Packard (formerly the Packard Motor Car Company) was an American company that made luxury cars in Detroit, Michigan. The first Packard cars were made in 1899, and the last Packard cars were built in South Bend, Indiana, in 1958.

Packard was one of the "Three Ps," along with the Peerless Motor Company and the Pierce-Arrow. Before World War II, the company was known for creating high-quality luxury cars. Owning a Packard was seen as a sign of prestige, and many old Packard cars are now displayed in museums and private collections.

Packard cars included new ideas, such as the modern steering wheel, air-conditioning in passenger cars, and one of the first 12-cylinder engines used in production vehicles. This engine was based on the Liberty L-12 engine developed for airplanes during World War I.

During World War II, Packard built 55,523 units of the Merlin V-12 engine, which had a special supercharger system. These engines were made under a contract with Rolls-Royce. Packard also produced larger versions of the Liberty L-12 engine, which powered United States Navy PT boats.

After World War II, Packard had difficulty staying in business as a separate company because of competition from the Big Three automakers: General Motors, Ford, and Chrysler. In 1953, Packard joined forces with Studebaker to form the Studebaker-Packard Corporation. This partnership was meant to last only until a future merger with American Motors Company (AMC) could happen. However, disagreements between company leaders stopped these plans, and Studebaker-Packard remained separate. The Packard brand was no longer used after 1959, following two years of declining sales for Packard cars made by Studebaker.

History

Packard was started by James Ward Packard, his brother William, and their partner, George Lewis Weiss, in Warren, Ohio. From 1899 to 1903, 400 Packard cars were made at a factory on 408 Dana Street Northeast. James Packard, a mechanical engineer, believed he could build a better car than the Winton cars owned by Weiss. After Packard suggested improvements to Alexander Winton, who ignored them, Winton told Packard to "build your own car." Packard’s first car was made in Warren, Ohio, on November 6, 1899.

Henry Bourne Joy, from one of Detroit’s wealthiest families, bought a Packard and was impressed by its quality. He helped bring in investors, including Truman Handy Newberry and Russell A. Alger Jr. On October 2, 1902, they renamed the New York and Ohio Automobile Company as the Packard Motor Car Company, with James Packard as president. Alger later became vice president. Packard moved operations to Detroit, and Joy became general manager. An early Packard car was given to Lehigh University by James Packard and is now in the Packard Laboratory. Another is displayed at the Packard Museum in Warren, Ohio.

At the time, other car brands had lower prices. For example, the Black Motor Company sold cars for as low as $375, and the Oldsmobile Runabout cost $650. Packard focused on more expensive cars, starting at $2,600. People around the world, including in the United States and Europe, bought Packard cars. They competed with brands like Rolls-Royce and Mercedes-Benz.

Packard’s large factory in Detroit covered over 40 acres. Designed by Albert Kahn Associates, it used reinforced concrete for the first time in an automotive factory when building #10 opened in 1906. The factory employed workers skilled in over 80 trades. The building was damaged by fires and was demolished in 2022. It is near the current General Motors Detroit/Hamtramck Assembly plant, which was once a Dodge factory. Albert Kahn also designed the Packard Proving Grounds in Shelby Township, Michigan.

Packard became known as one of the top luxury car brands in the United States. It was called one of the "Three Ps" of American motordom royalty, along with Pierce-Arrow and Peerless. James Alvan Macauley, Packard’s president and general manager, helped make Packard the leading luxury car maker in the U.S. He also created the Packard slogan, "Ask the Man Who Owns One." Packard sold cars in 61 countries. In 1928, the company earned $21,889,000 (about $410 million in 2025).

Packard introduced the Packard Six in 1913 and later the Packard Twin Six in 1916. The "Goddess of Speed" hood ornament first appeared on the Packard Eight in 1925 and was used on all models. Other hood ornaments, like the Cormorant and Adonis, were used later.

In the 1920s, Packard sold more cars than any other brand in its price range. In 1930, it sold almost twice as many cars abroad as other brands priced over $2,000 (about $39,000 in 2025). In 1931, 10 Packards were owned by Japan’s imperial family. Between 1924 and 1930, Packard was the top-selling luxury brand.

Packard also made trucks. In 1912, a Packard truck carried a three-ton load from New York City to San Francisco. At the same time, Packard had service centers in 104 cities.

