Regarding the induction system, it was noted, “Extensive
work was conducted to obtain equal distribution to all cylinders,
to minimize restriction, and to promote turbulence only where
desired for proper mixture of the charge....” The cast-iron intake
manifold also had a heat crossover for quick warm up and for the
automatic choke of the four-barrel carburetor. Since the cooling
system didn’t require a crossover in the intake manifold, and a
separate upper valve tappet cover was employed under it, removal
and reinstallation of the intake was easier.
The full-pressure lubrication system was fed by a gear-type
oil pump with a fl oating pick-up in the oil pan. A partial-fl ow oil
fi lter was mounted at the top front of the engine for easy access.
A 12-volt electrical system met the requirements of the new V-8
engine. The cam-driven breaker-point distributor was at the top
rear of the engine.
An assembled 352-cu.in. V-8 with accessories but sans air
cleaner, had a dry weight of 698 pounds, versus 752 pounds of
the previous straight-eight. The V-8 was also ½-inch lower and
8½ inches shorter, but it was wider.
The AAA Contest Board supervised a 25,000-mile endurance
run on the 2.5-mile track at the Packard Proving Grounds, where
a prototype V-8 sedan posted an average speed of 104.737 mph
including pitstops. The automaker stated that, “all previous stock
car records were eclipsed.”
Senior Packards consisted of the 127-inch-wheelbase Four-
Hundred, Patrician, and Caribbean. On the engine dyno, the 352
V-8 produced 260 horsepower and 355 lb-ft of torque with a single
Rochester 4GC (four-barrel) and was installed in the Four Hundred
and Patrician. The Caribbean received a dual inline four-barrel
version rated at 275 hp. All senior Packards used dual exhaust with
reverse-fl ow muffl ers and resonators.
Medium-priced 122-inch wheelbase Clippers were offered in
three series. Clipper Customs received a 352 four-barrel rated at
245 hp. The Clipper Supers and the Deluxe employed the smaller
3.8125-inch bore 320-cu.in. engine equipped with a four-barrel
Carter WCFB, single-exhaust, and an 8.5:1 compression ratio. It
was rated at 225 hp and 325 lb-ft of torque. Machined chambers
gave way to as-cast ones during the model year.
Packard’s striking updated styling and modern OHV V-8 for
1955 were augmented by the new Twin Ultramatic transmission
featuring two drive ranges, which was standard in the senior
models and optional in Clippers. Innovative Torsion-Level Ride
suspension also debuted for the Clipper Customs and higher-end
Packards. Sales for the model year were 55,247.
Detuned 320-cu.in. engines backed with the Twin Ultramatic
were also installed in 1955 Nash Ambassador and Hudson Hornet
V-8s. Nash called it a “Jetfi re V-8.”
For 1956, subtle styling revisions were accompanied by
underhood upgrades. An increase in bore size to 4.125 inches
resulted in a 374-cu.-in. engine. The compression ratio was a
higher 10:1, cylinder heads were the same for 374s and 352s now
with as-cast chambers and larger 2.00-inch intake valves, and the
camshaft was more aggressive. Output soared to 310 hp for the
dual four-barrel Caribbean and 290 hp for the single four-barrel
Four-Hundred and Patrician. Torque increased to 405 lb-ft.
The Clippers now sported the 352-cu.in. engine with a
higher 9.5:1 compression ratio. It was rated at 275 hp and
380 lb-ft of torque with a four-barrel and dual exhaust for the
Customs, and 240 hp and 350 lb-ft of torque with a two-barrel
for the Supers and Deluxe.
A new optional (standard in Caribbean) electronic push-
button gear selector could accompany the Ultramatic. “All Clip-
pers offer the new Torsion-Level Ride,” said the dealer brochure,
but it also stated, “Coil and leaf spring suspension available on
Clipper Deluxe.”
The Caribbean two-door hardtop was added for 1956, and
in the Spring, the Executive series featuring many senior Packard
styling cues arrived with the 122-inch wheelbase and 275-hp V-8
of the Clipper Customs.
The V-8-equipped Nash Ambassadors and Hudson Hornets
featured the 352 rated at 220 hp and 320 lb-ft of torque for 1956.
The 275-hp Packard 352 was also installed in the Studebaker
Golden Hawk that year.
Production dropped to just 28,835 Packards for 1956. Mount-
ing issues facing the corporation and the drastic steps taken to com-
bat them meant that the stylish traditional Packard cars and their
modern powerful V-8 engines wouldn’t return for 1957. Instead,
a small selection of Studebaker-based Packards emerged. The presti-
gious nameplate would be retired after the 1958 model year.SPECIAL THANKS to Packard Expert Ross Miller for his
assistance with this article.Hemmings.com I OCTOBER 2019 HEMMINGS CLASSIC CAR 35