The name “Packard” stood tall among luxury car makers thanks to well-organized efforts of company leaders cheered on—and often approved by—Alvan Macauley as early as 1910. What augmented Macauley’s rise was Old World charm and energy coupled with hard work, plus gentlemanly depth of outstanding mechanical insights and ability. Of course, buyers of new Packards were among the vanguard of fans who perpetuated the honored phrase, “Ask the Man Who Owns One.”

From its inception late in 1899, the Packard automobile was intended to send a message of assured reliability on roads and streets through towns, across states and even in far-off lands overseas. James Ward Packard and brother William Doud Packard hatched their own version of four-wheeled reliable dependence and nurtured it into 1903 when the operation moved from its fledgling site in Warren, Ohio, to its dream site in Detroit. Succeeding early years were helmed by the energetic Henry B. Joy.

The story of the automobile is also a story about people. It includes those who dreamed of motor vehicles, those who designed them, those who made and sold them, and those who led the effort of production and delivery. Among leaders was Alvan Macauley who, beginning in 1900 as general manager, rose through the ranks of an early calculator company. Twas Macauley who had the gumption to move the very profitable American Arithmometer business from St. Louis, where a local competitor hindered expansion. A secretive plan saw Macauley’s work force and equipment moved to Detroit one weekend in 1904 on two trains. By 1910, Macauley joined the leadership of Packard.

Good things were in the offing. Gone from Packard were the single- and two-cylinder Packards, both supplanted by fours and sixes by the 1910s. What followed was a potentially risky jump to twelve cylinders to claim high ground in the luxury field from 1916 through 1923. The very next year, Packard selected the more economical Single Six before the logical progression to straight-eights.

A bold step upward set Packard on its classic course with special custom designs and superb fit and finish as the 1920s progressed. Large drum headlamps were common traits for luxury cars, bigger being better in those days. In 1927, wheelbases for mainline Packards stretched 136 and 143 inches. For 1929 to 1930, models ranged from 126-1/2- to 145-1/2-inch-wheelbase spans, the topmost being fit for royalty in society or business. Engine displacement jumped to 384.8 cubic inches with bore and stroke of 3-1/2 by 5. Prices matched the expanded sizes—bigger was not only better, but more costly. That was the era of regal splendor that was to stretch into the 1930s, even amid the worldwide downturn of personal fortunes, and a very bitterly soured economy that saw formerly wealthy folks asking, “Brother, can you spare a dime?”

Still, Packards of the late 1920s—the “Roaring Years” of society—were akin to crowns on princely heads of business and culture. L. Morgan Yost, a noted collector, architect and Packard researcher, put that pre-Depression era into perspective with notes obtained by this writer. “The Packard Eight Club Sedan listed at $4,950, the Six Club Sedan at $2,685 when introduced in July 1927. Some difference! But then, a Model A Ford cost only $600. The Packard Eight Runabout (rumble seat roadster) listed at $3,975 while the Model 533 Six runabout listed at $2,385 and the shorter 526 Six runabout listed at $2,275.”

Yost asked, “Why two runabouts with the six engine? Strangely, quite a few more of the shorter ones sold. Many who bought the Six were striving, even over-reaching, to get a Packard, and the $110 made the difference.” According to present standards, a dollar in 1927 had the buying power of $17.13 today! Thus, that $600 Ford was the same as $10,380 while Packards mentioned ranged from $46,450 to $85,635!

Yost also pointed out that the Six and Eight of that era were much alike in bore, stroke and main bearings (either seven or nine). “Full pressure lubrication was supplied to the main bearings, thence through the crankshaft to the connecting rod bearings, thence through drilled connecting rods to the piston pins,” just to mention a few factors. Pistons were of aluminum alloy “as was the crankcase. Many think the transmission housing was aluminum but it was cast iron painted aluminum.”

Yost added, “On the Eight… a piston pump was mounted on the rear of the transmission, engaged by turning a slitted end rod which entered a hole in the floor board.” Not a bad idea in that era of rough roads and old-style tires.

In this period of Packard history, 1899 to the late 1920s, standards of high quality, reliability, good design and bang-for-the-buck in prestige were paramount. In several ways, Packard set new standards which other car makers watched carefully.

