Packard

Packard Motor Car Company
Company type	Private
Industry	Automotive
Predecessor	New York and Ohio Automobile Company
Founded	November 6, 1899; 127 years ago in Warren, Ohio, United States
Founder	James Ward Packard, William Doud Packard, George Lewis Weiss
Defunct	1956
Fate	Merged with Studebaker in 1953; marque discontinued in 1959
Successor	Studebaker-Packard Corporation
Headquarters	Detroit, United States
Area served	Worldwide (61 countries)
Key people	Henry B. Joy (chairman), Alvan Macauley (president and general manager)
Products	Luxury automobiles, trucks, aircraft engines

Packard—initially established as the Packard Motor Car Company—was an American luxury automobile manufacturer headquartered in Detroit, founded in 1899 by James Ward Packard, William Doud Packard, and George Lewis Weiss. Recognized as one of the distinguished "Three Ps," alongside Peerless Motor Company and Pierce-Arrow, Packard earned a strong reputation for crafting premium luxury vehicles prior to World War II, securing a significant position within the upscale automotive market.

The company was notable for introducing groundbreaking advancements, including the contemporary steering wheel design, some of the earliest automotive air-conditioning systems, and among the first widely produced 12-cylinder engines, which evolved from their work on the Liberty L-12 engine used in World War I aircraft. During the Second World War, Packard broadened its international manufacturing footprint by producing over 55,000 two-stage/two-speed supercharged Merlin V-12 engines under Rolls-Royce’s contract, as well as updated Liberty L-12 engines that powered U.S. Navy PT boats.

Following the war, Packard experienced financial struggles due to stiff competition from the domestic Big Three automakers—General Motors, Ford, and Chrysler—posing challenges to its business strategy and market share. In an effort to consolidate resources and enhance competitiveness, Packard merged with Studebaker in 1953, creating the Studebaker-Packard Corporation. This merger aimed to fortify their combined corporate structure and explore further integration with American Motors Company (AMC). Nevertheless, internal management conflicts thwarted this plan, leaving Studebaker-Packard as an independent entity. Ultimately, the Packard marque was discontinued in 1959 after two consecutive years of declining sales for models produced by Studebaker during 1957 and 1958.

Among its key leaders was Henry B. Joy, who significantly influenced Packard’s strategic direction during its expansion period. The company maintained its headquarters in Detroit until operations ceased in 1956. Packard’s legacy persists through its contributions to automotive innovation and its role in shaping the luxury vehicle market throughout the early to mid-20th century.

1899–1905

The inception of Packard traces back to James Ward Packard, his brother William, and George Lewis Weiss in Warren, Ohio. Between 1899 and 1903, they produced approximately 400 automobiles. James, a mechanical engineer by training, sought to create a superior automobile after his recommendations were disregarded by Alexander Winton of Winton. The company’s inaugural vehicle was completed on November 6, 1899.

Detroit native Henry Bourne Joy, hailing from a well-established family, acquired a Packard automobile and soon became instrumental in assembling investors such as Truman Handy Newberry and Russell A. Alger Jr. On October 2, 1902, they restructured financing and renamed the New York and Ohio Automobile Company as the Packard Motor Car Company. James Packard assumed the presidency while Alger took on the vice presidency. The firm relocated to Detroit where Joy served initially as general manager before becoming chairman.

Focusing on the luxury market segment with vehicles priced from $2,600 upwards, Packard competed with European luxury marques like Rolls-Royce, Renault, Isotta Fraschini, and Mercedes-Benz. This strategic emphasis helped establish Packard’s prestige among wealthy clientele both domestically and abroad.

The expansive manufacturing facility located on East Grand Boulevard in Detroit covered more than . Designed by Albert Kahn Associates, it featured pioneering reinforced concrete construction when building #10 opened in 1906. The factory employed skilled artisans across approximately 80 trades. Despite its historical importance, the plant fell into disrepair until demolition began in September 2022 following several fires. The site was adjacent to the former Dodge factory location and near today’s General Motors Detroit/Hamtramck Assembly plant. Albert Kahn also designed the Packard Proving Grounds located in Shelby Township, Michigan.

