The Four Hundred (sometimes referred to as the 400) was a 2-door hardtop as a premium model in Packard’s senior model range. It was offered during the first two years after Studebaker and Packard had joined forces (1955-56). It was among the last of Packard branded cars before they would become rebadged Studebakers and then gone altogether. This ’55 edition is not in bad shape and runs with a bit of help. Located in Winnetka, California, this once-proud machine is available here on craigslist for $5,700. Our thanks to rex m for such as regal find!
Two years into the merger, Studebaker-Packard’s financial position had deteriorated to where the automaker could no longer afford to build two distinct makes of cars produced in different facilities. So, Packard manufacturing facilities would close after 1956 and their cars became glorified Studebakers for 1957-58. That also meant the end of the Four Hundred, which saw 7,206 copies in 1955 and another 3,224 in 1956. The Packard name would no longer appear on new cars beginning in 1959.
The Four Hundred was recognizable for its 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. “Four Hundred” in gold anodized script adorned the band between the front wheel well and door edges. 1955 brought a new V8 to Packard with a displacement of 352 cubic inches. The car’s automatic transmission was available with either a column-mounted selector or a push-button operation.
This 400 has likely been off the road for some time since it’s registered in non-Op status in the State of California. The fuel system including the gas tank is going to needed cleaning out for it to run on its own. The odometer reading of 61,000 may or may not be an accurate mileage figure. The body looks good though the paint is faded, and the interior may be serviceable because the seats were protected with plastic covers though the material is coming apart after 66 years. And the headliner is starting to fall, as well.
According to Hagerty, one of these scarce Packards is worth $6,000 in Fair Condition and $45,000 in Concours restored condition. These vehicles are seldom seen anymore and are a real treat when they turn up. It’s a shame that Packard survived such a short time after the merger with Studebaker, but you must wonder if both brands would have disappeared in the late 1950s had they not joined forces.
Nice to see a decent price on a very restorable car. Packard was a bit before my time but I’ve wanted one since I was a kid. Absolutely beautiful styling.
“Grandpa, what’s a Packard”? Such a shame. By all rights, this is the car that should have saved Packard. It had features that were unheard of in ’55, I mean, look at the other “All New” ’55 Big 3 offerings. Packard was a fresh design, even the ’55 Caddy, it’s closest competitor looked dated. I mean, look at the dash. We’ve been over and over the reasons for Packards demise, and it’s dismal rebadged Studebakers, but as far as I’m concerned, this( and ’56) will go down in history as the last and nicest Packard ever offered. I only wonder if future generations will understand.
Completely agree Howard A. Damn near brings a tear to your eye to this day seeing how Packard failed. Just no reason the brand shouldn’t be here to this day. Such elegant cars and styling way ahead of the others.
Howard, this generation of American cars is unfortunately lost on Millenials and Gen Z today. No interest whatsoever. Mind you, these had only stopped production for 3-4 years by the time I was born in `60, but the Four Hundreds offered everything the best of the Big 3 had, PLUS. They rode extremely well, and yes Howard– were the ‘nicest Packard ever offered’.
Literally had this discussion with my son yesterday…”Where did Packard go?”
Always loved the 55s, especially in the louder colors like pink.
Not a fresh design — the ’55 was in fact a heavy facelift of the 1951 body shell. Dick Teague did a great job of updating it and disguising that fact but it’s a facelift nonetheless.
the quality and dedication to workmanship were the hallmarks of packard excellence//
They just couldn’t keep up with the big three in engineering because they didn’t have the budget. Up until the prior generation Packard was the highest quality car to come out of Detroit and known as the classiest. It was the greatest loss to the industry when Packard folded. They had quite a history until the late 1940s that couldn’t be beat.
The 55’s were rushed to production and initially had a lot of quality control issues which hurt the brand image. Torsion level was innovative but complicated, the Twin Ultramatic had teething issues, body fit was hit and miss.
Others argue junior car line really distracted from the Senior cars…Packard even dropped the brand name from the Clipper series to aid in differentiation.
There’s not much separating the two but amenities and trim, and to be honest the Clipper styling was pretty impressive on its own…almost makes the senior cars look bloated. (see the 56 Executive hardtop)
‘Ask the man who owns one.’ That was Packard’s slogan.
Although there was a lot of mismanagement in the post war years, The main reason is that people had changed. No longer only the rich could afford cars and the volume producers took the market. We are seeing the same today if you look at the imports of any kind out selling domestic brands. The general population buys cheap, Not quality.
George Mason had a plan to save the fledgling 3 or 4 struggling small production car manufacturers by merger. Packard, Nash, Hudson, Studebaker! He was I believe head of Nash-Kelvinator? Anyway he was the brains of the group! He died! ………… they failed! We lost a lot of automotive history that day!
