British Motor Company's Australian factory used to spray some sort of rubbery gloop under its cars. It worked well to - my mother's Morris Major was totally rust free at an age when Ford Falcons would be unroadworthy due to rust.
While Packard was late to bring out a V8, they continued to out engineer the Big Three. TL and push button transmission couldn’t save them from problems associated with the 55’s; competition from Cadillac, and the disastrous purchase of Studebaker. The last true Packard (‘56) is a work of art!
You are spot on, correct! We love the '56 in particular over the '55 for the restyled headlight buckets, pod shifter and improvements in the Ultramatic transmission. The car is quality and perfection through and through. Unfortunately, the buyers passed dipping sales from roughly 9k in '55 to a scant 3k+ in '56... then the doors closed on East Grand Avenue.
It was a quality car when it was made and still is. That's an impressive torsion bar suspension that I didn't know about, the Packard engineers had to make that work and I'm sure that took much time and effort to design. Packard was a quality world class car company, that should be remembered.
You are most correct, Marten. I was not fully clear how the entire system worked from front to rear until we had a chance to study it from underneath on the lift. Packard also fully engineered and developed the automatic transmission and OHV V8 all in-house. Most other automakers sourced out engineering, sub components or complete transmission units to companies such as Borg Warner. It is thought Packard might have got in the weeds by being so intent on in-house engineering and manufacturing.
Actually, the Torsion-Level suspension was invented by a Hudson engineer named Bill Allison. Hudson was too broke to develope it, so they let Allison shop it around to other carmakers. Packard's interim president, Hugh Ferry, bought the rights to it.
I love the '56...my fav postwar Packard. So classy, and technical. The best thing about the torsion bar suspension is that the bars don't touch the frame at any spot, so the isolation reduces NVH.
The reason the long bars tie the front and rear wheels together is to keep the car level when bumps in the road are encountered. When the front wheels come in contact with a bump and go UP the long bars are twisted and the twisting force go rearward through the long torsion bars and push the rear wheels DOWN. Voila! A perfectly level ride!
One of the things I remember about the torsion bar system was that if you had a flat tire, you put weight on that corner so the leveling system would raise the car. After it was raised, you turned the system off so the car stayed up and you had less distance to jack it up to change the tire.
My first car was a '55 Patrician. This was in 1970, and the handling was still surprising by the standards of the day. The self-leveling was effected by spooling up the shorter torsion bars that were about half the length of the springing bars. That way the spring rate of the main bars remained constant. And, yes-- Packards with this suspension did not lean in turns much, compared to Cadillacs and Lincolns of the day. I used to sit on the rear fender, allow the system to raise the car, then shut it off, via a toggle switch under the left edge of the dash. This gave the car a "California rake", when you drove down the street, but it was only a joke, not for driving. BTW, the Packard Clipper, their mid-priced car, came with a standard coil front, leaf spring rear suspension, but torsion bars could be special ordered.
Barry, you are most correct. If you saw in the video we explain and show the shorter bars you reference which are used for leveling compensation. And yes, you can easily get that Cali Rake easily, as we used to do with "Highjacker" pr Monroe air shocks in back. Ahhh, the good old days! Thanks for the info and your interest.
Thank you so much for showing this system off on this beautiful automobile! I have been in love with your Packard from your first video on it, and I am totally in awe of the preserved condition it is in! It is the closest to 1956 we could possibly get without actually traveling back in time! I am a huge Packard enthusiast, and the 1956 model year is my most favorite of all! Packard was a very innovative company, and had they survived, who knows what kind of automotive firsts they might have ended up introducing to the industry! Thank you again kind sir for allowing us to share in the beauty and engineering of this fine automobile!
NYWF, so glad to read your comment. And thank you. Ownership varies. Some like to keep cars hidden in storage away from public eyes which was the case with this car for over 40 years. We and most owners who are our clients, enjoy sharing such great history with others who also appreciate the classics. They all do tell a story, and this Patrician has quite a story to tell.
In 2024, it's all but impossible to find a torsion Packard that functions this way. Never, ever install H-D shocks, or have the exhaust touch anywhere, including the rear bumper. BTW, the lightest-duty KYB shocks allow the "interconnecting" torsion ride system, to function flawlessly. I was amazed, as nothing else that I've found, since the cheapest Sears shocks of the 70's, ever has. The wrong shocks completely ruin the ride quality. BTW, will everyone, with any old car, secure & cushion, all the noisy jack components & other crap in the trunk AND coins in the ashtray!
@@williamlegall2988 Thank you William for all the good information. I do recall Sears had their own branded "Sears Heavy Duty Plus" shocks and also sold and honored Monroe and Tenneco shocks. I suspect the Sears brand was manufactured by either Monroe or Tenneco.
Hi from Sydney, Australia. My grandad bought one of these new, he ordered it to his specification, his brother-in-law had bought a new '55 model and had automatic gearbox trouble, so Pa ordered his as a manual with the optional dual carby set up, from the 352-cube engine it was good for 375 horsepower, not shabby for 1956. I learned to drive on/in this car in late 1973, so I could get my license on 24th January 1974. Pa's Patrician was so modern compared to other cars way back then with its poise under panic braking, or its projectile like take-offs when given the "joint" in manual first gear, no bum down, nose up feeling. I enjoyed every moment behind the wheel of this special car. Sadly in 1979 a bus hit it in the rear whilst turning into my mum & dad's driveway. However, it was "rescued" by two brothers who had been members of the Aussie Study/Pack' car club. They bought a scrappy tired California example. swapped chassis, welded on the donor cars right rear guard and rear valance panel and over months put in the hard yards to bring Pa's car back to life after it was written off by the insurance company. The only thing that they did that I hated was turn it from its original black enamel paint, into a turquoise and creamy-white car. All these years later at x'mas 2023 the two brothers still own it, love it & enjoy it. In September 1982, I bought the next best thing in FACTORY right hand drive, a GM Holdens Aust built '74 Cadillac Fleetwood Brougham. Sent as a completely knocked down bunch of parts to build in GMH's Pagewood, Sydney plant it is a wonderful car, the closest thing to the spectacular '56 Pack' Patrician and driving it now for 41 years as my daily car it has proven to be vastly superior to a lot of modern cars. As it was a virtual full option car with early ABS brakes & traction control called "maxtrac", plus it has GM's early airbag restraints called Air Cushion Restraint System or "ARCS". But best of all as an export CKD Kit, it has a "full power" 8.2 litre export spec' engine with ZERO anti-pollution gear, so you have a genuine 400 to 500 hp car, not a gutless de-tuned USA spec engine. With the '74 Caddy's self levelling suspension it is the closest thing ever to Pa's '56 Packard. Pa was an industrial engineer and he loved that '56 Packard, when I took him with me in September 1982 to look at the Cadillac with a view to buying it, he said if Packard had survived it would have made something like this. In 1974 Mercedes did not have ABS brakes, Mercedes did not have traction control and Mercedes certainly in NO WAY head anything like ACRS airbags but GM had its air cushion restraint system well before any other company.
What a great series of storied, Greg! Thanks for sharing these with us and the group. I have never driven the dual quad setup on a Packard. I use would line to. Wasn't that motor the 374 cubic inch? As for Cadillac, they have always been great cars too! We once had an old Mercedes, from the 70's, it operated more like a truck than a car. As well as an '82 300D (diesel) which till this day, the slowest and most underpowered car I have ever driven. But they were tough! Thanks again! Take a look at some of our other content on the Packard, as well as a nice Cadillac super 60 series. Cheers, Mate!!
Your 1974 Cadillac Fleetwood sounds quite amazing! Perhaps you could do a video on it to show off the features you mentioned! I for one would enjoy watching it! Nice to know that such rare-optioned mid-70's Cadillacs still exist; and being a right hand drive fully optioned 1974 Cadillac makes it pretty much a one-of one in survival existence!!
I bought a well-used '74 Fleetwood in '81 when I was 20. When warm, I couldn't hear or feel the engine at idle. When cold, the pollution controls made it shake so badly, it broke the exhaust manifold bolts on a back cylinder. Great riding car even when decrepit, but I learned to hate leather upholstery.
@ralphl7643 yea, the polution controlls just suffocated cars of that time. We would take all that garbage off. Cut the cat off and straight pipe, block the EGR, take off the A.I.R system and pump, etc and they would run pretty well.
My dad purchased a brand new 1955 Packard "400". One comment I can recall was concerning the beautiful tail lights! My dad said at the time they were shocking to a lot of people who were used to very tiny rear lights on cars!! He used to have to keep the car locked because as a kid I liked to hop in and play the radio and work the power windows up and down! No key needed then!