Production Numbers of Packard Automobiles
Year	Number of Vehicles
1903	?
1904	192
1905	503
1906	803
1907	1,188
1908	1,484
1909	2,726
1910	4,318
1911	3,745
1912	4,559
1913	5,242
1914	4,415
1915	7,923
1916	18,572
1917	19,745
1918	21,280
1919	12,937
1920	21,650
1921	11,153
1922	16,632
1923	22,930
1924	16,153
1925	24,246
1926	34,000

1906–1930

From its founding through the 1930s, Packard was esteemed as a premier contender in the American luxury automobile sector. It stood among the elite "Three Ps" of American automotive prestige, alongside Pierce-Arrow and Peerless Motor Company. Under the stewardship of President and General Manager Alvan Macauley, who was inducted into the Automobile Hall of Fame and served as President of the National Automobile Manufacturers Association, Packard emerged as the foremost designer and manufacturer of luxury vehicles in the United States, with a global footprint extending to 61 countries. In 1928, the company recorded gross revenues amounting to $21.9 million. Macauley is also credited with creating the memorable slogan, "Ask the Man Who Owns One."

The Packard Six, launched in 1913 as a high-end luxury model, later evolved into the Packard Twin Six in 1916. Signature branding elements such as the "Goddess of Speed" hood ornament first appeared in 1925 on the Packard Eight, followed by the Cormorant or Swan design in the 1930s. The Adonis ornament made a brief appearance during the late 1920s.

During the 1920s, Packard led luxury car exports and by 1930 had nearly doubled the overseas sales of any other brand priced above $2,000. Remarkably, in 1931, ten Packards were owned by members of the Imperial House of Japan. Between 1924 and 1930, Packard consistently held the position as the best-selling luxury automobile brand.

In addition to passenger cars, Packard manufactured trucks; notably, a three-ton Packard truck completed a journey from New York City to San Francisco in 1912. That same year, service centers were operational in 104 cities. The company’s headquarters included the Packard Motor Corporation Building in Philadelphia, designed by Albert Kahn and added to the National Register of Historic Places in 1980. By 1931, Packard had expanded its manufacturing operations to Canada, further strengthening its international presence.

1931–1936

In response to the Great Depression during the early 1930s, Packard broadened its product lineup by introducing more luxurious and diverse models across various price categories. The five-passenger Eight sedan remained a bestseller, while the debut of the Twin Six in 1932—designed by Chief Engineer Jesse G. Vincent—marked Packard’s venture into the ultra-luxury market with starting prices at $3,650. This model was renamed the Packard Twelve in 1933 and continued as a flagship offering until 1939. In 1931, Packard also pioneered Ride Control, an adjustable hydraulic shock absorber system. For only one year—1932—the company offered the Light Eight, positioned as an upper-medium-priced vehicle at $1,750, priced below the Standard Eight.

Unlike its rivals Cadillac and Lincoln, which were supported by General Motors and Ford respectively, Packard functioned independently with comparatively limited resources. Nevertheless, it maintained assets near $20 million in 1932—a robust financial standing when many luxury automakers such as Peerless and Franklin exited the market amid economic turmoil. By 1938, numerous luxury brands had ceased operations due to financial strain.

Packard’s competitive edge was partly due to employing a single production line and utilizing interchangeable parts across different models to manage costs effectively. Instead of yearly redesigns common among competitors, Packard adopted a "Series" system for updating models starting in 1923, typically introducing one new series annually. By 1930, it was on its Seventh Series; by 1942, it reached its Twentieth Series (omitting a Thirteenth Series due to superstition).

To counteract falling demand for luxury automobiles during the Depression era, Packard introduced more affordable mid-priced models. The launch of the 120 in 1935—its first vehicle priced under $1,000—led to sales tripling that year and doubling again in 1936. The production of this model took place in a dedicated facility utilizing modern mass production methods, contrasting with the handcrafted approach for "Senior" lines such as Twelve, Super Eight, and Eight. By 1936, junior models outsold senior ones by more than tenfold. While crucial for survival and growth during tough economic times, these junior vehicles somewhat compromised Packard’s reputation for exclusivity and luxury. Notably, the 120 incorporated advanced features like independent front suspension and hydraulic brakes before these technologies appeared on senior models.

