th automobile series for the 1951 model year. The “high pocket” design (so called because of the high waistline) was much more modern and impressive. Still, Packard fought hard for the mid-range market with its 200 and 250 models , which in those years was dominated by brands like Oldsmobile , DeSoto, and others. James J. Nance became president of the company in 1952 and immediately tried to differentiate the lower-priced models from the more expensive Packards. So he decided to let the models 200 and 250 flow into a new model series "Clipper", which came out in 1953.
Nance originally wanted to introduce the new "Clipper" as a separate brand to cover the middle class , which in his opinion was dragging the Packard image down. When the rumor reached Packard dealers that they were about to lose their bestseller to a new brand, they went on strike. To calm the situation, Nance let the Clipper appear as Packard, but continued to work on splitting off its own brand. So the name Packard Clipper was reintroduced, but now referred to the small models that had previously been offered as the Packard 200 . From then on, the management made a very precise distinction between “Packard” and “Packard Clipper”.
The Clipper was available in the basic equipment as a four-door Touring Sedan (model 2692), two-door Club Sedan (model 2695) and a two-door hardtop called the "Sportster". The slightly more upscale DeLuxe version was only available as a Touring Sedan (model 2662) and Club Sedan (model 2665). A DeLuxe hardtop was not offered because it would have been practically identical to the Packard Mayfair (formerly 250). This was because the basic version of the Clipper had the small eight-cylinder in-line engine with 288 ci (4719 cm³) and 150 hp, but the DeLuxe had the larger eight-cylinder in-line engine with 327 ci (5359 cm³), which was also used in the "Senior" -Model Mayfair hardtop was used. However, due to the lower compression in the Clipper DeLuxe, it only made 160 hp instead of the 180 in the "Senior" models.
Externally, all Clipper differed from the more expensive models by a smooth chrome rod in the radiator grille, while this was notched on the more expensive models. All clipper sat on the 3099 mm chassis, which they shared with the Mayfair, Convertible and Caribbean models. Only the large sedans Cavalier (previously 300) and Patrician had a longer chassis with a 3226 mm wheelbase.
The Sedans of the Clipper basic series did not have a continuous decorative line on the flank, whereas the Clipper DeLuxe had a slightly curved spear over the entire length, with a coat of arms emblazoned on this chrome ornament approximately in the middle of the vehicle. The Sportster, which was a standard model, still got the trim of the DeLuxe , was a bit out of line .
1954 (54th series)
The introduction of innovative new technology was actually planned for 1954. However, this had to be postponed for a year because it could not be financed. Packard had lost its long-term body supplier and urgently had to look for a solution because otherwise from 1955 it would have been without bodies. This solution was in a very tight new plant on Detroit's Conner Avenue, but the acquisition and total renovation cost a lot of money. The second bad news was that the Packard obviously had to get by for another year with the now outdated design, as a new one should logically be implemented in the new plant.
The sales were correspondingly catastrophic. The Packard and Clipper, which can only be distinguished from their predecessors by the small "horns" above the headlights and new taillights, had a difficult time, especially since the enormous demand for new cars after the end of the war had finally normalized and competition had fully returned.
After all, Packard made more of what was already there, because the most powerful engine with 5835 cm³ (356 cubic inches) and 212 hp, previously reserved for patricians, was now available to the Mayfair successor Pacific, among others.
The Clipper range now comprised three instead of two equipment levels. The basic model was named Special , the DeLuxe became the middle range and the most expensive became the new Super . The Special kept the previous year's engine, but was only available as a Touring Sedan (model 5482) and Club Sedan (model 5485). Again, this model had no end-to-end chrome jewelry.