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Between the time merger talks between Packard and Studebaker began in 1953 and when the actual merger was realized in October 1954, the Detroit-based Packard Motor Car Co. cleaned up its act. The intent was to strengthen the luxury-car company that had a long history of wise moves in the auto industry, à la the pre-World War II launch of the Packard Twin Six and the 1920s introduction of the then-dashing (plus more easily affordable) Single Six.

Beyond a decade later, Packard proved it was wildly wise and profitable when it introduced the Packard One-Twenty in the mid 1930s, then became more daring with its bow of the greater-bargain Packard Six in 1937. With those giant steps, Packard repositioned its sales targets in price ranges competitive with Chrysler, Buick—even Oldsmobile and Mercury—plus a tad of upper-range Pontiac. Granted, the top Packard models were still aimed at the wallets of the ultra-rich and those wealthy hopefuls who wished to enter their social rank. That aura was worth emulating even in slight degrees with the new ranges.

Where was Packard’s Postwar Share?

The car sales market had weathered and waned through want and war, and by 1950, the entire Packard sales force again sensed there was significant slippage in sales. The rakishly innovative 1941 Clipper body design, with its fading front fenders and aerodynamic eye appeal, had reached its limit in updates. Those updates were mild for 1946 and 1947 as car makers rushed prewar designs into production in order to meet pent-up postwar demand. But as the need lightened, the redesigned Clipper lines were smoothed out and rounded for 1948 through 1950 (even though Packard avoided use of the word Clipper for those latter models). It was during that final year of the reformed base design that sales wars were brewing in the entire car industry.

Annual sales for Packard were hard pressed to surpass the 100,000-car mark, albeit Packard “number crunchers” in the Detroit head office seemingly sidestepped that reality by tabulating sales for as much as an 18-month run for the 22nd Series, ending midyear of 1949, and then the 23rd Series that picked up from there and ran well into 1950. “SERIES” production numbers looked good at nearly 146,500 for the 22nd run and a slight dash above 106,000 for the 23rd. Yet in reality, the difference was almost a 28 percent drop. Packard’s elderly leadership had little anticipation of that decline. They felt loyal Packard owners would almost always buy a new model. But owners aged, some stopped driving and younger car buyers with wandering eyes were tempted by other brands as the sales war of the 1950s engaged in earnest.

This is not your father’s… Packard?

Well before Oldsmobile came up with its 1980s slogan that the brand “is not your father’s Oldsmobile, ” Packard made a bold move to re-think its model appearances with high fenders that set the design apart from other brands and gave a bold posture with headlamps being raised and visibility being increased. When the 1951 Series 24 model run tabulated 100,312 cars, Packard still had hope. But as the “car wars” of that decade became very strenuous, Packard and other brands such as Studebaker, Nash and Hudson—even newcomer Kaiser—saw sales substantially slip. Merger seemed a plausible option.

Reality hit hard. Packard—under younger leadership—explored, brainstormed, hired fresh blood, dreamed dreams and saw visions of “what could be.” For a time, there was a brightening hope.

That glimmer beamed from a national conference of the service and parts segment of Packard prior to its merger with Studebaker. The dates of Packard’s national conference were April 26-28, 1954. The place: St. Clair Inn in St. Clair, Mich. The need was to bring higher income into Packard coffers through new-car sales, servicing, repairs and accessory sales. While the motive was good, it was not the only fix to be made. But it made Packard a more attractive candidate in the eyes of Studebaker’s band of leaders, who were even in greater need by a haunting debt that Packard had not yet investigated.

The conference song was the then-known tune of “Just One More Line:” “Just one more line/Is all we need to build absorption/Is all we need to make our Fortune/Just one more line/Just one more wash/Or just a Packard lubrication/We’ll go to Florida for vacation/Just one more line/Just one more sale/Backed up by Packard’s great tradition/Has put the hex on competition/Just one more sale.”

The need was growing dire. Company statistics showed that 70 percent of reporting dealers in February 1954 were below industry average… “two of these three zones are the only zones whose operating profit is in the black insofar as their dealer operations are concerned. An official added, “Within our power lies the ability to improve Packard’s dealer profit picture to a point of prosperity and growth, the likes of which this industry has never experienced, and as easily as adding one and one…by writing JUST ONE MORE LINE per repair order, we could increase our profit per repair order by 50 percent.”

