Those aftermarket kits don't look good on any car.

The idea of a four door Caribbean isn't completely new, as the Esquire shows. I understand that they were a dealer installation (without factory support, I guess). There were 2- and 4-doors.

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I'm feeling more and more uncomfortable about the condition of the electrical system in my 1956 Executive. To much "repaired" and altered by people who obviously did not know exactly what they were doing, combined with age...

Instead of fixing wire after wire, I'm considering having installed a new wire harness in the car. I can't do work by myself. Is there a recommendable source for such a harness to make things easier for the shop?

Yes, I know: It's been quite a long time since the rear view of the black sedan has been posted. I just stumbled over it and I think I can throw some light on this peculiar car.

It has nothing to do with the subject of this thread, the Clipper hearse. It is a French car, a 2nd generation Simca Vedette (French for "actress"), ca. 1960. There were several sub-models over the years, the least expensive the Ariane, powered by the in-house built, diminutive 1300cc "Rush Super" four. Ariane 8 and other variants, like Trianon, R?gence, Chambord, Pr?sidence (with continental kit!) or Marly station wagon, generally used a V-8 engine. This was a 2.5 liter derived from the Ford flathead, mainly introduced to avoid high taxes. Possibly, the winged logo indicates the V-8, although I am not sure about this.

Simca was formed of Ford France S.A.F. (also known as "Matford" for some time as car maker Mathis started mounting US Fords in the 1930s). Here in Switzerland, these Simcas were a common sight.

That is surely correct. It is kind of a miracle that they even pushed out the Executive amidst that turmoil in early 1956.

The wheelbases are correct but I'm not sure that the 156 was still built in 1954.

NB: I would have ordered mine in Naples gray with maroon upholstery

The '56 Clipper Deluxe was available with conventional suspension as a non-cost option. Wonder if those springs would have been strong enough to carry the excess weight of the limo.

So we did. I have to thank you all. The problem is solved for the moment; trouble came from an overheated wire. The car sits as it should, and tires are fixed, but we have to check the wiring of the car very soon.

Perhaps you know that I can't work myself on the car because of a handicap. To find someone in Switzerland who understands TL is nearly impossible; there are just a handful '55 an '56 Packards here. So, your advice was very, very helpful.





BTW: I decided to stay with my present signature.

We did nothing else than deactivate TL by using the toggler switch under the dash.


There are quite few things to check now. Thank you all for your help. I'll give an update soon.

Recently, my 5677 Executive got a punctured tire. While waiting for new tires - we plan to replace both at the rear - we disengaged TL (what has to be done, anyway, for the wheel change). The idea was to see if shut off/on TL could help to hold the car's tail on the correct level. It was too high.

Problems occurred immediately, as TL refused to start. So, we have a Packard that can't be moved, sitting in a cramped lot in the low basement car park with a flat left rear wheel.

Is there a recommended procedure to solve the remedy?

Your advice is much appreciated.

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Swiss "Automobil Revue", a well-respected publication, did not mention a 320 option in their '56 report on Packards or in their annual catalogue for the Geneva auto show.

I used to own a '56 Clipper Deluxe that was sold by the official Packard importers when new. It had the original 352 engine, T-U with lever, and T-L.

BTW: Clippers were listed as Packards, not as a make of it's own.