The Packard Motor Corporation Building in Philadelphia, designed by Albert Kahn, was built between 1910 and 1911. It was added to the National Register of Historic Places in 1980.

By 1931, Packard cars were also made in Canada.

Examples of Packard models include:
– Ca.1904 Packard Grey Wolf
– Packard 3t (1908–1912)
– Packard 5t (1909)
– Packard 3t (1911) – called "the largest Truck in the World"
– Packard Armored Car (1915)
– A gold coin from the Packard Motor Car Company, issued April 15, 1921
– 1916 Packard Twin Six Touring (1-35)
– A 1916 Packard Twin-Six Model 1-35 Touring Sedan with Kegresse track, owned by the Emperor of Russia (1917)
– 1927 Packard Fourth Series Six Model 426 Runabout Roadster
– 1922 Packard EX truck on display at the Iowa 80 Trucking Museum, Walcott, Iowa

In the 1930s, Packard tried to survive the Great Depression by making more expensive cars and offering different models for different prices. The Twin Six, designed by engineer Jesse G. Vincent, was introduced in 1932, starting at $3,650 (about $86,000 in 2025). In 1933, it became the Packard Twelve. Packard also created a system called Ride Control, allowing drivers to adjust shock absorbers inside the car. In 1932, Packard made the Light Eight, a cheaper model priced at $1,750 (about $41,000 in 2025).

Packard’s competitors, Cadillac and Lincoln, had strong support from GM and Ford. Packard could not match their resources. By 1932, Packard had $20 million in assets (about $472 million in 2025). Many other luxury car brands, like Peerless

Studebaker-Packard Corporation

On October 1, 1954, the Packard Motor Car Company purchased the Studebaker Corporation, creating America’s fourth-largest automobile company. However, Packard did not fully understand Studebaker’s financial situation or consider the effects of the purchase. Studebaker-Packard’s leader, Nance, refused to merge with AMC unless he could take the top leadership role. Mason, who had previously worked with Nance as a competitor, had hoped to create a Big Four American auto industry by merging Nash, Hudson, Studebaker, and Packard. This vision ended on October 8, 1954, when Mason died suddenly from acute pancreatitis and pneumonia.

One week after Mason’s death, George W. Romney, the new president of AMC, stated that no mergers were happening. Romney continued Mason’s plan to buy parts from Studebaker-Packard (SPC). Although Mason and Nance had agreed that SPC would buy parts from AMC, this did not occur. Packard’s engines and transmissions were expensive, so AMC began developing its own V8 engine and stopped using Packard’s parts by mid-1956. Despite Nash and Hudson merging, the four-way merger Mason wanted did not happen. The S-P merger, which was really a Packard buyout, proved to be a mistake. Packard was financially stable, but Studebaker was not. Studebaker struggled with high costs and needed to sell 250,000 cars yearly to break even. The merger was rushed without proper checks, and Studebaker’s poor finances later put Packard at risk.

Nance wanted a complete redesign of Packard in 1954, but time and money were limited. That year, Packard produced 89,796 cars, including the Clipper line (the 250 series was dropped), Mayfair hardtop coupes and convertibles, and a new entry-level sedan called the Cavalier. A novelty pillared coupe called the Sportster was added to the Clipper line. Styling changes in 1954 were minimal, limited to updated headlights and taillights. A new hardtop model called the Pacific was added to the Patrician series, and all higher-end Packards used a 359 cu in (5.9 L) engine. Air conditioning became available again, though only a few cars had it in 1955 and 1956. Sales dropped to 31,000 units for the Clipper line.

Nance’s planned redesign was delayed until 1955, partly because of the merger with Studebaker. Packard’s stylist, Dick Teague, designed the 1955 models, which were well received. The body was updated, and the suspension included torsion bars and an electric system to keep the car level. A new overhead-valve V8 engine (352 cu in, 5.8 L) replaced the older straight-eight engine. Features like power steering, brakes, and electric windows were added. However, air conditioning was still rare on Packard cars despite its luxury status. Sales rose to 55,000 units in 1955, a strong year for the industry.

As 1955 models were produced, a problem from 1941 resurfaced. Packard had outsourced its car bodies to Briggs Manufacturing Company, but Briggs was sold to Chrysler in 1952. Chrysler stopped supplying bodies to Packard after 1953, forcing Packard to lease a small Briggs plant in Detroit. The facility caused quality issues and production delays. These problems hurt Packard’s reputation and led to a sales drop in 1956, though most issues were fixed by then. Talent also left Packard, including John Z. DeLorean.