Packard Vice President C. E. Briggs also addressed the assembly via a tape recording: “We have been able to demonstrate how the plans of your management are being keyed to today’s and tomorrow’s competitive market and, frankly, the reception has been excellent. Old man competition has brought us the greatest challenge, and along with it, the greatest opportunity of our business lives. We mean to capitalize on every one of Packard’s treasury assets in securing growth and prosperity….”

1954 was a watershed year of high hopes. 1955 built on those hopes. But 1956 would bring added challenges and a debt whose wall seemed too high to climb. Packard is long gone as a manufacturing force. But its greatness, its will to survive, and its grand accomplishments still stir the heart of “…the Man Who Owns One.” 

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Women were early in Packard picture

Packards weren’t just for men. In 1903, the company proudly showed not one woman but five in a 1903 model. Some collectors may not recognize the car as a Packard since the venerably distinguishable ox-yoke radiator did not appear until 1904. But, truth be told, Packard’s one-cylinder models designated as A, B and C versions offered a fine cut above the sales banter and road worthy performance of contemporaries from inception through 1903. The first two Packard models were steered by tiller. The C offered a steering wheel, thus setting an early standard in the industry.

Showing a car full of fashionably dressed ladies in a one-cylinder Model C Packard proved several points. First, the Packard was able to be operated by a woman, implying that the prepping for operation and the cranking to start were handily done by feminine hands. Second, that driving was ably handled by the same. Third, Packards were not prone to breakdowns. Fourth, that these ladies — regardless of their ages — were affordably in modern step with their times by taking to the streets in a mechanical conveyance rather than a horse-drawn buggy. And fifth, that there was plenty of room, even for the fashionably well dressed. Notice, however, that the front seat passenger is seated at a somewhat uncomfortable angle for the photographer to augment the spaciousness for driver and passenger, a trick of the photographic trade that bode well for advertisements. Still, the picture conveyed a womanly pride of operation that most lesser cars of the era did not advantageously promote. Interestingly, early literature often talked of passengers riding on a car rather than in it since it was so open with few safety restraints.

Production of the Model C was under 100 for its time, yet this was quite an achievement, even at that. The Model C’s engine had a displacement of nearly 184 cubic inches with 9 braking horsepower and a wheelbase of 76 in.

Chances are good that whenever milady or the mister drove their Packard, they made certain in those early days of motoring that mechanical help was a short distance away — unless they had a driver, and he was capably willing to “get out and get under” to bring renewed life to the vehicle, when necessary.

Picture a Packard truck

The rise of personalized passenger conveyance in a motorcar neatly coincided with the need to have vehicles that transported goods. Hence, trucking was advanced. Packard, like other competitors, seemingly experimented with the conversion of cars into small trucks for factory usage, then rolled this concept out to the broader business public.

Once again, the use of Packard trucks implied reliability in service to the buyer. No one wished to base the survival of their business on a truck that would break down or that was dangerous to handle. Packard scored well in the production of trucks until the idea bowed farewell for 1923 in favor of solely producing passenger cars. What is rare today and even uncommon for the period back then was the multiplicity of special bodies used on Packard trucks. Some were made in very small batches. Others were one-of-a-kind. Therefore, those that survive or remain in depictions are scarce pieces of that nearly lost puzzle of Packard production. As shown here, most of the truck bodies offered little solid protection against the blast of wintry weather.

Recent Packard collectors take pride in ownership. They own more than a car. They are conveyors of an illustrious past put forth by a once-noble car company that dominated the luxury car field for most of its decades-long existence. So picture this in your mind: Some years ago, the memorable Packard factory in Detroit allowed its inner reaches to display Packards when a national Packard car meet came calling. By special arrangement, those plans were set years after the Packard facilities no longer were operated. Being an industrial wonder in its day for the massive use of steel-reinforced concrete construction, the facility seemed to be a proper setting for many Packards made prior to 1957, when the plant was still churning out new cars.

Pictures of Packards from long ago still send a message that the brand is not forgotten for all the glory it promoted and implied. Simply stated, ask any person who owns one now or in the gloried past.

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Mike Post must like large cars. Even “standard” Packards were never small, and Mike proved his adoration for even larger models by seeing his 1949 Super Eight Limousine on the first-quarter 2019 cover of PACKARDGRAM, publication of Packards of Arizona, a region of Packards International (Duane Gunn, editor).