During this timeframe, Packard enhanced its international operations by manufacturing vehicles in Windsor, Ontario through the Packard Motor Company of Canada. This strategy leveraged Imperial Preference and allowed production of right-hand-drive export models. Canadian manufacturing began in 1931 and peaked at over 2,500 units in 1937. Locally sourced components included tires and upholstery; engines were assembled domestically. Production ended in 1939 although corporate presence remained in Windsor for several years thereafter.

1937–1941

During this period, Packard continued to be recognized as a top-tier luxury car manufacturer, although the bulk of its production centered on the Packard One-Twenty and Super Eight lines. In 1937, aiming to broaden its market appeal, Packard introduced the Packard 115C, equipped with a six-cylinder engine and priced near $1200. Launched amid the 1938 economic downturn, this more budget-friendly vehicle diluted Packard’s exclusive luxury reputation, affecting its prestige over time. The Six model, renamed 110 in 1940–41, remained in production into the postwar years.

In 1939, Packard debuted Econo-Drive, an overdrive mechanism that lowered engine speed by 27.8% when engaged above . That same year, enhancements included a fifth transverse shock absorber and the introduction of the column-mounted gear shift ("Handishift") option on both the 120 and Six models.

For 1941, Packard launched the new Packard Clipper design—a four-door vehicle featuring a wheelbase derived from the 160 series—powered by a straight-8 engine sourced from the 120 range.

1942–1945

In 1942, Packard Motor Car Company transitioned fully to wartime manufacturing. Throughout World War II, the company produced aircraft engines under license from Rolls-Royce, creating the Packard V-1650 Merlin engine that powered the P-51 Mustang fighter, often dubbed the "Cadillac of the Skies." Additionally, Packard manufactured V-12 marine engines rated at 1350-, 1400-, and 1500-horsepower for American PT boats as well as select British patrol vessels. The firm ranked eighteenth among U.S. companies in terms of wartime contract volume.

By the conclusion of hostilities in Europe, Packard had built more than 55,000 combat engines. In 1944 alone, sales reached $455 million, with a backlog totaling $568 million by May 1945.

1946–1956

At war’s end, Packard possessed assets approximating $33 million but grappled with managerial difficulties. Civilian automobile production recommenced in late 1945 with minor revisions to prewar designs, mainly focusing on the Clipper model since tooling for Senior-series vehicles was unavailable.

The Clipper quickly became outdated compared to rivals such as Studebaker and Kaiser-Frazer. Despite robust postwar demand, Packard struggled to introduce fresh models until 1951, opting instead to update existing bodies which resulted in heavier vehicles. The six-cylinder variants were discontinued domestically while a convertible option was added. The "bathtub" ponton styling seen from 1948 to 1950 divided consumer opinion and was soon eclipsed by Cadillac’s streamlined designs and its modern overhead valve V8 engine introduced in 1949.

Until approximately 1950, Packard outsold Cadillac primarily through its midrange offerings. Cadillac had pioneered automatic transmissions with its Hydramatic system; Packard responded by launching its proprietary Ultramatic transmission in 1949 on premium models and extending it across all lines by 1950. Although innovative, Ultramatic fell short of Hydramatic in terms of smoothness and dependability. Moreover, resources allocated to Ultramatic development delayed Packard’s introduction of a contemporary V8 engine.

Reacting to market trends, Packard added a station wagon variant named the Station Sedan; however, only 3,864 units sold over three years. While late-1940s Packards featured high-quality craftsmanship and upscale materials, lower-priced models diluted brand exclusivity amid questionable marketing strategies. Consequently, sales declined sharply to 42,000 units in 1950.