In 1956, the Clipper became a separate brand with Custom and Deluxe models. Packard’s Senior models included four body styles with unique names: Patrician (four-door sedans), Four Hundred (hardtop coupes), and Caribbean (convertibles and hardtops). The Executive model was introduced in 1956 as a mid-range luxury car. However, this caused confusion and went against Nance’s goal of separating the Clipper line from Packard. Plans for 1957 models were based on a show car called the Predictor, with Clippers and Studebakers sharing body parts. A presentation of these plans was made to Wall Street bankers in 1956.

The 1955 Packard design did not change Cadillac’s position as the top luxury brand, followed by Lincoln, Packard, and Imperial. However, problems with the automatic transmission and electrical systems hurt Packard’s reputation. Sales were strong in 1955, a record year for the industry, but dropped in 1956 due to quality issues and engineering defects. These problems cost millions in recalls and damaged Packard’s image.

For 1956, Teague kept the 1955 design but added styling details like three-toning and hooded headlights. The “Electronic Push-button Ultramatic” transmission was problematic. The V8 engine was enlarged to 374 cu in (6.1 L) for the Senior series, with the Caribbean model producing 310 hp. Clippers continued using the 352 engine. Despite these efforts, Packard could not secure funding for new designs and had to share Studebaker’s platforms and body styles. Without funding, Packard’s future was uncertain, and the company eventually ceased production.

Packard engines

Packard's engineering team designed and built high-quality, dependable engines. Packard offered a 12-cylinder engine called the "Twin Six" and a low-compression straight-eight engine, but never a 16-cylinder engine. After World War II, Packard continued using their successful straight-eight-cylinder flathead engines. These engines were as fast as the new V8 engines from General Motors and Chrysler, but buyers saw them as outdated. Packard waited until 1955 to introduce a high-compression V8 engine, making them nearly the last U.S. automaker to do so. The design was large and traditional, copying features from early Cadillac, Buick, Oldsmobile, Pontiac, and Studebaker engines. It was available in 320 cubic inches (5.2 liters) and 352 cubic inches (5.8 liters) sizes. The Caribbean version had two four-barrel carburetors and produced 275 horsepower (205 kilowatts). In 1956, a 374 cubic inch (6.1 liter) version was used in Senior cars and the Caribbean, which produced 305 horsepower (227 kilowatts).

Packard also produced large engines for airplanes and boats. Chief engineer Jesse G. Vincent created a V12 airplane engine called the "Liberty engine," which was widely used by air forces during World War I. After the war, the Liberty engine was adapted for use in boats and helped set multiple world records under inventor Gar Wood from the late 1910s through the 1930s.

Between the world wars, Packard built one of the first diesel aviation engines, the 225-horsepower DR-980 radial engine. It powered the Stinson SM-8D and other aircraft. It also powered a Bellanca CH-300 on a record-breaking flight lasting over 84 hours, a record that remained unbroken for more than 50 years. Other Packard-powered planes set several records during the 1920s.

During World War II, Packard built Rolls-Royce Merlin engines under the Packard V-1650 name for use in the famous P-51 Mustang fighter plane. A marine version of the engine, based on the V12 Liberty design, was made in three models—M3-2500, M4-2500, and M5-2500—and powered wartime PT boats.

After the war, Packard produced new flathead marine engines based on automobile designs and wartime experience. These included six-cylinder (model 1M-245) and eight-cylinder (model 1M-356) engines. Only 1,865 of the 1M-245 engines were made between 1947 and 1951, with very few remaining today. Approximately 1,525 of the 1M-356 engines were produced from 1947 to 1950. A rare experimental "R" type racing version of the 1M-245 engine, with only 10 made, now powers a 1936 Gar Wood Speedster, with one known survivor.

Packard also developed two turbine aircraft engines for the U.S. Air Force, the XJ41 and XJ49. This was one reason for the Curtiss-Wright takeover in 1956. Packard wanted to sell their own jet engine.