I have always loved these cars. Own 4 1956 Packards currently including the twin sister Patrician to yours in Dover White except with the tan interior. In practice the suspension suspension is well designed and robust. Put four new shocks on the car when you buy it and enjoy the ride. Major repair is a bit tricky as you either need to hold the torsion bars in place when you replace say the A-arm bushings or you can unwind / unload the torsion bars. I managed to find the original large dealer tool to do just that. Only weak spot on the car is the dual action (oil/vacuum) oil pump which should be upgraded with an adapter kit to a late model Mellings oil pump that is spec'd to a GM 455 Buick.
I have done some research on this and know of the potential weak point there. We'll check the Melling option. Oil pressure is very good! Thanks for your interest and sharing your knowledge.
One good part about the torsion bars suspension was the ability to work under the car without the need of the time a lift. If you needed to work on the rear end, you had all the Neighbor kids sit on the trunk lid, you would turn the ignition on car with level itself out you turn the car off and everyone would pile off, and the back of the car would raise up nice and high where you could work on it.
Yes, indeed that is possible. There is a switch to deactivate the system under the dash near the driver's door. I use this process to set a desired ride height too, then turn the system off.
We love a Chrysler 300 and the "letter" cars!! Yea, she's a brute!!! You got all your money's worth when you bought one. "Just ask the man that owns one"
absolutely beautiful car. Very well explained. I couldn't believe you sat on it lol. I have bad OCD. They will never make vehicles like this anymore. The attention to detail, the quality of the parts, all of it. I loved how you filmed it as well. I thoroughly enjoyed seeing it. Thank You for sharing
@rockfangd I suspect I am a long way from being the 1st person to sit on the back of the car to see how the suspension works. Years ago, kids would go through parking lots looking for these just to ride up and down, and be amazed by the automatic system. But, you are correct, one should never sit on any car, especially one with original lacquer paint. We appreciate your interest!!! Check out the rest of the series on the '56 Packard and other classics!
Thank you for sharing your knowledge and your amazing car with us! My friend also has one, and although he has spent a lot of time explaining the torsion bar suspension to me, actually seeing it in your video helped so much. We’ve taken a lot of drives over the last 20 years, and to say it’s an incredible car is an understatement. The capability of this car on the highway, particularly the speed it handles on and off ramps is beyond anything you could expect. Another feature he mentions is the lockup torque converter. He loves to talk about the car, and how it was literally 30 years ahead of its time. That’s a true statement. Again, so many thanks for you sharing yours
Thanks for sharing your experience! Your friend's car sounds awesome too. I love the torsion bars, they are very unique and the transmission is a Packard in-house developed unit. The lockup converter is indeed about 30-years ahead of anyone else doing such with production automatic transmissions. Thanks for your interest!
I remember these cars when they were new. It was so special to be able to ride in one on a special occasion. The other car that comes to mind is a Cadillac but, the Packards that were around in the 40's and 50's were just a bit more exclusive and the ride was like on a cloud or "red carpet" if you will.
I believe you are spot on!! We wish we could have been around to see these cars new in the showroom and witness all the hoopla and splendor of the day! Thank you for sharing your experiences with us!
My grandfather owned a Packhard but it was way before I was born. Thank you for thorough explanation of Your particular Packhard. They truly were beautifully engineered automobiles surpassing the other manufacturers. Thank you for a careful loving explanation of the Packhard ride. I surmise relays and capacitors involved with the seven second lag load leveling system, but I don't know squat about these sturdyly built vehicles, so my humble appologies if I've got it wrong. Your car is immaculate! Hope your able to keep her! Very nicely styled car. Deeply appreciative to you for graphic explanation suspension system Packhard late model. Merry Christmas!
It’s certainly one of the most impressive suspension systems of that era. We have later found out there is a bimetallic thermal spring that acts as a contact once the system is activated. The heat produced in the metal eventually allows it to come into contact with the motor relay. Takes @ 7 seconds for the spring to heat up and deflect. We appreciate your interest and your comments. Check out all of our other Packard videos. Merry Christmas!!!
We thank you for you interest and nice comment. It is indeed a very unique suspension setup and design. Makes for an amazing ride even by today's luxury car standards.
1. The electric motor is only intended to compensate for overloading the rear end. It does nothing for the ride. The motor you see is a Borg Warner starter motor adapted for the job (the push button tranny also used the same motor to move the gear shift cable in and out). 2. The front and back tires are connected by the long torsion bar so that when the front tire moves up or down, so does the rear. There are no such connections side-to-side. I was hoping you'd do a couple of panic stops to show how the car squats down several inches, but does not nose-dive. Strong acceleration causes the suspension to lift the rear of the car. In both cases, the car stays level, hence the name "torsion level." 3. Coil springs are nothing more than torsion bars wrapped in a circle. The wires twist, they do not bend. 4. Citroen had a similar but far more sophisticated system which used air springs and interconnected high pressure hydraulics for front-back and side to side compensation. It was very complex but worked so well Rolls Royce and others adopted it.
The torsion motor was. It BW unit . It was a Delco Remy unit . I know because I have a 55 400. The puhbutton shift had its own motor to shift gears . That would been impossible to engineer . Everytime you changed gears , would have messed with the suspension . The rest of the push button system was engineered and built by Bendix for Packard .
The suspension is really interesting and a great piece of engineering. I have always been a Mopar guy and always loved the torsion bars. I knew Packard had some sort of 4 wheel torsion bar setup, but I could never quite figure out how it worked (at least in the rear), but this demo makes it easy to understand.
My 1977 Rolls Royce Silver Wraith II has a very sophisticated load leveling capability within it. It does it with the brake fluid. It’s Citroen patent that RR pays for.
Thanks for your interest. We used two different cameras and 2 dif mics to try to capture the exhaust sound as it is to the ear, which it does not. On the video it is a bit raspy. To the ear it is smooth, deep and mellow. We feel the addition of an "H" or crossover balance tube between the two sides would be beneficial to more even the pulses. This crossover technology really did not come into play till the 60's and is still used today and to the extreme of now "X" pipes.
I also have a 1956 Patrician in a single color (Adriatic Blue met.). I see you answered your question on how TL works. I have taken the control box apart. Inside are contacts and relays, along with a lever that is connected to the main suspension. The timer system is made up of 2 bi-metal contacts wrapped in heater wire, like a toaster. When the car is loaded, a switch sends current into the proper heater wire. The bi metal contact heats up and slowly bends to makes another switch that runs the leveler motor. When the car reaches the correct height, another switch stops the motor. Very ingenious, very simple, and very reliable, as seen by it working here after almost 70 years.
That is one seriously monstrous frame. It's both an X frame AND a ladder frame combined. Not only that, but the "ladder" frame rail sections are even BOXED! Amazing Packard!
We agree, a transmission repair would most likely have to be sourced somewhere involving shipping of the unit. Parts new and used are still available, such as clutch packs and gaskets, but would be expensive.
Trans is very easy to work on. However, install government surplus bronze "tank" clutches. Same ones as early Hydramatic, used in WW-2 tanks. Next, install a solid "thrust washer" of correct thickness, in place of the OEM "waved spring washer" in the torque converter. The latter breaks into pieces & destroys the unit!!! Kanter sells direct-drive re-lined clutch plate, that's rugged enough for the enormous 405 pounds of torque. These small changes, make the Ultramatic bulletproof. Such simple refinements that they didn't realize at the time.
The TL system is also wired through the 3 wire brake lite switch. When applying the brakes, the TL system is dis-engaged. You wouldn't want the pitch of the car to suddenly change during a hard brake application.
Interesting and a good point. I felt the 7-second delay was accomplishing that task as well, but this makes good sence. It appears the "level sensor" has to be quite sensitive and precise to "trigger" with a 3-4" change at the rear of the car. It must be triggering and activating quite a bit over bumps in the road and the delay is canceling all the false readings. If just driving with just a driver or additional passenger in the front seat, my theory is to always leave the suspension in the off position. I have also had passengers in the back, let it level set then turn off for the duration of the drive. I can't find any reason or benefit to have the suspension on during normal driving. Others might disagree.
There is a rod clamped to the levelling torsion bar that activates a switch if it twists too far from level either way. The 7 second delay is a bimetal strip (two different metals back to back) with a coil around it for heat activated by the switch activated by the rod. It puts power to the coil and heats the strip that after 7 seconds bends from the heat to contact another switch that turns on the motor that twists the levelling torsion bar. Once the torsion bar twists back to level current to the original switch turns off. All this in a box slightly bigger than a regulator next to the levelling motor. Sadly, subject to corrosion over time. But heck, who needs chips and transistors in 1955/56. Dad sealed the box on my mother's 56 in the early sixties with tar and it works to this day.
