Photos from the Cohort by William Garrett.
It must be Packard convertible summer out there, for this is the second 1950s droptop from the brand to appear at the Cohort in recent days. Last time it was a ’53 captured in motion, looking quite nice in the open. This time it’s a ’55, looking mightily impressive with its three-tone treatment and cathedral tail lights.
As covered elsewhere at CC (links below), Packard was going out with a last push with the restyled ’55s. Under the new modern skin, still based on the ’51 body, much new technology appeared. A new and mighty OHV V-8 was under the hood, while the body rode on a sophisticated “Torsion Level” suspension with torsion bars connecting the front and rear wheels on each side. This, along with a complex electrical system could adjust the vehicle’s ride height. An updated Ultramatic tuned to handle the new V-8’s power provided shifting.
Of course, some of it was problematic. But as known, those were probably the least of Packard’s troubles in those Studebaker/merger/takeover days.
After a few years of riding in the shorter 122″ platform, Packard’s droptop now rode on the longer 127″ one. At a pricey $5,900, the Caribbean was the company’s most costly model, a good 2K above all other Packards.
As it could only be in the novelty-driven 1950s market, the Caribbean came in a variety of trendy three-tone combinations. Though as usual, those combinations always played against black and white backgrounds (Those two hues being easier to do matches with.)
Not that the combination looks less striking because of it.
Interiors offered the typical 1950s “power everything”, from power steering and power braking to power seats.
The face offered an update of Packard’s themes, integrating the company’s radiator motif rather successfully. Of course, it shared a family resemblance to the lower-line Clipper, which was also restyled for ’55.
Of course, Packard was quickly heading to its inevitable demise by then. Only 500 of these Caribbeans were built in ’55, with another 276 appearing in ’56. The dreaded Studepackards were to show up in ’57.
But why close on that sad tone? The company may have been wounded, but as hurt as they were, their cars’ detailing still spoke to a love for old-style craftsmanship. And we can all enjoy some of those tasteful bits to this day.
Related CC reading:
Curbside Classic: 1956 Packard Patrician – Please Proceed To The Lifeboats
Curbside Classic: 1955 Packard Four Hundred – Bravely Facing Forward
Cohort Capsule: 1955 Packard Clipper Hardtop Coupe – Hot Rod Packard
Curbside Classic: 1951 Packard 200 (And Abbreviated Packard History) – Falling Down(Market)
Wow, that’s a honey!
If a new Cadillac isn’t sufficiently ostentatious, we have *just* the car for you ! .
The front 3/4 view looks okay but this thing is a barge, way too big and long .
-Nate
Back in those days, luxury cars were supposed to be way too big and long!
Parked sideways in the spot, and next to a shopping cart! Hope the Packard didn’t suffer damage.
Those three tone paint jobs seem somewhat ostentatious to my eye, but this IS a beautiful car, the likes of what we`ll never see again. I`ll take one in emerald green with white leather interior and top, thank you. That is, of course if I ever hit the Powerball jackpot!
As a long time Packard enthusiast and Founding Member of the GREAT AMERICAN LAND YACHT SOCIETY 😉, this is indeed a MONUMENT to the OTT excessive chromed luxury of that glorious era, never to be seen again. Last Days in the Bunker tells of Packards failed efforts. As for the famous CATHEDRAL taillights, Dick Teague designed them in a weekend, when J. J. NANCE told him to DO Something about those damn BULL BALL taillights on previous Packards. Packards REQUEST was built on this chassis with traditional Packard grille. The PREDICTOR gives a glimpse of what the future Packards might have been.
Beautiful
Somebody, move that shopping cart “far away”!
My same thoughts. I was going to post this comment too.
Lol Forgot to ask earlier. Anyone know where in CA this is?
Although this was a “glamorous” body style for Packard (I remember it), it does not have the grace or refinement of the 1956 Lincoln Premier or Cadillac. I do like the rear quarter panel with the split taillight and integrated bumper.
I love the 3-tone paint job. The red really pops, although I’ve also seen some nice ones where what is red on this car was an orange or coral color. Stunning.
The name “Caribbean” always cracked me up. If one of these were ever actually spotted on most Caribbean islands (possibly with the exception of Cuba as a brand new car in the mid-1950s) it would look about as out of place as a business suit on the beach. So, as long as the association is more imaginary and evocative than literal, it works.
Another major new technical feature on these was what’s probably the world’s first limited-slip differential.
Surprisingly few Caribbeans came from the factory with air conditioning, which this car lacks.
Dick Teague did a spectacular job with the 1955 facelift. The 1951-vintage body was a bit too tall and narrow to blend in with 1955-56 luxury cars from the big 3 and had some details that looked dated, like the rear pontoon-style fenders, but the facelift cleverly emphasized the width and length it had, worked in modern styling like the wraparound windshield and “cathedral” taillights, and disguised the bulge in the rear fender with Cadillac-style vertical trimwork and a puddle light. The top half of the car is relatively featureless, giving you little to look at and drawing your eyes down low at the wide eggcrate grille and 2nd/3rd colors. In all, this car had the flashy yet tasteful style it should have had four years earlier.
Fabulous barge! Thanks for the pictures and essay.
The way this is shot, largely from below, make this look a lot longer than it is. In reality it was no larger than a contemporary Chrysler, Buick, Lincoln or Cadillac, and in some respects it was smaller, since it was on a 1951 bodyshell.