Post doesn’t have just one. He also has a 1948 version, both with 141-inch wheelbases and seating space for seven. PACKARDGRAM has a fine history of running 30 or more full-color photographs on quality paper stock.In this regard, each issue, only eight pages long, carries “keepers” as far as the visuals are concerned. Post also prepares the companion piece, “PACKARDGRAM News-Notes,” inserted with each issue. The piece provides news on members and their projects, plus tips on such things as installing an electric fuel pump (let’s face it, gasoline today isn’t what it used to be and tends toward vapor lock), and ends each issue with a marketplace listing of Packards and parts for sale.

Post’s two cars were not the top line for 1948 and 1949, but close to it. That Super, with its 141-inch wheelbase, was a good car to pick up company visitors at train stations and airports. It was also good for other transport service, such as taxis. And occasionally, large, young families could enjoy the car with plenty of room for all.

The larger Packard was the Custom Super Eight on a 148-inch wheelbase. That was aimed at wealthy owners, the “old-money” type of inheritors who had to maintain their image of being chauffeured around town. A cut above the Super, both models were superb in their own right.

It’s not easy to find a garage big enough for both cars. Post didn’t seem to be worried. And, if you think about it, even small collector cars in today’s environs take up much more space than their girth necessitates. The extra allotted space may be seen as a salute to the car placed therein.

It’s clear Post and his spouse cherish their Packards.

Packards of Arizona
1531 East Flint St.
Chandler, AZ 85225

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As a teenager, Kughn built a Ford Model T from parts he found in a junkyard, then as an adult went on to collect a fleet of more than 280 vintage cars, including many Packards, Auburns, Cords, Stutz, Mercedes and Duesenbergs. His cars were often the stars at the Meadowbrook Concours and other shows. He displayed many of his cars at his Carrail Museum until closing the train/automobile shrine in 2003 after experiencing some health problems that prompted him to sell off many ofhis cars.

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The famous and beautifully restored record breaking race car the Miller Special that broke racing records at the Indy 500 and at the Packard Proving Grounds will be on view at the Packard Proving Grounds for this special occasion through a special arrangement with Indy 500 Museum. After winning the pole at the Indy 500 in May of 1928, the legendary race car driver Leon Duray was invited to bring his Miller Special to the Proving Grounds for high-speed runs on the brand-new concrete test track on its opening day, June 14, 1928. One of those laps was clocked at over 148 mph, setting a world record for a closed-circuit track. The record stood until after WWII. Visitors to Cars ‘R’ Stars will have a once in a lifetime opportunity to see this famous car which rarely leaves the Indy 500 Museum.

In addition among the featured cars in this group will be Packards from the early 1900’s through the 1950s. Visitors are invited to witness, in person,the differences in these cars, which represent the most important innovations and model evolution through the nearly sixty year history of Packard production.

“The Goal of the Cars ‘R’ Stars Show at the historic Packard Proving Grounds is to honor the role of vehicles in our collective history. By featuring some of the most unique cars in automotive history, we are telling a fascinating part of that story. In addition, it is quite significant to be able to highlight the history of automotive testing at the Proving Grounds” said Don Sommer Cars ‘R’ Stars @ PPG board member and Packard Motor Car Foundation Trustee. ”This will be a great opportunity for whole families to share memories and history together with the “actual vehicles” there to inspire stories. Sommer was founder of the Meadow Brook Concours d’Elegance. He brings his considerable experience and network of contacts to Cars‘R’Stars @ PPG.

“Cars‘R’Stars @ PPG is known for welcoming all examples of collectible transportation as well as the special features,” he continued. “Our field has included everything from 2 wheeled to 4 wheeled, brass era and pre-war, post war, hot rods, muscle cars, trucks, racers, customs, military vehicles and even bikes.”

Cars ‘R’ Stars @ PPG is one of the oldest classic cars shows in Michigan, formerly known as Carnival of Cars. In the last nine years, the show has enjoyed resurgence, in tandem with the ongoing preservation and restoration of the famous Packard Proving Grounds. Built 90 years ago by the legendaryAlbert Kahn, the beautiful Tudor style Gate Lodge with an 8-bay garage and temporary dormitory for engineers and test drivers graces the front entrance, and part of the original test track still exists. This is where the high performance vehicles of the 20th century were tested. The 6,500 sq ft Repair Garage is where much of the disassembly/reassembly and bench testing of Packards occurred. The Repair Garage is now a very popular wedding and special event venue. The original tool crib location has been reborn as the Gift Shop.