Lee, this is good information. I was thinking of a mercury bulb level switch such as in an older home thermostat. The physical bar-arm sensor makes perfect sense. I imagine it is able to be loosened and adjusted to set the "level set" ride heigth as desired. This particular '56 sits "level" just a tad low in my opinion. I have let it rise up a bit then turned off the master switch to give a bit higher ride. In the upload, you can see the delay box and as you said, just a bit bigger than an old voltage regulator box, but similar in appearance. Appreciate your interest and knowledge.
From looking at the suspension on the lift, I suspect it was less the suspension torsion bar setup and more the result of the king pins and trunnion bushings used as they were multiple additional wear points themselves. There was a good reason Ford brought ball joints to its cars for 1954. I have heard the first introduced it on the 1952 Lincoln, but don’t know for sure. Most of the other manufactures soon followed as they introduced new platforms. And back in the day, many drivers had many problems with suspension alignments because they drove their cars abusively, like whacking and hitting curbs and hammering potholes at high speeds. They used their tires and wheels as “curb feelers”.
That car was an expensive car to build! For me, it would be well worth the money to re install the rear resonators at the back of the car in keeping with the original intent of the quiet exhaust sound. The resonators would still allow enough of that addictive v8 rumble to escape to add to the ambiance and elegance of the car. That Packard is not a high performance touring car or hot rod. It’s a luxury comfy car with good power and ride.
Good Catch! The exhaust without the resonators is actually really quiet. You have to go to the back of the car to actually hear anything and is quiet on the inside. Check out some of our other driving videos and you can hear it is very silent. Even out a GoPro on the back bumper to really hear it and exaggerate the sound. Not sure what the reason was for the wide-spread use of resonators at the tail pipe was on 50's and 60's cars. GTOs had them too and many others.
Your "level sensor" is the clamp on the tortion bar on the driver's side. It goes over to the controller box. The little rod has an adjustment on it. If it ever gets moved you can readjust on a level surface. I have to repair mine. It's currently "manual control". Thanks for the video!!
Good to know. I feel the car sits a little low as adjusted. Typically we get the ride level set and just leave the switch in the off position. Unless hauling a load in the trunk or rear passengers there seems to be no reason to have the suspension in the "on" position for regular use with driver only.
Your description of the “truck arms” threw me for a loop for a bit until I realized you were referring to the lower rear trailing arms. The “truck arm” configuration was a popular configuration which was used on the grand national stock cars later on. Those arms are still commonly used in off road vehicle suspensions where long travel and articulation are required.
Yes, correct! Truck Arms which were used in the rear end of Chevy trucks for years with coils till they went to leaf springs. Also in the larger platform GM vehicles. NASCAR used them for decades with a Ford 9" rear axle, till they went to the IRS/sequential transaxle in the Cup Series a few years back. You'd hardly ever see a rear end break but now it's pretty common with the Cup cars.
We are unsure, and hope to always remain unsure. However, the motor is a common Delco Remy adapted 12V starter motor. Could easily be rebrushed and rewound. We feel the demand and duty cycle is so light, it is very understressed and failure would be rare. The delay box would be of greater concern, as that is application specific.
Thank you for showing how this suspension works. I've seen zillions of articles showing diagrams, but never an actual undercar peek at how the stuff was all connected together. I love the styling of the car, too. Too bad Packard had made some really dull cars after the war that probably turned off many buyers. If I am not mistaken, wasn't 56 the first year that a limited slip diff was ever offered?
Thanks for the input and glad you enjoyed the demonstration and under-car as best we could show it. Implementation of the Twin Traction (aka - "Power Lock") differential in production was delayed several times it was to be a '55-'56 option. This unit was supplied by Dana/Spicer. The rear axle was smartly designed with interchangeability in mind; that is, the only difference between a conventional rear axle and a "Twin Traction" unit is the differential carrier. As best we know, it seems that cars with T-T units did not begin reaching dealers until sometime in February 1956. In fact, it was so late in coming that servicing the Twin Traction differential isn't covered in the 56th Series supplement to the shop manual, but only in the April 1956 edition of the Service Counselor. Unfortunately we did not check/test this while the car was on the lift. It's easy to do and the test is a simple as rotating one rear wheel while the car is in neutral, and if the opposite wheel spins in the same direction, it is a Twin Traction or Power Lock rear axle. If the opposing rear wheel spins in the opposite rotation it is not and what we call an "open" rear axle.
Actually, they don't. Now, they can start to sag a bit past the resting specification but unlike coil or leaf springs, the bar arm stops can be adjusted to compensate for this. If the bars are abused and pushed past the yield point, sure, but unlikely in this application. If they were on a load carrying truck, most likely over time.
@@1940limitedThe same way auto repair has always happened. You fix it yourself, pay someone else to fix it, or don't fix it. (My boss works on most 50's Era stuff at my shop)
These cars are relatively simple in terms of technology and how they work. Anyone with general mechanical knowledge can service them and even today, parts are plentiful.
I just got a Best padlock that was from the Detroit plant. Its 7 pins & I have the control key, Grand master key & the change key. This is a really nice lock. I was born in 1961 so I never got to experience this EXELENCE in car design. If any of you have these locks here are the the codes. Keys are on "A" keyway & are cut from tip to bow. Control=6509472. Grand master=8321650. The control key will pull the cylinder out of the lock body & the Grand Master will open all the locks on this system. You would need to show the locksmith the lock & explain that PACKARD thats stamped on the lock is LONG OUT OF BUSINESS to convince him that its ok to cut these keys. You would also ask the locksmith to PUNCH the keys to the codes I gave above.
My guess from the Delco levelizer motor, there is a worm gear drive on the shaft, which turns a gear with bellcranks, moves the left and right arms in and out which in turn rotate the two levelizer bars connected to torsion keys raising and lowering the rear of the car.
I owned a 55 Packard Patrician for a short time back in 1974. in reading up on the 55 and 56 Packard at the time indicated that these cars tended to suffer from the fact that its electric components that controled the Torsion Level Ride, that is the motor, was heavily exposed to the elements and often failed or shorted out after a relatively short period of time. Those Packards equipped with the push button Twin Ultramatic also suffered from premature failure of the electrical contacts in the selector box. Chrysler's push button PowerFlite and TorqueFlite systems consisted exclusively of a mechanical linkage and tended to be much more reliable.
You are correct! I would imagine in climates with winter climates that salt would cause all kinds of problems with the leveling system as well as the Twin Ultramatic shifting solenoids. The Packard push button electric selector would not have been my first choice back then for a shifting system if I was purchasing a car. However, the attractiveness of the gimmick might have captured me. did Chrysler ever use vacuum for the push-button selector on the dash or center of the steering wheel? Thanks for your interest and knowledge.
I have a question. Can this car be driven spiritedly on rough roads with just two passengers in it without the rear wheels constantly being forced to the rubber arm stoppers? Do the torsion bars prevent that from happening? Is it advised to slow down over rough roads more than normal than say a 1976 Cadillac Fleetwood? I would love to watch this car take some humpy roads with a lot of dips. Can you do a video over different types of roads with just you and then with 3 additional passengers?
Well, we don't drive it on rough roads, say dirt or non paved roads, but crossing railroad tracks and a railroad "hump" at speed, is no problem at all. Even with 3 people in the back, the suspension would "firm up" by cranking the bars to accommodate, so the extra load would not be an issue as might be with a '76 Fleetwood which would be burdened by the loads.
@@classicperformance I have the self-leveling rear in my '76 Fleetwood. I have been in early Buicks though with soft springs and sometimes, under certain conditions, the front suspension would allow the wheel axle to hit the rubber arm stoppers and the back axle would too. You answered my question though. Thank you.
@@classicperformance On the '76, the air bags weren't available, but, the system ran off the air shocks which raised the car to keep the car level. When I purchased the car, the air pump that ran the system wasn't working, so, I installed air shocks with a a control inside of the car. I set it on 75 pounds and add some if I'm carrying more people. I like the system on the Packard better though. I don't know why it hasn't been used since.
Thanks, Wayne for the info, air supplement shocks vs bags. I seem to recall Cadillacs had full bags in the rear in the 60's. We used High Jacker and Monroe air shocks back in the day with the old Muscle cars to get the up off the ET and Crager wheels with 60 and 50 series rear tires. The good 'ol days.
Hey just noticed something... Babeck Motors in Spokane! I live near Spokane in Washington, and I know there is a Spokane Alabama, so do we know which one it was sold at?
We feel Packard and Imperial might have a bit more in common via product lines than both do with Studebaker. Did you know some Packard and Imperial clubs have actually combined into one?
It's surprising to see everything working "as it should." Most 1955 & '56 Packards & Clippers ('56 only) today have inoperable suspension motor components, resulting in severe "forward pitching." Of course, it can be "manually corrected" but it's still annoying. Great video of a very solid, original Patrician, thanks!
