Re: SP merger

Posted by 58L8134 On 2015/4/15 17:45:54

Hi

Another spoiler alert: Don't read the next three paragraphs if you want to discover these revelations as you read Mr. Neal's 1951-1954 text:

"Why didn't Packard do something with its powertrains for the all-new 1951's, if only conversion of its straight eights to OHVs?" ........"And why did Packard set the engine size so low... 269 and 309 displacements? More evidence that the company had no interest in making a proper Senior to take on the 60 Special."

By August 1950 with V8 engines in development, this implies management had decided further straight eight modification was futlile. Mr. Neal opined the initial prototypes were sized to provide the horsepower output of the current engines in a smaller, presumably more-efficient package. The idea of matching or bettering the competition apparently wasn't their motivation. More realistic would have been 309 ci and something in the 330-350 ci range to exceed both Olds and Cadillac, and the upcoming Chrysler Hemi.

Further from Mr. Neal; move forward to March 1952 when Nash's interest enters the picture. By September, discussions with Nash had progressed to sharing of development costs, the Packard engines sizes under consideration were 302 ci and 333 ci and an underdetermined smaller unit for Nash. The engines sizes evolved further after Nance arrived, by January 1953 something in the 330 ci range is cited by Graves but in the context of an dismaying revelation! Nance sent Grant and Graves to seek a V8 from a proprietary engine builder for the 1954 models as interim until their own V8 would be ready for 1955! As you might guess, the only source was Continental Motors. Imagine, the Master Motor Builder turning to a outside source for V8 engines to power their cars! What had they become: Kaiser-Frazer? Fortunately, no suitable engine was in Continental's current portfolio, only a 260-270 ci unit in development. Potential customers mentioned for it were Kaiser, Nash or Hudson.

As far as fielding a series to compete with the 60 Special, any idea of that had been dismissed when Karl Greiner argued for and management conceded there would be no successor to the 1950 Custom Eight. 1951-'52 Patricians soldier on in opposition to the Cadillac Series 62 but anyone looking for a premium sedan not from Cadillac had only the Chrysler Imperial to consider. The lack of just such a car was leaving money on the table and customers looking elsewhere. Although it would be inaccurate to suggest Packard would sell premium sedans above the Patrician in the percentages Cadillac did, such a market did exist. One that could have been better exploited than by the Derham Formal Sedans which were rather pricey, well beyond the sweet-spot of $700-800 above the standard luxury sedan.

One such demonstration of sorts was the Kaiser Dragon. For 1951, the Dragon variation of Kaiser Deluxes rendered distinction by padded tops and unique color combinations as well as 'mandatory' options standard as part of the trim package. Pricing added a few hundred dollars to the standard Kaiser Deluxe bringing it to around $2,500, resulted in approximately 1000 sold. In the days when options were high profit items, Packard could have employed such a strategy just as well as K-F did.

Where Kaiser really made out well beyond reasonable expectations was the 1953 Dragon, priced at $3,924 (Cadillac 62 sedan $3,666) versus their Manhattan at $2,650. Those premium prices still netted 1,277 buyers. Considing they were nothing more than dolled-up Manhattans loaded with Hydramatic, "Bambu" vinyl top and special interior trim, deluxe wheelcovers, gold-plated hood ornament and nameplate and multiple 'mandatory' options adding to the prestige aura, powered by a forklift engine: smart marketing to the Kaiser loyalist et al.

Steve