Leadership shifts ensued: President George T. Christopher resigned following disagreements over styling direction; Treasurer Hugh Ferry assumed interim presidency while searching for a permanent replacement. The revamped 1951 lineup showcased modern design elements such as one-piece windshields, wrap-around rear windows, and subtle tailfins while introducing the Mayfair hardtop. The Patrician series replaced the Custom Eight line but employed a smaller engine than originally intended to reduce costs—an approach that weakened luxury positioning.

Despite combining advanced automatic transmissions with aging flathead inline-eight engines during an era when competitors were transitioning to OHV V8s by mid-decade, the 1951 models sold nearly 101,000 units. The smooth inline eight paired with Ultramatic offered quiet operation but lacked competitive power output.

Packard’s image appeared increasingly outdated and failed to attract younger buyers; surveys indicated most customers were loyal repeat purchasers. The company’s aging leadership—average board member age was 67—impeded innovation efforts. In 1948 Alvin Macauley stepped down as chairman; Hugh Ferry recruited James Nance from Hotpoint as president to inject fresh management perspective.

Nance implemented an executive pension program encouraging retirement and refocused corporate strategy by withdrawing from mid-priced cars to concentrate on luxury vehicles competing directly with Cadillac. He introduced the limited-run Caribbean convertible in 1953 (750 units), which outsold rival specialty convertibles despite overall declining sales that year amid deteriorating build quality and morale.

While independent automakers like Packard initially thrived after WWII, competition intensified as GM, Ford, and Chrysler battled across all segments. Independents responded through mergers: Kaiser combined with Willys; Nash merged with Hudson forming American Motors Corporation (AMC). AMC sought to acquire Packard’s Ultramatic transmissions and V8 engines for use in Hudsons and Nashes starting in 1955.

Meanwhile, Chrysler and Ford aggressively recruited Packard dealers, undermining its distribution network and further weakening sales channels. Korean War defense contracts temporarily boosted revenue but ended abruptly in 1953 when Secretary of Defense Charles E. Wilson terminated contracts outside GM.

Packard’s last significant technical advancement was the Torsion-Level suspension system developed by Bill Allison. This design interconnected front and rear suspensions using torsion bars to minimize pitching motions while delivering a controlled yet comfortable ride. An electro-mechanical "levilizer" maintained consistent vehicle height regardless of load—a notable innovation aimed at improving ride quality during challenging market conditions.

Studebaker-Packard Corporation

On October 1, 1954, the Packard Motor Car Company took control of the financially troubled Studebaker Corporation, creating the nation's fourth-largest automobile manufacturer. This acquisition was executed hastily, lacking comprehensive financial analysis, which jeopardized Packard’s viability due to Studebaker’s substantial overhead and manufacturing expenses. Packard's chief, Nance, rejected a merger with AMC unless he was appointed as the top executive. Following Mason’s unexpected passing in October 1954, AMC’s new president George W. Romney confirmed that no merger discussions were active, and AMC proceeded with the development of its own V8 engine, phasing out Packard’s costlier units by mid-1956.

Efforts to establish a four-way merger involving Nash, Hudson, Studebaker, and Packard did not come to fruition. In 1954, Packard’s offerings included the Clipper series alongside Mayfair coupes and convertibles, as well as the newly introduced Cavalier sedan. Due to budget limitations, styling alterations were kept minimal, although air conditioning was reintroduced after a prolonged absence. Clippers accounted for more than 80% of production; however, sales declined to 31,000 units.

The postponed 1955 redesign by Packard stylist Dick Teague introduced a contemporary body style and a new suspension system utilizing torsion bars on both front and rear axles. The traditional straight-eight engine was replaced by a modern overhead-valve V8. Enhancements such as power steering, power brakes, and electric windows improved driving comfort. Despite these upgrades, air conditioning was fitted in only a limited number of cars. Sales improved significantly to 55,000 units amid a robust industry climate.

A major obstacle emerged when Chrysler acquired Briggs Manufacturing Company in 1953—the supplier responsible for Packard bodies—and ceased shipments after their contract ended. This forced Packard to move body production to an inadequately sized Detroit facility, resulting in quality control problems that tarnished the brand’s reputation and hurt sales during 1956. Simultaneously, the loss of key personnel further weakened the company.