@@classicperformance "4,900?" Wow, that's amazing! Surely one of the lowest, if not THEE lowest milage 1956 Packards in the world. I had a '56 with 43K and thought THAT was special. HA! 🙄🙄
We believe it is the lowest mile original Packard to exsist, there may be another with similar miles but have not quite documented that yet, but have been told.
This is what's called making a virtue out of a defect. The car's suspension is way too soft, so they had to add a kludge to keep the car level when there is weight in the back. I was hoping the presenter would show us what the leveling system does on a hill, which would tell us how the sensor works - does it sense chassis tilt or does it sense wheel extension?
So sad that Packard didn't come up with a V8 until 1955. The styling in the early 1950s was rather dated. The 1955 models might have saved the company, but it was already too far gone by the time they were introduced. I believe that the 1956 Packard V8 was the largest of any American car. And stylist Dick Teague did a masterful job on the existing inner sheet metal.
Much agreed, If they had come out with the new design and OHV V8 in '55 keeping up with the tri-five Chevys, or a year ahead, it might have been a game changer.
Yes, and the Citroen system used oil and air as its main components. We recall it was an all wheel lift system too, front and rear of the car as needed. The system was also used under licence by other car manufacturers, notably Rolls-Royce (Silver Shadow) and Peugeot. Thanks for your interest!
Us ten year olds got into trouble doing what he did. We’d jump on a Packard’s rear bumper just to see it rise back to level. Neighbor’s battery would be run down when they went to start the car.
So true @tedecker3792. Jay Leno tells the same as well. It was a very common thing. Ours is fitted with a disengagement switch so that it won't randomly seek it's level in the middle of the night and when no one is looking!
58 Packard hawk with factory supercharged V-8 and hood scoop was my favorite. It's unfortunate that instead of innovation. Detroit settled for less. They suffered for a reason.
The Hawk is a great car and one of our favorites too! and the 289 V8 is a fantastic motor and most think it's the Ford 289 which it is not. Its rarity and status as the best-regarded of the 'Packardbaker' final-year cars have made the Packard Hawk quite collectible. Values are roughly double those of the equivalent Studebaker.
Others have mentioned it's the voltage regulator styled box just ahead of the levelizer gear box and motor, being a thermal bi-metal delay switch. I have tested that theory and can shorten the delay by over using the system, meaning warming up the box so that the delay time shortens.
and, consider the cost of the design and components vs. some leaf springs in the rear and 2 coils up front. The bean counters today, would have never allowed such.
I don't think these cars would be too practical for everyday use, especially in bad weather where salt and corrosion could get into that leveling system. This is a nice weather car only. I understand you could order the car with conventional springs if the buyer so desired.
In contrast, these cars were actually designed in detail to easily manage the worst of driving conditions that could come to mind. We'll start with the very heavy undercoating that spans every underside surface to prevent any corrosion from salted winter roads, as well, it acts as a road noise deadening substance at high speeds. Also, the car is equipped with a dedicated front and also rear separate hot water heaters and multi-speed individually controlled fanned blowers with foot ducts for all passengers. You could option for a heated driver seat, fog lights and other dealer options for dark and foul weather driving conditions. The suspension is controlled by a modified starter motor and as all starter motors, low in the belly of the car. The gearbox is sealed as well as other components tar-box-sealed. They thought of it all.
That was the case with this car. Only ever used for special occasions and 4,800 original miles. See our other content on the car for more information, images and driving.
@1940limited We very much appreciate your interest in The Patrician and your contributions to the discussions! I can assure you the car will never see questionable weather. However, with the effectiveness of the cabin heaters, and the automatic Rochester engine choke, it is a pleasure to tour in on the coldest of crisp winter days, when the sun is shining. We operate the car year-round.
Jeff, it would be nice to be able to remove the undercoating on the frame structure. We have used dry ice blasting on aluminum suspension components and engine cases in Porsches and Ferraris. I was not aware it could remove something as stubborn as a hardened undercoat. The plan right now it to pressure wash it, then respray with chassis black paint.
Thanks for the knowledgeable tip, Jeff. We would like to restore the undercarriage back to factory fresh. It's there, just needs to be revealed carefully and DI is what might be the least invasive and eco friendly. Thanks!
Jay Leno demonstrated it in one his videos, sitting on the back corner. You could hear the motor, but only just. This one is so loud I thought the gut must have put a microphone right on the motor.
Well, let hope it is the next owner then, haha. In all seriousness, yes, there are additional fail point as soon as you introduce an automated electrical/mechanical active system into the passive suspension system. However, the system has been working just as designed since 1956 without fail and with still the original components. We have no concerns about the system failing and have been driving the car now regularly for the past two years. The worst thing usually, with switches and relays, is non-use.
Fascinating stuff. The swaybar effect would be front to rear not side to side. Does this translate to less front rise during acceleration? Rear dive resisted by front weight?
Thank you for your question, Brian. A very good question and I do believe that was the intensions of the design. The car seems well planted and balanced front to rear and there is no excessive nose dive or rear "squat" upon deceleration or acceleration. There's some old movies online from Packard that further describe the characteristics of the torsion ride suspension system.
The car was designed to carry 5 passengers plus the driver and carry all their luggage in the trunk and still ride level. The switch is a mercury switch. Your timing is set about 1/2° too far advanced. That is a beautiful example of a 55 Patrician. My '55 Clipper Super Panama had the same system. I say 'had' because my ex wife got rid of it on me. B*tch.
Good ear on that timing. I bet you heard it backing up on the starter just a bit upon a heat soaked start? The static timing is or seems to be a tad advanced. I have not shot it with a gun yet. I has thought it might be a mercury bulb switch, same as a thermatic coil thermostat. Sorry to hear you lost your Super Panama, if only you could have departed the ex wife prior to the car! Timing is everything. If only yours was a bit advanced :)
If its just a mercury tilt switch mounted on the chassis somewhere, the car would level itself if you were on a hill, which is stupid. Does it do that? If not, the sensor must sense the degree of spacing between the rear axle and the chassis somehow.
I am impressed how well that undercoating worked on this car.
Yes, it did its job very well and continues to do so. Wherever you look under the coating, is factory fresh.
British Motor Company's Australian factory used to spray some sort of rubbery gloop under its cars. It worked well to - my mother's Morris Major was totally rust free at an age when Ford Falcons would be unroadworthy due to rust.
While Packard was late to bring out a V8, they continued to out engineer the Big Three. TL and push button transmission couldn’t save them from problems associated with the 55’s; competition from Cadillac, and the disastrous purchase of Studebaker. The last true Packard (‘56) is a work of art!
You are spot on, correct! We love the '56 in particular over the '55 for the restyled headlight buckets, pod shifter and improvements in the Ultramatic transmission. The car is quality and perfection through and through. Unfortunately, the buyers passed dipping sales from roughly 9k in '55 to a scant 3k+ in '56... then the doors closed on East Grand Avenue.
@@classicperformancemy dad's best friend had one ..when he died the wife let it rot to the ground...shame..
Id love to find one...
It was a quality car when it was made and still is. That's an impressive torsion bar suspension that I didn't know about, the Packard engineers had to make that work and I'm sure that took much time and effort to design. Packard was a quality world class car company, that should be remembered.
You are most correct, Marten. I was not fully clear how the entire system worked from front to rear until we had a chance to study it from underneath on the lift. Packard also fully engineered and developed the automatic transmission and OHV V8 all in-house. Most other automakers sourced out engineering, sub components or complete transmission units to companies such as Borg Warner. It is thought Packard might have got in the weeds by being so intent on in-house engineering and manufacturing.
Actually, the Torsion-Level suspension was invented by a Hudson engineer named Bill Allison. Hudson was too broke to develope it, so they let Allison shop it around to other carmakers. Packard's interim president, Hugh Ferry, bought the rights to it.
I love the '56...my fav postwar Packard. So classy, and technical. The best thing about the torsion bar suspension is that the bars don't touch the frame at any spot, so the isolation reduces NVH.
Thanks Steve. Good point. And true. Good isolation. Thanks for the interest.
The reason the long bars tie the front and rear wheels together is to keep the car level when bumps in the road are encountered. When the front wheels come in contact with a bump and go UP the long bars are twisted and the twisting force go rearward through the long torsion bars and push the rear wheels DOWN. Voila! A perfectly level ride!
Amazing design. Thanks for your input!!
One of the things I remember about the torsion bar system was that if you had a flat tire, you put weight on that corner so the leveling system would raise the car. After it was raised, you turned the system off so the car stayed up and you had less distance to jack it up to change the tire.
Makes perfect sence. 👌 not wasting jacking motion against a soft spring (bar).