Lowell, Mason had approached Hudson in 1948 but their president, Abe Barit, wanted no part of that. Mason had even looked into buying out an independent truck manufacturer as well. Barit came back to him in 1954 as Hudson sales had really tanked. Mason agreed and Nash and Hudson became AMC. Mason then wanted to have Studebaker and Packard merge. Finally both AMC would merge with S-P and form a united front to combat the big three.James Nance president of Packard wanted nothing to do with AMC at that popint as Mason had died and George Romney had taken over. Nance wanted to be president of the whole congomerate and had no use for Ronmey. The AMC and S-P deal never went through and subsequently they all vanished . Who knows what would had happened had it gone through?
George any relation to Mitt?
Gary Rhodes – assuming that was a serious question, George was Mitt’s dad.
It is too bad that they were unable to come together. My personal view of those makers is that Packard was the pre-war standard for rich folk, ahead of Cadillac by a bit, but that after the war their offerings, while still quality, were rather unattractive and too expensive for the emerging middle class. Hudson had some of the most interesting post-war cars, long, low, and fast. Somehow they didn’t break through with them. Nash had the cute little cars, and I mean little. They had this cute station wagon that looked like it was for munchkins. A friend of the family who was maybe 5 feet tall had one. Studebaker had some very interesting designs and some interesting technology (great V8s, hill-holder, OD, wrap-around rear window) and finally the piece-de-resistance with the Loewy coupe. Clearly size matters. Of the big 3, I believe only Ford was the source of its own models (was Lincoln independent?). GM and Chrysler incorporated others (Chevrolet, Olds, Buick, Pontiac, Cadillac, Dodge, Desoto, Chrysler, Plymouth).
These companies were in financial trouble, combining failing brands into one larger company is a stopgap that is almost guaranteed to fail. Automotive history in the US is littered with marquees that fell by the wayside, most have been forgotten, the only reason companies like Packard have some recognition is because they survived long enough that their later offerings have the basic styling cues still prevalent today. If they had folded prior to the the introduction of sleeker post war designs they wouldn’t even be a footnote.
Steve R
The 1953 price war between Ford and Chevy mortally wounded the independents.
The slip covers saved the seats to look at. They might be crunchy and turn to dust. Quite a beast.
I found an article about a CA speed shop that bored out these engines and put a supercharger on top and drag raced them. Packard over engineered the engine such that there was plenty of metal to open up for power.
A few years ago, a Packard ran in the Engine Master competition.
The then new V8 had lots of potential.
Shoulda, woulda, coulda, if Packard had gone into motorsports, drag racing, NASCAR with a smaller car, they might have been a force.
https://youtu.be/AsvCAp87cSY
Supposedly the packard v8 was the basis for Land Rover v8 of the 50s through the 90s. They do look quite similar but I’ve never studied the LR engines closely.
SG,
The Rover V8 did indeed have American roots, bit it’s in the Buick 215 V8, not the Packard V8, an engine that would be far too large to fit in almost any European automobile.
Why did it have to be pink?
Because it was the 1950s and there was no separating the two.
Every time I see one, I think of my old Soviet Russian Gaz 13 Chaika.
Way back when…….. had a neighbor with a 53 Studebaker coup which the engine shot craps. We went to salvage yard and found a running 352 packard engine 4 bbl. It bolted up and fit. There wasn’t any fords or chevys that could keep up.
Brad K,
You were very fortunate that day. If the Packard V8 bolted up to a Studebaker drive train, it had to have come out of a 1956 Golden Hawk. Those were the only ones set up that way.
I drove by the old Packard plant today, I told my friend, what I wouldn’t give to go back in time and see those smoke stacks belching smoke into the sky, and know the Packard brand and name meant something. It’s a sad feeling to know that it will never happen again. But the Packard name will live on by the beautiful machines they built. Sadly, it will fade as we all grow older, but they left an indelible mark in automobile history.
Vance,
As a serious Packard enthusiast, I’ve watched the Packard factory fall apart due to mismanagement by the city of Detroit. Just recently that grand connector arch over East Grand Blvd collapsed thru total neglect and 100% ignoring of the problem by the city [and also by the state as well].
I saw a special report on the tube awhile ago about the building. It was sad but not shocking considering the problems Detroit has had in image, history and modern reality. Bill, I was waiting for you to remark about this car. Your experience with early fifties Packards? Do tell buddy, do tell.
On and On,
My brither and I currently have a 1955 Packard 400 hardtop. It’s black with a white top and white lower body side areas. Inside can be found the fairly rare Orchidcloth and leather interior, the pleated cloth sections of the seat have an embroidery style featuring beautiful pink Orchids, the outer seating areas trimmed in dark pink leather. The 3″ wide stripe running horizontaly across the seats is a shiny black “patent leather” that visually ties it all together. I wish I could show a photo of the interior as it’s visually striking.
The car was originally ordered by the owner of the Annapolis, MD Packard dealership [now the Mercedes-Benz dealer in Annapolis], and it was his personal car until about 1959, when he gave it to his last Packard mechanic.