The Historic Packard Proving Grounds is located on Van Dyke, south of 23 Mile Road in Shelby Township. The show takes place from 8 a.m. to 3 p.m.

Vehicles will be judged in static (in-place) Concours fashion and participants will get awards uniquely crafted from the wood of the historic Packard Plant in Detroit making a distinctive keepsake.

Autos that want to participate are encouraged to pre register. 

Preferred class parking will be available for all pre-registered cars. The pre-registration fee is just $15 for non-judged cars and $20 for judged cars. “This is a wonderful venue for car clubs,” said Sommer. “By registering early they get savings and are assured of a great location to show off their cars as a group, with their club friends. “

Registration the day of the show is $20 for non-judged and $25 for judged cars.

Organizers of the Cars‘R’Stars @ PPG automotive show and celebration are a collaboration of the Detroit Chapter of the Veteran Motor Car Club of America, Motor City Packards and the Packard Motor Car Foundation.

The organizers are offering a variety of activities including:

• The CAR SHOW featuring new in-place Concours judging and class and club awards. 300+ cars are expected.
• A SWAP MEET with over 200 vendors expected, as well as free shuttle service to your car with your heavy purchase. 
• A CAR CORRAL with a great selection of cars for sale.
• Class and Club Awards
• Custom Collectible Trophies
• 50/50 Drawings
• Handicap Shuttles
• Hot Dogs, Ice Cream and more from National Coney Island
• Music by DJ Scott Kuhl

In addition, the public will have the opportunity to enter and see portions of the beautiful 90 year old Albert Kahn designed Packard Gate Lodge, under restoration by the Packard Motor Car Foundation as both a Michigan and National Historic Site. The Lodge is a Tudor Revival style residence that served as the home for the proving grounds manager and his family and features three fireplaces, nine bedrooms, four bathrooms and a multi colored slate roof. There is also a dormitory above the 8-bay garage that served as temporary living space for engineers and visiting dignitaries. The Lodge and famous entrance gates served as a backdrop for much of Packard’s advertising and symbol for the company. Visitors will be able to enter the Lodge and associated buildings for free throughout the day and The Gift Shop will be open in the Repair Garage after 9 AM to all Cars ‘R’ Stars @ PPG visitors. The Tank Test Building will be open for viewing of Gar Wood’s Miss America X race boat and various Packard cars and artifacts on display.

Walk – in admission to Cars‘R’Stars @ PPG on June 10 is just $5 and children under 12 are free when accompanied by a paid admission. Gates open at 8 a.m. and close at 3 p.m.

For information call: Tom Mitchell at 586-247-5921 or go to www.carsrstars.com.

49965 Van Dyke Avenue
Shelby Township, MI 48317

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HERSHEY, PA – The recipient of the Olympus Award for 2017 is Ralph Marano, a well-known collector from New Jersey. This achievement award is given by The Elegance to a collector who has shown a lifetime dedication to the spirit of sharing magnificent automobiles with automotive enthusiasts around the world. It’s awarded in honor of The Elegance founder, John W. Rich, Sr.

Marano’s obsession with cars began at an early age when he took auto shop classes in high school. “That’s when they offered work programs and options to students who did not want to pursue a college education,” Marano told The Elegance. He also worked for a Volkswagen Agency, through a work-study program and won the Plymouth Trouble Shooting Contest in New Jersey. Upon his high school graduation, Marano secured a job as a mechanic for Sears Roebuck Automotive Center at the rate of $2 per hour – the minimum wage was $1.35 per hour! Ralph rose to store manager, while working with his father nights and weekends selling cars.

Marano’s introduction to classic cars came when his father and he purchased a 1937 Packard, which aided with his rehabilitation. “That car will never leave my collection,” he says. He’s collected mostly Packards for 30 years. Marano’s collection consists of non-mass produced and small production vehicles. He also owns the only collection of every Packard prototype. In addition, his Darrin collection consists of a car from each year from 1937-42. Packards are his first love, but he owns other marques including: Auburn, Cord, Duesenberg, Ford Hot Rods, 50 Mercury and some unusual Cadillacs.

Marano received the Olympus Award at the annual gala dinner at the Hotel Hershey in Hershey. In combination with a vintage hill climb race, cars & coffee, seminars and galas. Dates for next year’s event are June 8-10, 2018. For more information, visit TheEleganceAtHershey.com.

About The Elegance at Hershey

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