My first car was a '55 Patrician. This was in 1970, and the handling was still surprising by the standards of the day. The self-leveling was effected by spooling up the shorter torsion bars that were about half the length of the springing bars. That way the spring rate of the main bars remained constant. And, yes-- Packards with this suspension did not lean in turns much, compared to Cadillacs and Lincolns of the day. I used to sit on the rear fender, allow the system to raise the car, then shut it off, via a toggle switch under the left edge of the dash. This gave the car a "California rake", when you drove down the street, but it was only a joke, not for driving. BTW, the Packard Clipper, their mid-priced car, came with a standard coil front, leaf spring rear suspension, but torsion bars could be special ordered.
Barry, you are most correct. If you saw in the video we explain and show the shorter bars you reference which are used for leveling compensation. And yes, you can easily get that Cali Rake easily, as we used to do with "Highjacker" pr Monroe air shocks in back. Ahhh, the good old days! Thanks for the info and your interest.
Thank you so much for showing this system off on this beautiful automobile! I have been in love with your Packard from your first video on it, and I am totally in awe of the preserved condition it is in! It is the closest to 1956 we could possibly get without actually traveling back in time! I am a huge Packard enthusiast, and the 1956 model year is my most favorite of all! Packard was a very innovative company, and had they survived, who knows what kind of automotive firsts they might have ended up introducing to the industry! Thank you again kind sir for allowing us to share in the beauty and engineering of this fine automobile!
NYWF, so glad to read your comment. And thank you. Ownership varies. Some like to keep cars hidden in storage away from public eyes which was the case with this car for over 40 years. We and most owners who are our clients, enjoy sharing such great history with others who also appreciate the classics. They all do tell a story, and this Patrician has quite a story to tell.
In 2024, it's all but impossible to find a torsion Packard that functions this way. Never, ever install H-D shocks, or have the exhaust touch anywhere, including the rear bumper. BTW, the lightest-duty KYB shocks allow the "interconnecting" torsion ride system, to function flawlessly. I was amazed, as nothing else that I've found, since the cheapest Sears shocks of the 70's, ever has. The wrong shocks completely ruin the ride quality. BTW, will everyone, with any old car, secure & cushion, all the noisy jack components & other crap in the trunk AND coins in the ashtray!
@@williamlegall2988 Thank you William for all the good information. I do recall Sears had their own branded "Sears Heavy Duty Plus" shocks and also sold and honored Monroe and Tenneco shocks. I suspect the Sears brand was manufactured by either Monroe or Tenneco.
Hi from Sydney, Australia. My grandad bought one of these new, he ordered it to his specification, his brother-in-law had bought a new '55 model and had automatic gearbox trouble, so Pa ordered his as a manual with the optional dual carby set up, from the 352-cube engine it was good for 375 horsepower, not shabby for 1956. I learned to drive on/in this car in late 1973, so I could get my license on 24th January 1974. Pa's Patrician was so modern compared to other cars way back then with its poise under panic braking, or its projectile like take-offs when given the "joint" in manual first gear, no bum down, nose up feeling. I enjoyed every moment behind the wheel of this special car. Sadly in 1979 a bus hit it in the rear whilst turning into my mum & dad's driveway. However, it was "rescued" by two brothers who had been members of the Aussie Study/Pack' car club. They bought a scrappy tired California example. swapped chassis, welded on the donor cars right rear guard and rear valance panel and over months put in the hard yards to bring Pa's car back to life after it was written off by the insurance company. The only thing that they did that I hated was turn it from its original black enamel paint, into a turquoise and creamy-white car. All these years later at x'mas 2023 the two brothers still own it, love it & enjoy it.
In September 1982, I bought the next best thing in FACTORY right hand drive, a GM Holdens Aust built '74 Cadillac Fleetwood Brougham. Sent as a completely knocked down bunch of parts to build in GMH's Pagewood, Sydney plant it is a wonderful car, the closest thing to the spectacular '56 Pack' Patrician and driving it now for 41 years as my daily car it has proven to be vastly superior to a lot of modern cars. As it was a virtual full option car with early ABS brakes & traction control called "maxtrac", plus it has GM's early airbag restraints called Air Cushion Restraint System or "ARCS". But best of all as an export CKD Kit, it has a "full power" 8.2 litre export spec' engine with ZERO anti-pollution gear, so you have a genuine 400 to 500 hp car, not a gutless de-tuned USA spec engine. With the '74 Caddy's self levelling suspension it is the closest thing ever to Pa's '56 Packard. Pa was an industrial engineer and he loved that '56 Packard, when I took him with me in September 1982 to look at the Cadillac with a view to buying it, he said if Packard had survived it would have made something like this. In 1974 Mercedes did not have ABS brakes, Mercedes did not have traction control and Mercedes certainly in NO WAY head anything like ACRS airbags but GM had its air cushion restraint system well before any other company.
What a great series of storied, Greg! Thanks for sharing these with us and the group. I have never driven the dual quad setup on a Packard. I use would line to. Wasn't that motor the 374 cubic inch? As for Cadillac, they have always been great cars too! We once had an old Mercedes, from the 70's, it operated more like a truck than a car. As well as an '82 300D (diesel) which till this day, the slowest and most underpowered car I have ever driven. But they were tough! Thanks again! Take a look at some of our other content on the Packard, as well as a nice Cadillac super 60 series. Cheers, Mate!!
Your 1974 Cadillac Fleetwood sounds quite amazing! Perhaps you could do a video on it to show off the features you mentioned! I for one would enjoy watching it! Nice to know that such rare-optioned mid-70's Cadillacs still exist; and being a right hand drive fully optioned 1974 Cadillac makes it pretty much a one-of one in survival existence!!
I bought a well-used '74 Fleetwood in '81 when I was 20. When warm, I couldn't hear or feel the engine at idle. When cold, the pollution controls made it shake so badly, it broke the exhaust manifold bolts on a back cylinder. Great riding car even when decrepit, but I learned to hate leather upholstery.
@ralphl7643 yea, the polution controlls just suffocated cars of that time. We would take all that garbage off. Cut the cat off and straight pipe, block the EGR, take off the A.I.R system and pump, etc and they would run pretty well.
My dad purchased a brand new 1955 Packard "400". One comment I can recall was concerning the beautiful tail lights! My dad said at the time they were shocking to a lot of people who were used to very tiny rear lights on cars!! He used to have to keep the car locked because as a kid I liked to hop in and play the radio and work the power windows up and down! No key needed then!
Thanks for sharing! The rear lights are known as "Cathedral" lights making reference to the shape of them. Very easy to see at night!
I have always loved these cars. Own 4 1956 Packards currently including the twin sister Patrician to yours in Dover White except with the tan interior. In practice the suspension suspension is well designed and robust. Put four new shocks on the car when you buy it and enjoy the ride. Major repair is a bit tricky as you either need to hold the torsion bars in place when you replace say the A-arm bushings or you can unwind / unload the torsion bars. I managed to find the original large dealer tool to do just that.
Only weak spot on the car is the dual action (oil/vacuum) oil pump which should be upgraded with an adapter kit to a late model Mellings oil pump that is spec'd to a GM 455 Buick.
I have done some research on this and know of the potential weak point there. We'll check the Melling option. Oil pressure is very good! Thanks for your interest and sharing your knowledge.
One good part about the torsion bars suspension was the ability to work under the car without the need of the time a lift. If you needed to work on the rear end, you had all the Neighbor kids sit on the trunk lid, you would turn the ignition on car with level itself out you turn the car off and everyone would pile off, and the back of the car would raise up nice and high where you could work on it.
Yes, indeed that is possible. There is a switch to deactivate the system under the dash near the driver's door. I use this process to set a desired ride height too, then turn the system off.
What a beautiful beast!!...wow!... makes my 65 Chrysler 300 look like a lightweight!
We love a Chrysler 300 and the "letter" cars!! Yea, she's a brute!!! You got all your money's worth when you bought one. "Just ask the man that owns one"
absolutely beautiful car. Very well explained. I couldn't believe you sat on it lol. I have bad OCD. They will never make vehicles like this anymore. The attention to detail, the quality of the parts, all of it. I loved how you filmed it as well. I thoroughly enjoyed seeing it. Thank You for sharing
@rockfangd I suspect I am a long way from being the 1st person to sit on the back of the car to see how the suspension works. Years ago, kids would go through parking lots looking for these just to ride up and down, and be amazed by the automatic system. But, you are correct, one should never sit on any car, especially one with original lacquer paint. We appreciate your interest!!! Check out the rest of the series on the '56 Packard and other classics!