DeLuxe and Super shared technology and largely optics. The 327-cubic-inch eight-cylinder was used, which now had 165 hp. Otherwise only the Cavalier Touring Sedan with 185 hp used this engine. The side chrome was continuous. DeLuxe were available as Touring Sedan (model 5492) and Club Sedan (model 5455) as well as now also as Sportster. But this was no longer a hardtop, but a special version of the Club Sedan (model 5497). Buyers of a Clipper Super could - no surprise - choose from the Touring Sedan (model 5462), the Club Sedan (model 5465) and finally the Panama hardtop (model 5467).
All clips were available in two colors, with only the roof being painted in an alternative color. Depending on the design, this was part of the basic equipment.
While the last Packard of the year was rolling off the assembly line, demolition work on the plant was already started behind him. These were available again after only about 100 days of renovation on Conner Avenue.
Management was probably happy when the 1954 sales year came to an end. Packard continued to build high quality automobiles, and the in-line engines of the largest models outperformed the Cadillac V8, for example. Nevertheless, the market demanded other vehicles.
Packard was able to offer this from 1955.
1955 (55th series)
In 1955, Packard became a trademark of the newly formed Studebaker-Packard Corporation.
Like all other models, the clipper also received modern, innovative technology. For the first time, a V8 engine powered all Packards. It was a self-developed engine with an overhead camshaft since 1949 . Even the weakest version available, the version with 5245 cm³ (320 cubic inches) used in the Clipper Deluxe and Super, produced 225 hp more than the 1954 top models with an in-line eight cylinder of 356 cubic inches (5835 cm³) and a maximum of 212 hp. In the middle of the model year, Packard changed the shape of the cylinder head to address complaints about rattling valves. This involved changes to the carburetor and distributor , but had no effect on performance. The Clipper Custom received the engine with 5801 cm³ (352 cubic inches) of the large models, but in a reduced-power variant with 245 instead of 260 hp. A three-speed gearbox with steering wheel gearshift for which there was an optional overdrive was standard. There was more comfort with the Twin Ultramatic automatic transmission, which is subject to a surcharge . It was the only fully automatic system on the market developed by an independent car manufacturer and a further development of the Ultramatic from 1950. It could either be driven as a normal three-speed gear or with mechanical traction.
The Torsion Level Ride suspension was also very innovative . Initially reserved for the larger models, it was technically an option for the Clipper Custom; however, hardly any copies have been delivered without . It essentially consists of two main torsion bars arranged lengthways plus two others that act on the rear axle. When a relay-controlled electric motor connected in between was activated, the system worked like an automatic level control: it kept the car level at all times and even automatically balanced the load in the trunk. Rival Chrysler was caught on the wrong foot with it, since all group brands had introduced torsion bar suspension only for the front axle (torsionaire). The system received due praise from the Packard people - with the note that theirs was twice as good. Torsion Level Ride became an option for the Clipper Super from July 1955. The deluxe could not be ordered with it.
In addition to the new technology, there was a far-reaching facelift. A completely new body had to be postponed for cost reasons, but the team around chief designer Richard Teague did such a good job that you have to look very closely to see the traces of the basic design from 1951. For many experts, the Packard facelift of 1955, together with that of the 1957 Chevrolet, was the most successful of the decade. The original design shimmers through on the side windows, which are relatively small and high, on the high belt line, which has been cleverly concealed, or on the missing rear panoramic window. Such was simulated with chrome trim, in contrast to the front, where a real panorama window was inserted. The trunk lid and tail lights were carried over from the previous year's model.
An additional challenge for the designers was the requirement to set the clipper apart from the larger models as much as possible at the lowest possible cost, while maintaining the family resemblance. Teague solved the problem by designing a radiator grille for the large models and the clipper. The Packard version had a grid of solid bars, the Clipper got one with thin bars arranged vertically close together. The clipper also had its own logo with a ship's steering wheel as a motif, which was attached to the outside and inside in different places. While the chrome trim of the large models was built on straight lines, the Clipper opted for more curved lines. A chrome rod leads from about the middle of the car to the rear. There is also a chrome rod that begins as an optical extension of the upper radiator frame and ends in the door at about the level of the vent window. It soon became apparent that rival Pontiac models for 1955 were designed very similarly. Teague solved the problem elegantly by extending the front chrome rod downwards. The resulting field is of course ideal for an alternative color.