In 1956, the Clipper was established as an independent marque offering Custom and Deluxe variants. The "Senior" Packard lineup featured Patrician sedans, Four Hundred hardtops, Caribbean convertibles and hardtops, along with the newly launched Executive model aimed at customers desiring luxury at a more affordable price by combining Packard front-end styling with Clipper chassis—contradicting Nance’s prior plan to distinguish the two lines. Starting in 1957, Clippers shared bodywork with Studebaker models.

While Cadillac dominated the luxury segment followed by Lincoln and Imperial, Packard struggled with transmission and electrical system reliability issues that diminished consumer trust. The "Electronic Push-button Ultramatic" transmission control introduced in 1956 proved troublesome. The V8 engine displacement was increased to 374 CID for Senior models delivering up to 310 horsepower in the Caribbean.

Plans for a sophisticated 1957 Senior series inspired by the Predictor concept car were abandoned due to insufficient funds for retooling; instead, Packard adopted shared platforms with Studebaker. Nance was removed from his position and subsequently joined Ford as head of its Mercury-Edsel-Lincoln division. The final fully Packard-designed automobile was completed on June 25, 1956 at the Conner Avenue plant—signifying the conclusion of an era for the company’s premier luxury vehicles.

This series of developments underscores significant strategic errors and financial mismanagement that eroded Studebaker-Packard’s market position and competitive edge during a crucial phase in the American automotive sector.

1957–1958

In 1957, Packard ended its manufacturing operations in Detroit, resulting in the retirement of the Clipper as an independent marque. Instead, a vehicle based on the Studebaker President was sold under the Packard Clipper badge, though it struggled to attract buyers. Available in two body configurations—the Town Sedan and Country Sedan—it was powered by Studebaker’s V8 engine equipped with a McCulloch supercharger, producing horsepower identical to the 1956 Clipper Custom. While its design incorporated aspects from earlier models, it lacked the distinction associated with Packard’s higher-end vehicles. Due to limited financial backing, the car could not be positioned as a genuine Packard, leading to disappointing sales and the loss of dealer franchises despite significant price reductions. Competition within Studebaker-Packard dealerships, which also retailed Mercedes-Benz vehicles, combined with a market trend favoring compact cars such as the Studebaker Lark, further diminished its market presence.

The exclusivity and reputation for quality traditionally linked to the brand deteriorated, with critics coining the disparaging term "Packardbakers" for these models. The 1958 lineup abandoned series designations and introduced additional body styles, including a two-door hardtop and the flagship Packard Hawk—a sportier derivative of the Studebaker Golden Hawk featuring distinctive styling cues. Technological advancements included early adoption of plastic components for dual headlight assemblies and tail fins, fiberglass elements integrated into Studebaker bodies, and jet-inspired nacelles housing quad headlights on most variants. Despite these innovations, sales plummeted to 2,622 units in 1958, lagging behind competitors such as Checker Motors. The aging Studebaker manufacturing facility and production constraints contributed to this decline. The later introduction of the Lark compact car failed to revive the marque’s fortunes. Amid widespread industry consolidation that led to the discontinuation of brands like Edsel, Hudson, Nash, DeSoto, and Kaiser, the final Packard produced by Studebaker-Packard Corporation rolled off the line on July 16, 1958.

Concept Packards

Throughout the 1950s, Packard created several visionary "dream cars" aimed at maintaining its brand visibility within a fiercely competitive American automotive landscape. Among these were the 1952 Pan American concept, which served as inspiration for the production Caribbean model, and the 1954 Panther (also referred to as Daytona). Following the Caribbean’s debut, Packard developed the Balboa prototype hardtop featuring a novel reverse-angled rear window designed to improve ventilation—a styling element later adopted by Mercury.

The Request model, based on the 1955 Four Hundred hardtop, displayed a traditional upright fluted grille characteristic of prewar Packards. In 1957, an engineering test vehicle nicknamed "Black Bess," resembling the 1958 Edsel with its narrow ox-yoke grille and dual headlights reminiscent of Chrysler designs, was constructed to trial future technologies but was dismantled following Packard’s factory closure. Of the ten Requests built, only four were sold.