As there was a very active Studebaker dealership nearby, he elected to remain “Packard only”. Years ago he told me because the Jewish owner of the Studebaker dealership was not willing to sell German [or Japanese] automobiles,
he was able to take on the Mercedes-Benz line of cars that Studebaker-Packard had begun selling in 1956.
He said that about 1959 the people at the Mercedes-Benz corporate offices had heard he continued to drive the Packard instead of a M-B vehicle, and they insisted he start driving a Mercedes 220 hardtop instead!
For years I tried to get the Packard mechanic to sell me the 400, and the answer was always the same: “I’ll call you when the time comes”. So about 1985 he called and offered me the car. I had just bought another fairly expensive car, so I called my brother, who jumped at the chance to own the 400.
The other reason I passed on the car was because I already owned an unusually optioned version. It had factory air conditioning as well as all the more common options like power windows & seat. However the original owner also owned a construction company, this meant he often drove his cars “off paved roads”, and he always drove stick shift. So he ordered his 1955 Packard 400 hardtop with 3-on-the-tree and overdrive!
Surface rust on southern cars is nothing to us in the salt North. THat car looks solid just been out in the sun too long. Someone needs to save it. Packards are too good and too rare to let one go to waste.
Hey Bill, I agree with this mis-managment of the city of Detroit, but to drive by it makes me sad. My Father worked at the Uniroyal plant for 40 years, and I am still proud that he did it for 40 years, through WW2, it was the greatest generation. He was the first man to make 100 tires in a shift, and I love him for that. God bless you Dad.
Vance,
100 tires in one shift? I know what it takes to make a tire. Even today it takes a lot of human guidance and effort, that even with today’s technology can’t be duplicated by machine.
I recently watched a YouTube video from WW2 showing a Firestone factory making tires. Building a tire casing means taking various pieces of pre-cut rubber, woven cord fabric, and steel rings for the bead. All of those pieces had to be installed by hand onto a rotating drum, each piece placed exactly where it needs to be. It was hard work, always moving on your feet.
Even during WW2, union rules for these factories meant that with 24 hour a day operations, employees worked an 8 hour shift with only 30 minutes for lunch.
Let’s assume your father was determined to break the 100 tire per shift productivity goal, so he didn’t take a lunch break. That’s 480 minutes during his shift. To achieve that 100 tire goal meant he was finishing a tire build-up every 4.8 minutes! That’s a very impressive achievement, and as “The History Guy” likes to say, it’s an achievement that deserves to be remembered.
Hopefully Uniroyal presented your father with a serious award, as that goal meant so much to the American war effort. Tires were one of the most needed manufactured items for the war effort. The demand for new tires was so high, that had your father tried to enlist in the military, he would have been turned down, because he was more important to the country making tires!
Bill, love talking to you, my Father was ambidextrous, so he didn’t have to change his cutting tool to his dominant hand. It saved him so much time . Before there were unions, they stood at the gate and were hand picked, and he was chosen everytime. He never went without money, but there was little to purchase. He was frozen to his job, he could not join the Armed Forces for that very reason. He was 33 when war broke out in ’41, and military service was in his blood. I have had a descendant in every war since the Revolutionary War. I am very proud of my Father, he worked hard for nearly 40 years, how could I not be proud.
Sorry, one last thing about my Father, he was a white collar worker his last 10 years at Uniroyal, and a Freemason. He got a boss who was Roman Catholic and he didn’t care for my Father. At 50 years old, they put him back to production. My Mother who was 22 years his senior, said it was the first time she ever saw my Father cry. His hands weren’t used to building tires, and he soaked his hands in formaldehyde to toughen them up for the next day. She said the tears would run down his face, yet he never complained. Yes, they truly were the greatest generation. I miss him every single day. You were a good man Dad.
To this day I will never understand low-level management types who would take out a personal grudge on an older worker rather than put a younger man in the position, because that’s the way to increase production, and production goals are the one thing the higher level managers look at.
If I remember, it was December of 2018 when I got a call from a long-time friend and well known Packard parts retailer who had been driving in the vicinity of the old plant, when he heard from a friend & police officer that the archway over the East Grand had just collapsed, so he raced over there, and took a photo. He immediately called me and sent the photo, and we both literally cried over this needless destruction by way of neglect.
My dad was a few years younger, but was denied military service due to a hereditary heart condition that I inherited as well. But Dad went on to get his Masters in Electronic technology, and then a Masters in nuclear physics. Dad worked for the Army’s Materiel Command, and it was his group that proved the theory of EMP [Electro Magnetic Pulse radiation].
In the 1960s he was the technical director of the Army’s nuclear underground testing faciity at White Sands. In 1963, our family drove out to the test site as part of the summer vacation, and I guess due to both my dad’s rank at the base, and the far less levels of security and protocol, I was actually allowed to be in the bunker and at 12 years old was allowed to push the big red button! To this day I still have the detonation award paperwork in my name, signed by all the important people there that day. I also have his AEC hardhat with his name and the title of Technical Director on it. On my death all his stuff goes to the White Sands Missle base museum.
Yes, they WERE the greatest generation.