Jay Leno has one and raves about it, he apparently drives it all the time, there is a “Garage” special where he shows it off.
The limited slip differential came in 1956.
These are really beautiful, majestic cars, and rhe suspension was quite ahead of its time.
No wonder Stalin liked them so much!
Where do I sign – stunning!
I have long been a fan of these, and this one is bee-yootiful! I am not normally a red car guy, but as an accent with the black and white it really stuns.
Whoever wrote that “Caribbean” showed up to work drunk, but it doesn’t detract from the car.
I grew up in Southern California. My grandparents neighborhood had homes built during and just after World War One. A number of them were based on a Spanish – Moorish theme : white or light tan stucco two story with huge arched windows. The driveways were usually the type with two strips of concrete with grass down the middle. Some had an arch connected to the house that spanned the driveway. Two blocks away from my grandparents home was just such a home. I’d ride my bicycle around the neighborhood and always looked for the’56 Packard Constellation parked facing the street (quite the feat of maneuvering) sitting under the arch. It was two tone dark blue and white. Brilliant in the summer sunshine. Yet it rarely ever seemed to go anywhere. Much like it’s elderly owners.
A gorgeous monument to the US post-War celebration of victory.
Note that Packard pronounced it properly: Care i bee an, not Caribb ean.
Having owned 2 ’56 Packards, one can both appreciate the advances they represented, as well as lament the problems resulting from the complexity required to implement them. The only excuse for such a problematic product from a company with Packard’s reputation was a severe lack of financial resources that led to a significantly underdeveloped product in 1955. Most issues were only corrected by mid-year of 1956, sadly far too late.
In particular the complex electric motor pre-loaded self-leveling suspension, a quite spectacular (in ride quality) but unreliable advancement, a transmission (known by Packardistas as the “Ultratraumatic”) with it’s solenoid- controlled push button selector from the pod to the right of the wheel that offered so many contacts to fail in numerous locations, and a motor with oil starvation and vacuum problems, a flawed propulsive masterpiece (from the “Master Motor Builder” yet) all combined to sully a once-great reputation. Side-stepping most of these flaws by owning a ’56 Clipper with 3 spd manual and leaf spring rear worked to make for a reliable Packard in my own garage.
As to the ’57-58 “Packards”, the less said the better.
Post-War beauty at the zenith of US prosperity!
Note Packard pronounced it properly: Care i bee an, not Caribb ean.
Having owned 2 ’56 Packards, one can both appreciate the advances they represented, as well as lament the problems resulting from the complexity required to implement them. The only excuse for such a problematic product from a company with Packard’s reputation was a severe lack of financial resources that led to a significantly underdeveloped product in 1955. Most issues were only corrected by mid-year of 1956, sadly far too late.
In particular the complex electric motor pre-loaded self-leveling suspension, a quite spectacular (in ride quality) but unreliable advancement, a transmission (known by Packardistas as the “Ultratraumatic”) with it’s solenoid- controlled push button selector from the pod to the right of the wheel that offered so many contacts to fail in numerous locations, and a motor with oil starvation and vacuum problems, a flawed propulsive masterpiece (from the “Master Motor Builder” yet) all combined to sully a once-great reputation. Side-stepping most of these flaws by owning a ’56 Clipper with 3 spd manual and leaf spring rear worked to make for a reliable Packard in my own garage.
As to the ’57-58 “Packards”, the less said the better.
Correct me if I’m wrong, but after Studebaker got desperate enough to sell Packard to Kruschev / USSR, didn’t GAZ make something like this for Fidel Castro? I remember the sedans, the “Patricians” rebadged as the “Chaika 13”, the most feared car behind the Iron Curtain, and produced UNCHANGED for 26 years
This longstanding rumor regarding Packard dies sent to Russia has been thoroughly debunked. There were a couple of Russian cars (including ZIL if i recall correctly) that had front sections obviously styled like a ’56 Packard, but they have no major parts in common and are shaped differently.
The mid fifties were the pinnacle of post war automotive anesthetic design. For some makes it was their last gasp before they disappeared. I owned and enjoyed the beauty and history of my Studebakers, Kaiser, Oldsmobiles and Plymouths and particularly loved the excess chrome, two-tone and tri-tone paint colors. I drive my turquoise and creme colored 55 Plymouth on weekends for fun and admiration of the car’s “excesses”.
show us a pic please.
t/y
My cousin was the Packard dealer in Sarasota, FL and every summer. he and his family would come back to Ohio to visit his folks. Of course, the entire clan would get together. In both ’55 and ’56, he drove Caribbeans and I fell in love with those cars. The Torsion-Level suspension provided the nicest ride I’ve ever experienced: as smooth as a Cadillac but no bounce on bumps. Just a fantastic car!
Only the headlights, perhaps, in their flat and featureless “cathedral” portals, detract from the glamor of this presentation. The eyes of this face take us back to something almost homely. Good thing that quad lights never had to be introduced to this model . . .?
StudePackards!? I’ve heard PackardBakers, but NEVER the previous!
HI from New Zealand.We have a yearly Vintage Car Club show in Wellington to raise funds for cancer research. Amongst the tri-fives, mopars jailbars etc was a immaculate Caribbean !
Sorry no photo but it was the hit of the day.