The fact that the old chassis has also been taken over can best be seen under the bonnet. A very short V8 engine crouched down where a long eight-cylinder in-line engine had previously sat. The technicians used a huge cover between the engine and the radiator grille to hide the gaping space there.
The forced move to a new body shop on Conner Avenue required a streamlined program; In principle there were only the body variants "Touring Sedan" (four-door), hardtop (two-door) plus the Cabriolet Caribbean in the large series. Special models like the Henney ambulance and hearse were no longer available. For the first time there was now a strict separation between Packard and Packard Clipper: The large models all sat on a 3226 mm wheelbase, all Clipper on one with 3099 mm. Previously, the Convertible, Pacific and Caribbean were also built on the short chassis. In addition, only three Packard (Patrician, Four Hundred and Caribbean) were offered as well as three model series of the Packard Clipper. The name Panama for the Clipper Super Hardtop was retained. The new variant in the Clipper Custom range was called Constellation .
| series | Model name | Model no. | body | production | List price |
|---|---|---|---|---|---|
| 5540 | Clipper Deluxe | 5522 | Touring Sedan 4-door | 8039 | US $ 2586 |
| Clipper great | 5542 | Touring Sedan 4-door | 7979 | US $ 2685 | |
| 5547 | Hardtop 2-door | 7016 | US $ 2,775 | ||
| 5560 | Clipper Custom | 5562 | Touring Sedan 4-door | 8708 | US $ 2925 |
| 5567 | Hardtop Constellation 2-door | 6672 | US $ 3,075 |
A total of 8039 Clipper Deluxe, 14,995 Super and 15,380 Custom were built in the 1955 model year.
1956 (56th series)
In the 1956 model year, the Clipper finally became its own brand, as Nance had wanted, but many professionals believe it was too late. It was manufactured by the Packard Clipper division of Studebaker-Packard Corporation.
The model composition remained unchanged: a Touring Sedan as the only offer in the Deluxe range and a Touring Sedan and a 2-door hardtop for the Super and Custom . All Clipper now received the big V8 of the previous year with 5835 cm³; the version with 5245 cm³ was completely eliminated. The big Packard got a version of this engine enlarged to 6.2 liters. Clipper now made 240 HP (Deluxe and Super) or 275 HP (Custom). The latter, significantly lighter than the Packard models but almost as powerful as they are with their 290 hp, was considered the most powerful and best manageable vehicle in its class. Torsion Level Ride was now standard throughout; only the deluxe could be ordered with conventional suspension at the same price. A new accessory (US $ 52) was the electrical operation of the automatic transmission with push buttons via a panel on the steering column. The name Panama for the super hardtop was at least officially dropped.
Packard dealers were forced to sell Clipper on a franchise basis, but again many complained, and Packard labels were soon reappearing on the stern of Detroit Clipper models. Contrary to Nance's strategy, there were also the new emblems for the cars that - already produced - were on the yards of dealers across the country.
The annual revision and the introduction of the Clipper brand was accompanied by a significant price increase, which was also not conducive to sales. The shortened model year 1956 lasted from November 3, 1955 to June 25, 1956. A total of 5715 Deluxe Sedan, 9172 Super (5173 Sedan and 3999 hardtops) and 3685 Custom (2219 Sedan and 1466 hardtops) were built. After the Clipper Custom was replaced by the Packard Executive on May 15, 1956, its production figures have to be added up here to be fair: 1784 Sedan and 1031 hardtops.
In the summer of 1956, Studebaker-Packard was in serious financial trouble. The Packard and Clipper models were far from profitable prices and the company's financiers refused to make any more money for new machines that would have enabled Nance, as originally planned, to use a common parts strategy for the body components of the three brands. In late July, the last of the Packard and Clipper tapes left the Conner Avenue factory in Detroit. Nobody knew how to proceed.