Thank you for sharing your knowledge and your amazing car with us! My friend also has one, and although he has spent a lot of time explaining the torsion bar suspension to me, actually seeing it in your video helped so much. We’ve taken a lot of drives over the last 20 years, and to say it’s an incredible car is an understatement. The capability of this car on the highway, particularly the speed it handles on and off ramps is beyond anything you could expect. Another feature he mentions is the lockup torque converter. He loves to talk about the car, and how it was literally 30 years ahead of its time. That’s a true statement. Again, so many thanks for you sharing yours
Thanks for sharing your experience! Your friend's car sounds awesome too. I love the torsion bars, they are very unique and the transmission is a Packard in-house developed unit. The lockup converter is indeed about 30-years ahead of anyone else doing such with production automatic transmissions. Thanks for your interest!
I remember these cars when they were new. It was so special to be able to ride in one on a special occasion. The other car that comes to mind is a Cadillac but, the Packards that were around in the 40's and 50's were just a bit more exclusive and the ride was like on a cloud or "red carpet" if you will.
I believe you are spot on!! We wish we could have been around to see these cars new in the showroom and witness all the hoopla and splendor of the day! Thank you for sharing your experiences with us!
My grandfather owned a Packhard but it was way before I was born. Thank you for thorough explanation of Your particular Packhard. They truly were beautifully engineered automobiles surpassing the other manufacturers. Thank you for a careful loving explanation of the Packhard ride. I surmise relays and capacitors involved with the seven second lag load leveling system, but I don't know squat about these sturdyly built vehicles, so my humble appologies if I've got it wrong. Your car is immaculate! Hope your able to keep her! Very nicely styled car. Deeply appreciative to you for graphic explanation suspension system Packhard late model. Merry Christmas!
It’s certainly one of the most impressive suspension systems of that era. We have later found out there is a bimetallic thermal spring that acts as a contact once the system is activated. The heat produced in the metal eventually allows it to come into contact with the motor relay. Takes @ 7 seconds for the spring to heat up and deflect. We appreciate your interest and your comments. Check out all of our other Packard videos. Merry Christmas!!!
Great video. Thank you for sharing your vehicle and your knowledge about it's unique design.
We thank you for you interest and nice comment. It is indeed a very unique suspension setup and design. Makes for an amazing ride even by today's luxury car standards.
American Rolls-Royce, made with disregard to the cost, just to be the best.
It really does seem that way, and of course, more reliable.
1. The electric motor is only intended to compensate for overloading the rear end. It does nothing for the ride. The motor you see is a Borg Warner starter motor adapted for the job (the push button tranny also used the same motor to move the gear shift cable in and out).
2. The front and back tires are connected by the long torsion bar so that when the front tire moves up or down, so does the rear. There are no such connections side-to-side. I was hoping you'd do a couple of panic stops to show how the car squats down several inches, but does not nose-dive. Strong acceleration causes the suspension to lift the rear of the car. In both cases, the car stays level, hence the name "torsion level."
3. Coil springs are nothing more than torsion bars wrapped in a circle. The wires twist, they do not bend.
4. Citroen had a similar but far more sophisticated system which used air springs and interconnected high pressure hydraulics for front-back and side to side compensation. It was very complex but worked so well Rolls Royce and others adopted it.
Thanks for the great information! We agree with all, 1-4.
Your point 2 is not at all clear how the long bars function to keep the car level. See my explanation of that process in this thread!
Obviously the best way to drive the car was gently without panic stops or hard acceleration. I wonder how many owners took such care of them?
The torsion motor was. It BW unit . It was a Delco Remy unit . I know because I have a 55 400. The puhbutton shift had its own motor to shift gears . That would been impossible to engineer . Everytime you changed gears , would have messed with the suspension . The rest of the push button system was engineered and built by Bendix for Packard .
* Correction - The torsion motor was not a BW unit .
The suspension is really interesting and a great piece of engineering. I have always been a Mopar guy and always loved the torsion bars. I knew Packard had some sort of 4 wheel torsion bar setup, but I could never quite figure out how it worked (at least in the rear), but this demo makes it easy to understand.
Glad it helped clear up some of the mysteries of the Torsion-Level system. The bar from front to rear is enormous!
My 1977 Rolls Royce Silver Wraith II has a very sophisticated load leveling capability within it. It does it with the brake fluid. It’s Citroen patent that RR pays for.
Thanks for sharing that information, that is very cool! We'll check out what appears to be a hydraulic system!!
Great vid love the sound of that Packard would like to see more of that care❤❤❤❤
Thanks for your interest. We used two different cameras and 2 dif mics to try to capture the exhaust sound as it is to the ear, which it does not. On the video it is a bit raspy. To the ear it is smooth, deep and mellow. We feel the addition of an "H" or crossover balance tube between the two sides would be beneficial to more even the pulses. This crossover technology really did not come into play till the 60's and is still used today and to the extreme of now "X" pipes.
I also have a 1956 Patrician in a single color (Adriatic Blue met.). I see you answered your question on how TL works. I have taken the control box apart. Inside are contacts and relays, along with a lever that is connected to the main suspension. The timer system is made up of 2 bi-metal contacts wrapped in heater wire, like a toaster. When the car is loaded, a switch sends current into the proper heater wire. The bi metal contact heats up and slowly bends to makes another switch that runs the leveler motor. When the car reaches the correct height, another switch stops the motor. Very ingenious, very simple, and very reliable, as seen by it working here after almost 70 years.
You are most correct! Thank you for the detailed information.
That is one seriously monstrous frame.
It's both an X frame AND a ladder frame combined.
Not only that, but the "ladder" frame rail sections are even BOXED!
Amazing Packard!
Yes, it's stout!!! Thanks!
Fantastic car. My brother had one during the early 60’s. The trans went out and no one could fix it.
We agree, a transmission repair would most likely have to be sourced somewhere involving shipping of the unit. Parts new and used are still available, such as clutch packs and gaskets, but would be expensive.
Trans is very easy to work on. However, install government surplus bronze "tank" clutches. Same ones as early Hydramatic, used in WW-2 tanks. Next, install a solid "thrust washer" of correct thickness, in place of the OEM "waved spring washer" in the torque converter. The latter breaks into pieces & destroys the unit!!! Kanter sells direct-drive re-lined clutch plate, that's rugged enough for the enormous 405 pounds of torque. These small changes, make the Ultramatic bulletproof. Such simple refinements that they didn't realize at the time.
The TL system is also wired through the 3 wire brake lite switch. When applying the brakes, the TL system is dis-engaged. You wouldn't want the pitch of the car to suddenly change during a hard brake application.
Interesting and a good point. I felt the 7-second delay was accomplishing that task as well, but this makes good sence. It appears the "level sensor" has to be quite sensitive and precise to "trigger" with a 3-4" change at the rear of the car. It must be triggering and activating quite a bit over bumps in the road and the delay is canceling all the false readings. If just driving with just a driver or additional passenger in the front seat, my theory is to always leave the suspension in the off position. I have also had passengers in the back, let it level set then turn off for the duration of the drive. I can't find any reason or benefit to have the suspension on during normal driving. Others might disagree.
There is a rod clamped to the levelling torsion bar that activates a switch if it twists too far from level either way. The 7 second delay is a bimetal strip (two different metals back to back) with a coil around it for heat activated by the switch activated by the rod. It puts power to the coil and heats the strip that after 7 seconds bends from the heat to contact another switch that turns on the motor that twists the levelling torsion bar. Once the torsion bar twists back to level current to the original switch turns off. All this in a box slightly bigger than a regulator next to the levelling motor. Sadly, subject to corrosion over time. But heck, who needs chips and transistors in 1955/56. Dad sealed the box on my mother's 56 in the early sixties with tar and it works to this day.
Lee, this is good information. I was thinking of a mercury bulb level switch such as in an older home thermostat. The physical bar-arm sensor makes perfect sense. I imagine it is able to be loosened and adjusted to set the "level set" ride heigth as desired. This particular '56 sits "level" just a tad low in my opinion. I have let it rise up a bit then turned off the master switch to give a bit higher ride. In the upload, you can see the delay box and as you said, just a bit bigger than an old voltage regulator box, but similar in appearance. Appreciate your interest and knowledge.
@@leeprice5633 Basically the same device as a turn signal flasher. Ingenious!
My Dad loved his Packard, but because of the torsion suspension, it was always in the alignment shop.
Interesting. Wonder how the bars vs leaf or coil springs would affect alignment. Doesn't seem to be related.
From looking at the suspension on the lift, I suspect it was less the suspension torsion bar setup and more the result of the king pins and trunnion bushings used as they were multiple additional wear points themselves. There was a good reason Ford brought ball joints to its cars for 1954. I have heard the first introduced it on the 1952 Lincoln, but don’t know for sure. Most of the other manufactures soon followed as they introduced new platforms.