Designer Dick Teague crafted Packard’s final exhibition vehicle—the Predictor—a hardtop coupe that embodied design intentions for forthcoming 1957 models. It featured advanced innovations such as a roof section operable via door handle or switch—an early version of what would later be known as T-tops—and rotating seats facilitating easier passenger entry and exit; these concepts were subsequently adopted by Chrysler and General Motors. Additional features included opera windows similar to those on contemporary Thunderbirds, overhead control switches later utilized in Avanti models, and a dashboard aligned with hood contours centering instrument dials within the console—a configuration only recently embraced in modern automobiles. The Predictor is currently exhibited at the Studebaker National Museum located in South Bend, Indiana.

Astral

The Studebaker-Packard Astral, a distinctive 1957 concept vehicle, was first presented at the South Bend Art Centre in January 1958 and subsequently showcased at the Geneva Motor Show. This innovative design featured a single wheel stabilized by gyroscopic technology and was marketed with futuristic propulsion ideas, such as nuclear or ionic engines. Nevertheless, no operational prototype was ever built, nor was there any indication that one was intended.

Conceived by Edward E. Herrmann, who led interior design at Studebaker-Packard, the Astral primarily functioned as a development tool for mastering glass-reinforced plastic fabrication. After a brief exhibition period at Studebaker dealerships, it was placed in storage. Decades later, the vehicle was rediscovered, restored, and eventually displayed by the Studebaker museum.

The end

Studebaker-Packard discontinued the Packard brand in 1959 and removed "Packard" from its corporate identity in 1962 with the introduction of the all-new Studebaker Avanti. Although the Packard name was considered for the Avanti model, it was ultimately abandoned to cultivate a contemporary brand image, marking the final chapter of Packard’s presence in the American car market.

In the late 1950s, Studebaker-Packard rejected a proposal to rebrand the French Facel Vega Excellence as a Packard for North America. The concept included equipping the vehicle with Packard V8 engines and distinctive styling cues such as red hexagonal hubcaps and the traditional grille. However, Daimler-Benz threatened to end its 1957 marketing and distribution agreement with Studebaker-Packard—a vital source of revenue—if this rebadging proceeded. Daimler-Benz depended on this partnership to build its U.S. dealer network and perceived the badge-engineered Packard as direct competition to its own offerings.

Aborted revival

In the late 1990s, Roy Gullickson secured rights to the Packard name and emblem and developed a Packard Twelve prototype in 1999. His business plan targeted an annual production of 2,000 units; however, lack of sufficient funding caused the initiative to stall. The lone prototype later sold at auction in Plymouth, Michigan, in July 2014 for $143,000.

Automobile

Packard’s engineering division earned recognition for dependable powerplants such as the 12-cylinder "Twin Six" and a low-compression straight-eight engine. Following World War II, Packard continued manufacturing flathead straight-eights that delivered competitive performance but were considered outdated compared to General Motors’ and Chrysler’s overhead valve V8s. The company was among the last American manufacturers to introduce a high-compression V8 engine in 1955, offering traditional designs with displacements of 320 and 352 cubic inches. The Caribbean model utilized dual four-barrel carburetors capable of producing up to 305 horsepower.

Other Packard engines

Under chief engineer Jesse G. Vincent, Packard expanded into aviation and marine engines, notably creating the V12 Liberty engine widely deployed by Entente air forces during World War I. Afterward, this engine was adapted for marine applications and contributed to numerous world speed records alongside boating pioneer Gar Wood.

During the interwar years, Packard developed one of the earliest diesel aircraft engines—the 225-horsepower DR-980 radial—used in aircraft such as the Stinson SM-8D and achieving endurance flights lasting over 84 hours. In World War II, Packard produced licensed Rolls-Royce Merlin engines under the V-1650 designation that powered P-51 Mustang fighters. Marine versions (M3-2500, M4-2500, M5-2500) were installed on famous PT boats.