1956 Clipper and Packard with 122-inch chassis
| series | Model name | Model no. | body | production | List price |
|---|---|---|---|---|---|
| 5640 | Clipper Deluxe | 5622 | Touring Sedan 4-door | 5715 | US $ 2505 |
| Clipper great | 5642 | Touring Sedan 4-door | 5173 | US $ 2631 | |
| 5647 | Hardtop 2-door | 3999 | US $ 2,677 | ||
| 5660 | Clipper Custom | 5662 | Touring Sedan 4-door | 2129 | US $ 2680 |
| 5667 | Hardtop Constellation 2-door | 1466 | US $ 2908 | ||
| 5670 | Packard Executive | 5572 | Touring Sedan 4-door | 1748 | US $ 3465 |
| 5677 | Hardtop 2-door | 1031 | US $ 3560 |
The model year lasted from November 3, 1955 to June 25, 1956, with the Clipper Custom being replaced by the Packard Executive on March 15. The total production amounted to 18,572 pieces (excluding exports).
All Clipper and Packard Executive have in common the ohv V8 engine with 352 cubic inches of displacement (5801 cm 3 ), which in the Deluxe and Super 240 HP (SAE) achieved 4600 rpm. Custom and Executive had a higher compression version of this engine with 275 HP (SAE) at 4600 rpm.
1957
After the Packard plant in Detroit was closed, Studebaker-Packard signed a management agreement with the Curtiss-Wright Company. Under Curtiss Wright President Roy T. Hurley , the new President of Studebaker-Packard, Harold Churchill , approved a new Packard production at the Studebaker facility in South Bend, Indiana . The new Packards, which should actually continue the line of the big Packard cars, shared the four-door sedan body with the Studebaker President ; there was also a five-door station wagon. The tooling costs for the new Packard were estimated at approximately US $ 1 million. However, the name Packard Executive was dropped and all 1957 models were called "Packard Clipper".
In order to keep tool costs as low as possible, equipment details from the 1956 Clipper were used. They wanted to differentiate the 1957 Packard from the Studebaker President. For example, they used the narrow Packard front bumper and the taillights and hubcaps of the 1956 Clipper. The dashboard corresponded to those of the two previous years. Overall, the new Packard Clipper now looked like a glittering Studebaker.
When Packard dealers saw the resulting car in regional presentations, the response was quick, irritating, and loud. Many dealers felt that the Clipper looked too similar to the Studebaker, which was the basis, and gave up the Packard agency entirely. Then only 4,809 units were sold, almost all sedans. Critics gave the car the shameful name " Packardbaker ".
In order to be able to install a machine whose performance was worthy of a Packard, a 4.7 liter V8 "Small Bloc" from Studebaker was fitted with a McCulloch radial compressor, which gave it an output of 275 bhp (202 kW), like last year's Packard. The Studebaker Golden Hawk got the same machine. Since the Packards based on Studebaker were significantly lighter than the Packards of the previous year, the performance of these 1957 Packards was remarkable for their time.
The journalist and historian Richard Langworth noted that while these vehicles might not be real Packards, they would be very good Studebakers.
In 1958 the name Clipper was dropped and the few cars produced (four-door sedans, five-door station wagons and two-door hardtop coupés) were only known as " Packard ". The only exception was the Packard Hawk , a derivative of the Studebaker Golden Hawk.
Individual evidence
- ↑ a b Packard Information: 1941 Packard Clipper.
- ^ Kimes / Clark: Standard Catalog of American Cars 1805-1942. 1996, p. 1139.
- ^ Kimes / Clark: Standard Catalog of American Cars 1805-1942. 1996, p. 1103.
- ↑ a b c d Packard Information: 1955 models.
- ^ Dawes: Postwar Packards. P. 186.
- ↑ packardclub.org/Encyclopedia/1955.
