Nothing did more to put independent automakers out of business than the price war of ’53-’54. Post-war demand for cars had been thoroughly satisfied by then, and increasing market share meant a steady drumbeat of new products and lower prices. Studebaker, Packard, and Nash were on the ropes leading into the ’50s, without the resources to compete. Each had made strategic mistakes, and it wasn’t long before these companies were forced into mergers. Over at Packard, errors compounded as the company moved downmarket, sullying its luxury image; persisted with a flathead motor and stodgy styling; then purchased an ailing Studebaker. Against this backdrop, the company introduced the convertible Caribbean, hoping to revive its fortunes with a specialty car. Launched in 1953, the Caribbean civilized the design of Packard’s Pan American show car. It offered power accessories and leather upholstery as standard, and its price was set at a nosebleed level. Only 2189 Caribbeans were built through 1956; shortly thereafter, Packard’s sun finally set.
For a low-production car, the Caribbean saw several changes over its short life. Early examples were mounted on a 122″ wheelbase and sported a fully radiused wheel arch outlined with a broad band of chrome. Packard’s in-line L-head 327 cu. in. eight-cylinder provided power. These cars managed 60 mph in about 15 seconds; handling was precarious. By the time 1955 rolled around, the design had been cleaned up, the wheelbase had grown to 127″, the suspension was modernized, and a V8 had finally arrived – a 352 cu. in. equipped with dual four-barrel carbs. Changes were afoot in the transmission department as well: the larger V8 required an upgrade to Packard’s two-speed automatic, now called the “Twin Ultramatic”. Zero to sixty time improved to 11 seconds. Despite a host of new parts installed by the seller – gas tank, water pump, fuel pumps, starter – the car is not driveable and should be towed from its berth in Whiteland, Indiana.
The interior needs complete reconditioning. The leather upholstery is cracked, seams have separated, a portion of the floor is rusted through, the top needs a new motor to work properly. The driver’s side door and vent glasses are both cracked. The car is complete, though – important when contemplating a low-production vehicle.
Around back, the right rear quarter is rusted, and the seller reminds us that the front fender is damaged too. A used fender is included in the sale, and yes, that right rear end piece for the bumper is also with the car. Nearly all Caribbeans were painted in three colors, raising the cost of production – and restoration. This car is listed here on eBay, with bidding at $8100, reserve not met. Despite the reserve, the seller is amenable to an in-person, cash offer. Depending on year, engine, and condition, Caribbean prices can range from mid-$50k to six figures. This car sold for over $170k in January 2024. What do you think – is this Caribbean a viable restoration project?
What a stunner this must have been when new. Definitely worthy of a top notch resto in today’s world what are we talking 200k to do it right? Glwta
Sadly, parts aren’t right around the corner for this old gal. It’ll take deep pockets.
Same colors as the one Howard Hughes gave to actress, Jean Peters that is now in the Petersen in LA.
A car that desperately needs to be saved and I wish I had the deep pockets and skills to do it….someone will and someone really should.I love the tri colous ..it makes you realise how terribly boring todays cars are!
This was the best of the best in 1955. Sadly, this Packard would require a frame off restoration. Maybe $100,000 to bring it back to showroom new? Finding parts would be a nightmare. Many would need remanufactured. The list goes on. However, when completed, few cars ever built could compare.
Packard was one of the best US automotive companies in its day. I’ve seen a few Carribeans listed here that were in better shape than this example. Some of them in driving condition. This one is going to need so much to bring back again. Kind of sad seeing one in this condition. Hope who gets her does it right.
Wonder if the other three tires are as new as the right rear. At least three less items to source for a restoration! If only I’ld won the lottery……..
I had the pleasure of driving my boss’s less rare 1955 beautiful green Patrician a few times when I was in high school. It was an experience for which I will always be grateful. I remember the vague steering of this land yacht along with other innovations, like the signal-seeking AM radio and the automatic chassis leveling mechanism with its distinct whine as it operated. It was so sad Packard went out of business.
Dad had identical car he bought used from Downing Motors, downtown Atlanta. Jim Downing’s Dad and Uncles. Jim was co-designer of Hans device and great road racer (much later!) Think we had the only 2 four barrel car in Opelika, Alabama in 1956. Had to take a small house in trade in Jacksonville, FL to get rid of it in 1958
Cool on that Hans device….