Packard automobile models

• Packard single-cylinder models: Packard Model A (1899–1900), Packard Model B (1900), Packard Model C (1901), Packard Model E (1901), Packard Model F (1901–1903), Packard Model M (1904)
• Packard twin-cylinder model: Packard Model G (1902)
• Packard four-cylinder models: Packard Model K (1903), Packard Model K Gray Wolf (1903), Packard Model L (1904), Packard Model N (1905), Packard Model 24 (Series S) (1906), Packard Model 18 (Series NA-NC) (1905–1907), Packard Model 30 (Series U) (1907–1912), Packard Three Ton Truck (1909–)
• Packard six-cylinder models: Packard Dominant Six (1912–1915), Packard Single Six (1921–1924), Packard Six (1925–1929), Packard One-Ten, Packard 115 (1937), Packard Six (1937–1949)
• Packard Eight models: Packard Single Eight & Eight (1924–), Packard Custom Eight, Packard Light Eight, Packard One-Twenty (1935–1942), Packard 160, Packard 180, Packard Super Eight
• Packard V-12 models: Packard Twin Six (1916–1923), Packard 905 (1916–1923), Packard Twin Six (1932), Packard Twelve (1932–1939)
• Postwar Packards (including Clipper): Packard 400 (see Packard Four Hundred), Packard Caribbean, Packard Cavalier, Packard Clipper, Packard Clipper Constellation, Packard 200, Packard 250 (see Packard 200), Packard 300, Packard Executive, Packard Four Hundred, Packard Hawk (1958), Packard Mayfair, Packard Pacific, Packard Patrician (including Patrician 400), Packard Station Sedan (1949–1950), Packard Super Panama (1957 and 1958), 1957 and 1958 Packards.

Packard show cars

• Packard Phantom (1944; also known as Brown Bomber and Macauley's Folly)
• Packard Pan-American (1951; also known as Macauley Speedster, named after Packard design executive Edward Macauley)
• Packard Pan-American (1952) and Panther-Daytona
• Packard Balboa (1953)
• Packard Panther (1954–1955)
• Packard Request (1955)
• Packard Predictor (1956)
• Packard Black Bess (1957; not an official name, it was a design idea that could be driven)

Packard tradenames

• Ultramatic: Packard’s automatic transmission system used from 1949 to 1953. It was later called Gear-Start Ultramatic in 1954 and Twin Ultramatic from 1955 to 1956.
• Thunderbolt: A series of Packard Straight Eight engines produced after World War II.
• Finger Tip Shift: A system similar to the Chris-O-Matic, using a remote control and a helper device to shift marine engine transmissions from 1947 to 1951.
• Torsion Level Ride: Packard’s suspension system with torsion bars and a levelizer, used from 1955 to 1956.
• Easamatic: Packard’s name for a power brake system called Bendix TreadleVac, available after 1952.
• Electromatic: Packard’s name for an automatic clutch controlled by electricity and vacuum.
• Twin Traction: Packard’s optional limited-slip rear axle, the first of its kind on a production car worldwide, used from 1956 to 1958.
• Touch Button: An electric control panel used with the 1956 Twin Ultramatic transmission.

Legacy

Packard developed electrical connectors that General Motors used in many of its cars. The first type was called the Packard 56, then the Weather Pack, and later the Metri Pack. These connectors are still used today. The Packard Electric division of GM became a separate company called Delphi Corporation, which later changed its name to Aptiv.

The National Packard Museum in Warren, Ohio is the official museum for both the Packard Motor Car Company and the Packard Electric Company. Its goal is to keep the Packard history safe and show how Packard influenced transportation and industry through community activities and education programs.

America's Packard Museum displays a collection of Packard cars.

The Packard Proving Grounds in Shelby Township, Michigan are the remaining parts of the proving grounds once owned by the Packard Motor Car Foundation. The Packard Proving Grounds Historic Site aims to keep the Packard Motor Car Company's history alive by restoring and preserving the area.

The Fort Lauderdale Antique Car Museum closed after the COVID-19 pandemic. A local businessman bought the museum’s entire collection of Packard cars and memorabilia, and the collection was sold at auction in 2021.

In 1977, about 50 old Packard cars were crushed in southern California. The event was called "Crushathon" by a car magazine. The cars belonged to a Packard collector who had them auctioned after his death. Disagreements between fan clubs about the auction rules caused about half the cars to sell for less than the listed price. These cars were eventually destroyed, even though they were in good condition and free of rust.