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Finally, in mid 1949, Packard's 50th Anniversary, McFarland's Ultramatic Drive became available as a $199 option ($2,548 in 2023 dollars [1]). It was first offered only on the top-line Packard Customs, following in 1950 by the entire lineup.
Packard's Ultramatic debuted in 1949, and Studebaker's Automatic Drive was introduced in 1950. The PowerFlite was lighter and simple in its construction and operation, with fewer parts than competing transmissions. [1] It was also durable, being used behind every Chrysler Corporation engine from the Plymouth Six to the Imperial's Hemi V8.
Packard caught up with the Ultramatic, [47] offered on top models in 1949 and all models from 1950 onward, but its perceived market reputation now had it as a competitor to Buick. [46] Designed and built by Packard, the Ultramatic featured a lockup torque converter with two speeds. Early Ultramatics normally operated only in "high", with "low ...
Packard built the partition in its Limousines in a way that there was no hint of it when the partition glass was lowered, allowing the owner to use the car by himself as a sedan (thus the designation "Sedan Limousine" by Packard). 1940 Packard Custom Super Eight One-Eighty Formal Sedan (Series 1807) In 1940, Packard made air conditioning an ...
A 1949 Mercury Eight which had cost $2,000 new was still worth $430 five years later, while a 1949 Packard Eight which had cost $2,200 new was worth only $375. Motor Trend automotive journalist Tom McCahill, who had raved about the Packard Clipper, called the 1948 Packard "a goat". The Clipper's timing was unfortunate.
For the first time, Hudson offered a V8 engine starting for the 1955 model year. It was the Packard-designed and -built 320 cu in (5.2 L) engine rated at 208 hp (155 kW). [39] All cars with the Packard V8 also came with Packard's Ultramatic automatic transmission [40] [41] as an option for $494 with the Nash 3-speed manual was also available at ...
The first automotive application of the lock-up principle was Packard's Ultramatic transmission, introduced in 1949, which locked up the converter at cruising speeds, unlocking when the throttle was floored for quick acceleration or as the vehicle slowed.
In normal driving, the Dynaflow used only the top gear, relying on the torque multiplication of the torque convertor at lower speeds. The Dynaflow was followed by the Packard Ultramatic in mid-1949 and the Chevrolet Powerglide for the 1950 model year. Each of these transmissions had only two forward speeds, relying on the converter for ...