How appropriate, Packard long featured a SWAN hood ornament and in the day could not be purchased for a SONG. Sad ending for a storied Marque. Last Days In The Bunker, tells the story of the efforts to save Packard. IMO, the Caribbean was one of the best Packards, featuring the beautiful Cathedral tail lights introduced when Dick Teague created them after J J Nance told him to Do Something about those damn BULL ball lights on previous Packards. There was a special Packard REQUEST featuring traditional Packard grille built on this chasis. And the Packard PREDICTOR might have become the next Packard, if only…? Hopefully someone will take on the task of rescuing this MONUMENT to an era never to be seen again. 🏆 Just Ask The Man Who Owns One.
It was a pelican, but most people called it a cormorant. Nice stretch under the circumstances, though.
Sorry! My error. At my age, I still recall much, forget some, and get confused. I actually recall both issues, but have to accept that I am now a Vintage Rolls Canardly, Roll down one hill and Can ardly get up the next! But when I look around, I feel fortunate to still be HERE,enjoy Barn Finds, and still Navigate my Town Car! LOL to ALL Barn Finders! 👍
Wonder how many know of Jean Peters or Howard Hughes 🤔..Or Hughes history. Guess we may be really Vintage editions. 👍
I’ve always read that the ’55s were first-year warranty nightmares, but I guess that would be the least of your problems with this one. Replacing flat glass is fairly straightforward, and there are probably a couple hundred body people who could fix up the sheet metal, but yeah, it would be a miracle to make this look new for under $50k. If there were a postwar American car that deserved it, this would be the one.
Of all the things I cuss my ex-wife about, it was the ’55 Packard 400 coupe I missed out on because of her that I cannot forget. It was a solid black car, I can imagine it with glistening fresh paint and chrome Packard wire wheels. No, not a Caribbean, but good enough for me,
I’ve always loved Packards (though, not so fond of 1948-’51, which lost their 1942 grace, yet didn’t break through to true postwar styling) — and I never saw the 1951-1956 ones as “stodgy”! When you remember 1951, American cars often still had humped-up centres in their bonnets (hoods), rounded-down rears, and other vestigial evidences of pre-War styling, in their pre-1955 postwar designs. The 1951 Packard was thoroughly modern and fresh, with lines others would come to on their way to 1955. The “high pockets” thing with Packard resisted the “longer and lower” trend others were after, and retained a unique dignity and bearing — and lots of internal room! Packard remembered that people not only LOOK AT autimobiles; they also DRIVE and RIDE INSIDE of them! My sole complaint in this is, I am so short from my shoulders to my waist, that I would need a 1955 Manhattan telephone-directory under my rear, just to see out above the hood! Or, I would have to contrive some way to raise the front seat close to three inches. In most cars, I need the seat set to maximum height, and all the way forward, to where the lower rim of the steering wheel touches my torso — then hope that my feet still can reach the pedals. Cars are built to be driven by HUGE PEOPLE! But then, kitchen cabinets, for me, need a step-ladder to get up into — my “reach” is neither long nor high enough. In some cars, I cannot adjust the rear-view mirrors far enough to work for me. I utterly LOVE the 1955 Packard (which was a drastic face-lift on the ’51-’54, not a totally new body). Much the same occurred in turning the 1952-’54 Ford into the 1955. I never objected to the “bulls balls” tail-lamps — but the new “cathedral” ones were utterly elegant and dignified and “Patrician” in the classic sense — making Cadillac look “common” and almost in poor taste. Compare the 1955 Packard with the 1955 Cadillac, and the Packard wins, hands-down. In the 1956 face-lift, Packard grafted-on mid-fifties fad-cues, and ruined the whole thing! The ’55 was timeless, but the ’56 was… well… a ’56 — looking instantly “dated” by 1957, with those too-hooded headlamps, cheapened tail-lights (hooded), and opened-up egg-crate grille. I wish I had a mint condition 1955 Packard Patrician 400 — if only I could see out to steer it and find a ways to reach its pedals!
“Zero to sixty time improved to 11 seconds.”
Doubtful. Could not find a Carib road test to substantiate but Motor Trend did test a ’55 400, which did 0-60 in 11.4. The 400 was down 15 hp compared to the Carib but also had a 500-pound weight advantage. Hard to see how the heavier Caribbean would be quicker even with 15 more hp.
These are such cool cars. Tons of presence, plus rarity and ’50s luxury. But. like with many such cars, the cost of restoration would exceed the car’s value.