- ^ Dawes: Postwar Packards. P. 187.
- ↑ packardclub.org/Encyclopedia/1956.
Web links
- Packard Automobile Classics (PAC) homepage; Brand club
- 1956 Packard & Clipper; Data Book for Salesmen / 1956
- Packard Information: 1955 models (accessed July 5, 2013)
- 1955 Packard Torsion-Level Ride Folder
- 1956 Packard Torsion-Level Ride Folder
- 1956 Packard Predictor Show Car Folder
swell
- James H. Maloney: Studebaker Cars. Crestline Books, 1994, ISBN 0-87938-884-6 .
- Richard Langworth: Studebaker, the Postwar Years. Motorbooks International, 1979, ISBN 0-87938-058-6 .
- John Gunnell (Ed.): The Standard Catalog of American Cars 1946-1975. Krause Publications, 1987, ISBN 0-87341-096-3 .
- Beverly R. Kimes (Ed.), Henry A. Clark: The Standard Catalog of American Cars 1805-1945. Krause Publications, 1996, ISBN 0-87341-428-4 .
- Packard-Clipper Division, Studebaker-Packard Corporation: The NEW '56 Clipper with Torsion-Level Ride. Studebaker-Packard Corporation, 1956.
- Packard-Clipper Division, Studebaker-Packard Corporation: Clipper dealer sales agreement. Studebaker-Packard Corporation 1956, Forms 80-698 & 59.
literature
- Beverly Rae Kimes (editor), Henry Austin Clark jr .: Packard, a history of the motor car and the company. Princeton Publ., Princeton 1978, ISBN 0-915038-11-0 .
- Beverly Rae Kimes (Editor), Henry Austin Clark Jr.: Standard Catalog of American Cars 1805–1942. 3. Edition. Krause Publications, Iola WI 1996, ISBN 0-87341-428-4 .
- Dennis Adler: Packard. Motorbooks Classics, 2004, ISBN 0-7603-1928-6 .
- George H. Dammann, James A. Wren: Packard. Motorbooks International, Crestline Series, Osceola WI, ISBN 0-7603-0104-2 .
- James A. Ward: The Fall of the Packard Motor Car Company. University Press, 1995, ISBN 0-8047-2457-1 .
- Robert E. Turnquist: The Packard Story (The Car and the Company). AS Barnes & Co., New York 1965.
- Mark A. Patrick (Ed.): Packard Motor Cars 1935-1942 Photo Archive. Iconographix, Osceola WI 1996, ISBN 1-882256-44-1 .
- Mark A. Patrick (Ed.): Packard Motor Cars 1946-1958 Photo Archive. Iconographix, Osceola WI 1996, ISBN 1-882256-45-X .
- Nathaniel D. Dawes: The Packard: 1942–1962. AS Barnes & Co., Cranbury NJ 1975, ISBN 0-498-01353-7 .
- Richard M. Langworth: Triumph and Tragedy: The Last Real Packards. In: Collectible Automobile. September 1984 edition, ISSN 0742-812X , pp. 6-25.
- Robert B. Marvin: The Packard Identification Guide Volume One. 2nd Edition. R-Mac Publications, 1990.
- Encyclopedia of American Cars from 1930. Consumer's Guide Publications International, 1993, ISBN 0-7853-0175-5 .
- Gunnell, John (Ed.): The Standard Catalog of American Cars 1946-1975. Krause Publications, 1987, ISBN 0-87341-096-3 .
- Tad Burness: American Car Spotter's Guide, 1940-65. Motorbooks International, ISBN 0-87938-057-8 .
- G. Marshall Naul, R. Perry Zavitz (Eds.): The Specification Book For US Cars 1930-1969. Motorbooks International, 1980, ISBN 0-87938-068-3 .
- Jerry Heasley: The Production Figure Book For US Cars. Motorbooks International, 1977, ISBN 0-87938-042-X .