Postwar production included flathead six-cylinder (1M-245) and eight-cylinder (1M-356) marine engines derived from wartime designs and automotive technology; fewer than 3,400 units were built in total. A specialized racing variant (1M-245 "R") saw only ten units produced.

Packard also developed advanced turbine aircraft engines (XJ41 and XJ49) for the U.S. Air Force. This cutting-edge technology played a role in Curtiss-Wright’s acquisition of Packard in 1956 as part of its strategy to enter the jet engine industry.

Packard automobile models

Packard single-cylinder vehicles:
- 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 vehicle:
- Packard Model G (1902)

Packard four-cylinder vehicles:
- 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) (1905–1912)
- Packard Model 30 (Series U) (1907–1912)
- Packard Three Ton Truck (from 1909)

Packard six-cylinder vehicles:
- Packard Dominant Six (1912–1915)
- Packard Single Six (1921–1924)
- Packard Six (1925–1929)
- Packard 115 & Packard Six (1937–1949)

Packard Eight series:
- Single Eight & Eight (introduced 1924 and onward)
- 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, revived in 1932)
- Packard Twelve (1932–1939)

Postwar Packards, including Clipper variants:
- 400
- Packard Caribbean
- Packard Cavalier
- Packard Clipper
- Packard Clipper Constellation
- Packard 200
- Packard 300
- Packard Executive
- Packard Hawk (1958)
- Packard Mayfair
- Packard Pacific
- Packard Patrician, including the Patrician 400 edition
- Packard Station Sedan (1949–1950)
- Packard Super Panama
- Models produced in 1957 and 1958

Packard show cars

Packard Phantom (1944; also known as Brown Bomber and Macauley's Folly)
Packard Pan-American (1951; nicknamed Macauley Speedster after design chief Edward Macauley)
1952 Packard Pan-American and Panther-Daytona concepts
Packard Balboa (1953 concept car)
Packard Panther (produced between 1954 and 1955)
Packard Request (1955 concept vehicle)
Packard Predictor (1956 concept car)
The Packard Black Bess design proposal from 1957, though not officially named

Packard tradenames

Ultramatic, Packard’s in-house automatic transmission system used from 1949 to 1953; evolved into Gear-Start Ultramatic in 1954 and Twin Ultramatic during 1955–1956.
Thunderbolt, the post-World War II lineup of Packard Straight Eight engines.
Finger Tip Shift, a servo-assisted remote control mechanism for marine engine transmissions produced between 1947 and 1951.
Torsion Level Ride, a suspension system utilizing torsion bars combined with an integrated levelizer, available in 1955 and 1956.
Easamatic, the branding for Bendix TreadleVac power brakes adopted by Packard after 1952.
Electromatic, an electrically controlled vacuum-operated automatic clutch system.
Twin Traction, an optional limited-slip rear axle feature introduced worldwide for production cars from 1956 through 1958.
Touch Button, an electric control panel managing the Twin Ultramatic transmission in the 1956 models.

Legacy

Packard engineered a range of electrical connectors that became standard components for General Motors, including the enduring Packard 56, Weather Pack, and Metri Pack series. The original Packard Electric division eventually separated and evolved into Delphi Corporation, which was later rebranded as Aptiv, underscoring the company's enduring influence in automotive parts manufacturing.

The National Packard Museum in Warren, Ohio serves to safeguard the company’s legacy and its contributions to transportation and industrial progress through active community involvement and educational programs. Similarly, America's Packard Museum features an extensive display of classic Packard automobiles.

The Packard Proving Grounds located in Shelby Township, Michigan, are preserved by The Packard Motor Car Foundation with a focus on maintaining the historic vehicle testing facilities as a vital element of the brand’s industrial heritage.

Following the pandemic, the Fort Lauderdale Antique Car Museum ceased operations, leading to the auctioning of its entire Packard collection in 2021 after being purchased by a local entrepreneur.

In 1977, a contentious event known as the "Crushathon" resulted in the destruction of around 50 vintage Packards in southern California due to disagreements over auction terms. This incident highlighted difficulties in assessing market value for classic automobiles despite their well-maintained condition.

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