Re: 1953/4 Caribbean 4-door hardtop sedan exploration

Posted by Mahoning63 On 2020/4/23 14:48:40

What Hudson had to offer was a stamping and body shop. That was worth $7-12 million to Packard if it could have figured out how to use it. And Hudson had the engineering and plant experience to support it. What did Packard know about stamping and welding up bodies after having been out of the business for a dozen years? No wonder they blanked up royally with the '55's. Stuck doors, misalignment, poor fit. "Gap and flush."

Nash also had this capability and the Pininfarina concept shows what was possible. I didn't show it in the collage because it was completed in 1955, well after the key decisions were made. As leverage Nance could have insisted on a new top hat for Packard to agree to merge and close down EGB and vacate Conner. Don't see any benefit to Packard had it merged with Nash and used Nash's boring body for '55, sales would have suffered. Packard outsold the combined sales of Nash and Hudson large cars that year. If they merged but didn't share bodies asap then the initial savings would have been superficial and losses high. It's a sad reality but when a company's sales and profits are shrinking they need to get people off the payroll and close plants.

Monobilt was tough to modify except for outer skin. On the other hand had they got the basics right they wouldn't have needed to touch any more than the skin for a half dozen years or more. Cadillac sold basically the same car from 1950-53 and again from 1954-56, with only superficial appearance changes. So did Lincoln from 1952-55. The annual model change didn't get going until late in the decade and it eventually petered out. The '65 Cadillac platform lasted through '76 and the one that followed lasted into the early 90s before it even saw a new top hat.

Re: Clipper greenhouse drop, there is a 1 to 1.5 inch high beltline below the windshield, side glass and backlight that would be removed. Mods to cowl and end panel at base of backlight would be needed to accept glass touchdown. Not saying it would have been easy but it is where the industry was headed. These types of things need to start with a "hey, what if" from someone overturning stones, followed by an appearance study, followed by a design and manufacturing feasibility study, then a cost and affordability study, marketing assessment, timing, return on investment and finally, a decision. Torsion-Level was going to sell these Hudsons but they needed to present a reasonably low car to be seen as a credible replacement.

The Jet also needed its greenhouse dropped, this time by 4 inches! That's what the car originally called for before Barit intervened. Make that change and I think the Jet would have taken off. Not sure the 308 would have been a good engine to offer but certainly the 232 and 262 Sixes would have made the car quick, if heavier up front.

Was the Nash-Healey gone by '55? Interesting idea. What about taping Darrin to sell his Henry J-based sports car as a Packard Darrin? With Packard grill and 352 V8.