And back in the day, many drivers had many problems with suspension alignments because they drove their cars abusively, like whacking and hitting curbs and hammering potholes at high speeds. They used their tires and wheels as “curb feelers”.
That car was an expensive car to build! For me, it would be well worth the money to re install the rear resonators at the back of the car in keeping with the original intent of the quiet exhaust sound. The resonators would still allow enough of that addictive v8 rumble to escape to add to the ambiance and elegance of the car. That Packard is not a high performance touring car or hot rod. It’s a luxury comfy car with good power and ride.
Good Catch! The exhaust without the resonators is actually really quiet. You have to go to the back of the car to actually hear anything and is quiet on the inside. Check out some of our other driving videos and you can hear it is very silent. Even out a GoPro on the back bumper to really hear it and exaggerate the sound. Not sure what the reason was for the wide-spread use of resonators at the tail pipe was on 50's and 60's cars. GTOs had them too and many others.
Wow that front torsion is controlled by rear lower control arm. Keeping the car flat, as rear compensates for weight
Yes, pretty much the genius design. It's amazing that on lesser models you had this as optional over front coils and independly sprung axles.
Your "level sensor" is the clamp on the tortion bar on the driver's side. It goes over to the controller box. The little rod has an adjustment on it. If it ever gets moved you can readjust on a level surface. I have to repair mine. It's currently "manual control". Thanks for the video!!
Good to know. I feel the car sits a little low as adjusted. Typically we get the ride level set and just leave the switch in the off position. Unless hauling a load in the trunk or rear passengers there seems to be no reason to have the suspension in the "on" position for regular use with driver only.
I like the way they utilized starters as the motors doing the work....I have worked on several over the years...
Parts bin engineering efficiency and well under stressed in this application. I bet they never went bad or wore out.
Your description of the “truck arms” threw me for a loop for a bit until I realized you were referring to the lower rear trailing arms. The “truck arm” configuration was a popular configuration which was used on the grand national stock cars later on. Those arms are still commonly used in off road vehicle suspensions where long travel and articulation are required.
Yes, correct! Truck Arms which were used in the rear end of Chevy trucks for years with coils till they went to leaf springs. Also in the larger platform GM vehicles. NASCAR used them for decades with a Ford 9" rear axle, till they went to the IRS/sequential transaxle in the Cup Series a few years back. You'd hardly ever see a rear end break but now it's pretty common with the Cup cars.
seeing this video actually helps me put together mine beautiful car btw incredible condition
thank you and thank you for your interest!
How difficult is it to find a replacement motor for the TL system?
We are unsure, and hope to always remain unsure. However, the motor is a common Delco Remy adapted 12V starter motor. Could easily be rebrushed and rewound. We feel the demand and duty cycle is so light, it is very understressed and failure would be rare. The delay box would be of greater concern, as that is application specific.
Thank you for showing how this suspension works. I've seen zillions of articles showing diagrams, but never an actual undercar peek at how the stuff was all connected together. I love the styling of the car, too. Too bad Packard had made some really dull cars after the war that probably turned off many buyers. If I am not mistaken, wasn't 56 the first year that a limited slip diff was ever offered?
Thanks for the input and glad you enjoyed the demonstration and under-car as best we could show it. Implementation of the Twin Traction (aka - "Power Lock") differential in production was delayed several times it was to be a '55-'56 option. This unit was supplied by Dana/Spicer. The rear axle was smartly designed with interchangeability in mind; that is, the only difference between a conventional rear axle and a "Twin Traction" unit is the differential carrier. As best we know, it seems that cars with T-T units did not begin reaching dealers until sometime in February 1956. In fact, it was so late in coming that servicing the Twin Traction differential isn't covered in the 56th Series supplement to the shop manual, but only in the April 1956 edition of the Service Counselor. Unfortunately we did not check/test this while the car was on the lift. It's easy to do and the test is a simple as rotating one rear wheel while the car is in neutral, and if the opposite wheel spins in the same direction, it is a Twin Traction or Power Lock rear axle. If the opposing rear wheel spins in the opposite rotation it is not and what we call an "open" rear axle.
Do torsion bars wear out? Loose their springing?
Actually, they don't. Now, they can start to sag a bit past the resting specification but unlike coil or leaf springs, the bar arm stops can be adjusted to compensate for this. If the bars are abused and pushed past the yield point, sure, but unlikely in this application. If they were on a load carrying truck, most likely over time.
I wonder how people got these cars serviced when they were 10-15 years old?
@@1940limitedThe same way auto repair has always happened. You fix it yourself, pay someone else to fix it, or don't fix it. (My boss works on most 50's Era stuff at my shop)
But I wonder who could work on them as they aged. @@jamesgeorge4874
These cars are relatively simple in terms of technology and how they work. Anyone with general mechanical knowledge can service them and even today, parts are plentiful.
I just got a Best padlock that was from the Detroit plant. Its 7 pins & I have the control key, Grand master key & the change key. This is a really nice lock. I was born in 1961 so I never
got to experience this EXELENCE in car design. If any of you have these locks here are the the codes. Keys are on "A" keyway & are cut from tip to bow.
Control=6509472. Grand master=8321650. The control key will pull the cylinder out of the lock body & the Grand Master will open all the locks on this system. You would
need to show the locksmith the lock & explain that PACKARD thats stamped on the lock is LONG OUT OF BUSINESS to convince him that its ok to cut these keys. You
would also ask the locksmith to PUNCH the keys to the codes I gave above.
Thank you for the tips, Dave. All good information we'll keep on file.
I wonder if there were worm screw drive adjusters at the mounts, and that's how height levels changed.
My guess from the Delco levelizer motor, there is a worm gear drive on the shaft, which turns a gear with bellcranks, moves the left and right arms in and out which in turn rotate the two levelizer bars connected to torsion keys raising and lowering the rear of the car.
I owned a 55 Packard Patrician for a short time back in 1974. in reading up on the 55 and 56 Packard at the time indicated that these cars tended to suffer from the fact that its electric components that controled the Torsion Level Ride, that is the motor, was heavily exposed to the elements and often failed or shorted out after a relatively short period of time. Those Packards equipped with the push button Twin Ultramatic also suffered from premature failure of the electrical contacts in the selector box. Chrysler's push button PowerFlite and TorqueFlite systems consisted exclusively of a mechanical linkage and tended to be much more reliable.
You are correct! I would imagine in climates with winter climates that salt would cause all kinds of problems with the leveling system as well as the Twin Ultramatic shifting solenoids. The Packard push button electric selector would not have been my first choice back then for a shifting system if I was purchasing a car. However, the attractiveness of the gimmick might have captured me. did Chrysler ever use vacuum for the push-button selector on the dash or center of the steering wheel? Thanks for your interest and knowledge.
Father had a '56 Lincoln Premire and his golf buddy had this car.
Cool! The '56 Premiere had a very similar forward look to the Patrician. Those you hardly if ever see now at shows.
I have a question. Can this car be driven spiritedly on rough roads with just two passengers in it without the rear wheels constantly being forced to the rubber arm stoppers? Do the torsion bars prevent that from happening? Is it advised to slow down over rough roads more than normal than say a 1976 Cadillac Fleetwood? I would love to watch this car take some humpy roads with a lot of dips. Can you do a video over different types of roads with just you and then with 3 additional passengers?
Well, we don't drive it on rough roads, say dirt or non paved roads, but crossing railroad tracks and a railroad "hump" at speed, is no problem at all. Even with 3 people in the back, the suspension would "firm up" by cranking the bars to accommodate, so the extra load would not be an issue as might be with a '76 Fleetwood which would be burdened by the loads.
@@classicperformance I have the self-leveling rear in my '76 Fleetwood. I have been in early Buicks though with soft springs and sometimes, under certain conditions, the front suspension would allow the wheel axle to hit the rubber arm stoppers and the back axle would too. You answered my question though. Thank you.
@waynejohnson1304 ahh. Yes. I recall the Cadillac air bag leveling system with electric compressor. It worked well too. Thanks!!
@@classicperformance On the '76, the air bags weren't available, but, the system ran off the air shocks which raised the car to keep the car level. When I purchased the car, the air pump that ran the system wasn't working, so, I installed air shocks with a a control inside of the car. I set it on 75 pounds and add some if I'm carrying more people. I like the system on the Packard better though. I don't know why it hasn't been used since.
Thanks, Wayne for the info, air supplement shocks vs bags. I seem to recall Cadillacs had full bags in the rear in the 60's. We used High Jacker and Monroe air shocks back in the day with the old Muscle cars to get the up off the ET and Crager wheels with 60 and 50 series rear tires. The good 'ol days.
Hey just noticed something... Babeck Motors in Spokane! I live near Spokane in Washington, and I know there is a Spokane Alabama, so do we know which one it was sold at?
Yes, this was sold new in Washington. I wonder what is on the dealership property now? Any ideas? We have not been there.
Packard and imperial have a lot in common also Studebaker
We feel Packard and Imperial might have a bit more in common via product lines than both do with Studebaker. Did you know some Packard and Imperial clubs have actually combined into one?
The levelizer was from a separate set of torsion bars. Not the main set.
Correct. They are the "short" ones headed rearward from the levelizer.
It's surprising to see everything working "as it should." Most 1955 & '56 Packards & Clippers ('56 only) today have inoperable suspension motor components, resulting in severe "forward pitching." Of course, it can be "manually corrected" but it's still annoying. Great video of a very solid, original Patrician, thanks!
Thanks very much! She just turned over 4,900 original miles.
@@classicperformance "4,900?" Wow, that's amazing! Surely one of the lowest, if not THEE lowest milage 1956 Packards in the world. I had a '56 with 43K and thought THAT was special. HA! 🙄🙄
We believe it is the lowest mile original Packard to exsist, there may be another with similar miles but have not quite documented that yet, but have been told.
@@classicperformance Certainly the lowest one I've ever heard about. Simply amazing!
Thanks again!
This is what's called making a virtue out of a defect. The car's suspension is way too soft, so they had to add a kludge to keep the car level when there is weight in the back.
I was hoping the presenter would show us what the leveling system does on a hill, which would tell us how the sensor works - does it sense chassis tilt or does it sense wheel extension?
The sensor is not hill sensitive. It is connected to the torsion bar with a time delay. So the bar rotates and then activates the sensor.
So sad that Packard didn't come up with a V8 until 1955. The styling in the early 1950s was rather dated. The 1955 models might have saved the company, but it was already too far gone by the time they were introduced. I believe that the 1956 Packard V8 was the largest of any American car. And stylist Dick Teague did a masterful job on the existing inner sheet metal.
Much agreed, If they had come out with the new design and OHV V8 in '55 keeping up with the tri-five Chevys, or a year ahead, it might have been a game changer.
@@classicperformance - Had Studebaker-Packard joined American Motors, there likely would be a Big Four today.
@@OldsVistaCruiser that is an excellent point, and one that we would agree with. Thank you for that insight!
No factory air?
No, it does not have the factory air-conditioning. That system is quite rare and takes up a lot of trunk space too!
Thanks
most welcome!!
Interesting. Citroen had something similar, done with hydropneumatics.
Yes, and the Citroen system used oil and air as its main components. We recall it was an all wheel lift system too, front and rear of the car as needed.
The system was also used under licence by other car manufacturers, notably Rolls-Royce (Silver Shadow) and Peugeot. Thanks for your interest!
Us ten year olds got into trouble doing what he did. We’d jump on a Packard’s rear bumper just to see it rise back to level. Neighbor’s battery would be run down when they went to start the car.
So true @tedecker3792. Jay Leno tells the same as well. It was a very common thing. Ours is fitted with a disengagement switch so that it won't randomly seek it's level in the middle of the night and when no one is looking!
58 Packard hawk with factory supercharged V-8 and hood scoop was my favorite.
It's unfortunate that instead of innovation.
Detroit settled for less.
They suffered for a reason.
The Hawk is a great car and one of our favorites too! and the 289 V8 is a fantastic motor and most think it's the Ford 289 which it is not. Its rarity and status as the best-regarded of the 'Packardbaker' final-year cars have made the Packard Hawk quite collectible. Values are roughly double those of the equivalent Studebaker.
I think the "timer-system" probably worked by a pressure valve system. I could go into details, but I think my first line explains it!
Others have mentioned it's the voltage regulator styled box just ahead of the levelizer gear box and motor, being a thermal bi-metal delay switch. I have tested that theory and can shorten the delay by over using the system, meaning warming up the box so that the delay time shortens.
Impressive engineering to produce a level marshmallow ride
and, consider the cost of the design and components vs. some leaf springs in the rear and 2 coils up front. The bean counters today, would have never allowed such.
@@classicperformance Sad but true
I don't think these cars would be too practical for everyday use, especially in bad weather where salt and corrosion could get into that leveling system. This is a nice weather car only. I understand you could order the car with conventional springs if the buyer so desired.
In contrast, these cars were actually designed in detail to easily manage the worst of driving conditions that could come to mind. We'll start with the very heavy undercoating that spans every underside surface to prevent any corrosion from salted winter roads, as well, it acts as a road noise deadening substance at high speeds. Also, the car is equipped with a dedicated front and also rear separate hot water heaters and multi-speed individually controlled fanned blowers with foot ducts for all passengers. You could option for a heated driver seat, fog lights and other dealer options for dark and foul weather driving conditions. The suspension is controlled by a modified starter motor and as all starter motors, low in the belly of the car. The gearbox is sealed as well as other components tar-box-sealed. They thought of it all.
I would still like to buy one new then only take it out in nice weather. :-)@@classicperformance
That was the case with this car. Only ever used for special occasions and 4,800 original miles. See our other content on the car for more information, images and driving.
I've watched all of your videos on this car and enjoyed them very much. Thanks for sharing. @@classicperformance
@1940limited We very much appreciate your interest in The Patrician and your contributions to the discussions! I can assure you the car will never see questionable weather. However, with the effectiveness of the cabin heaters, and the automatic Rochester engine choke, it is a pleasure to tour in on the coldest of crisp winter days, when the sun is shining. We operate the car year-round.
I would get the undercoating removed with dry ice blasting
Jeff, it would be nice to be able to remove the undercoating on the frame structure. We have used dry ice blasting on aluminum suspension components and engine cases in Porsches and Ferraris. I was not aware it could remove something as stubborn as a hardened undercoat. The plan right now it to pressure wash it, then respray with chassis black paint.
@@classicperformance yeah, it can definitely be done to remove under coating.
Thanks for the knowledgeable tip, Jeff. We would like to restore the undercarriage back to factory fresh. It's there, just needs to be revealed carefully and DI is what might be the least invasive and eco friendly. Thanks!
The mufflers are in the wrong spot!
Mercury switches!
Most likely, just like the old thermal spring thermostats!! They worked and worked well!
That levelizer motor is making too much noise. The springs are making too much noise as well. I had one and it was nearly silent.
Could be. This car was recently pulled from a 50-year mothball storage with only 4,800 miles on it currently. We are sorting out these issues.
If you keep the gear box that the leveler is in well greased it will work flawlessly. Just ask the man that owns one.
@@swamprat69er OK, I'll as the man. It seems to be well greased by appearance. Is there a way to check the grease or add??? Thanks!
Jay Leno demonstrated it in one his videos, sitting on the back corner. You could hear the motor, but only just. This one is so loud I thought the gut must have put a microphone right on the motor.
She has 'Dagmars'.
Yes, she sure does, and two :) Thanks for noticing and using the correct terminology.
Looks like another thing that would fail for the next owner
Well, let hope it is the next owner then, haha. In all seriousness, yes, there are additional fail point as soon as you introduce an automated electrical/mechanical active system into the passive suspension system. However, the system has been working just as designed since 1956 without fail and with still the original components. We have no concerns about the system failing and have been driving the car now regularly for the past two years. The worst thing usually, with switches and relays, is non-use.
1:33 - Aunt Sally getting in & riding to church on sundays.... 🫣
So true. The car only has 4,800 miles since new.
Fascinating stuff. The swaybar effect would be front to rear not side to side. Does this translate to less front rise during acceleration? Rear dive resisted by front weight?
Thank you for your question, Brian. A very good question and I do believe that was the intensions of the design. The car seems well planted and balanced front to rear and there is no excessive nose dive or rear "squat" upon deceleration or acceleration. There's some old movies online from Packard that further describe the characteristics of the torsion ride suspension system.
The car was designed to carry 5 passengers plus the driver and carry all their luggage in the trunk and still ride level.
The switch is a mercury switch.
Your timing is set about 1/2° too far advanced.
That is a beautiful example of a 55 Patrician.
My '55 Clipper Super Panama had the same system. I say 'had' because my ex wife got rid of it on me. B*tch.
Good ear on that timing. I bet you heard it backing up on the starter just a bit upon a heat soaked start? The static timing is or seems to be a tad advanced. I have not shot it with a gun yet. I has thought it might be a mercury bulb switch, same as a thermatic coil thermostat.
Sorry to hear you lost your Super Panama, if only you could have departed the ex wife prior to the car! Timing is everything. If only yours was a bit advanced :)
If its just a mercury tilt switch mounted on the chassis somewhere, the car would level itself if you were on a hill, which is stupid. Does it do that? If not, the sensor must sense the degree of spacing between the rear axle and the chassis somehow.