The new Studebaker-Packard Corporation ( S-P ) made the new Packard V8 engine and Packard's Ultramatic automatic transmission available to AMC for its 1955 Nash Ambassador and Hudson Hornet models.

Since 1951 was a quiet year with little new from the other auto manufacturers, Packard's redesigned lineup sold nearly 101, 000 cars.

The revolutionary new model Nance hoped for was delayed until 1955, partially because of Packard's merger with Studebaker.

Crowning this stunning new design was Packard's first modern overhead-valve V8, displacing, replacing the old, heavy, cast-iron side valve straight-eight that had been used for decades.

Packard's sales slid in 1956 due to the fit and finish of the 1955's, and mechanical issues relating to the new engineering features.

James Nance had the dubious destiny to go over to Ford after Packard's dismissal and head the new MEL ( Mercury-Edsel-Lincoln ) division, and quickly buried another brand, the Edsel.

Additionally the new system was deliberately engineered to be as flexible as possible, supporting not only QD and PS printers, but potentially other standards such as Hewlett Packard's PCL as well.

In 2010, Packard started a new company called U-Ventures, which began releasing Choose-Your-Own-Adventure-style applications for iPhone and iPad based on some of Packard's books.

However, over the years it's become clear that Packard's initial Twin Ultramatic problems were not out of line with any other new contemporary designs and the engineering department's program of running changes and updates greatly increased its functionality, excepting driver abuse through excessive application of the higher torque V8's power potential.

This precarious financial state combined with the new model developments among Packard's rivals meant that Gilman needed something radically new, and that he needed it in a hurry if he wanted to save the company.

Introduced a just eight months before The Attack on Pearl Harbor, Packard's hopes for the future rode on a new car design.

In these events, we can see that the Clipper represented a continuum: Packard's timeless styling hallmarks combined with the modern envelope body was as effective a mating of the old and the new as anyone could point to in American automobile history.

General Motors redesigned for 1942, arguably a piece of bad timing even worse than Packard's, but the 1942s were so few in number that they still looked new when GM resumed automotive production in 1946.

" GM's new C bodies, introduced midway through the 1940 model year, made Packard's traditional bodies, only facelifted since their 1938 introduction, look dated.

The front suspension was entirely new, since the lower frame eliminated the need for Packard's traditional long torque arms.

This is a new point which has been missed in the many postmortems of Packard's fall: Reverting to strictly luxury cars would not have meant downsizing the labor force or contracting the facilities.

Mason held informal discussions with Nance to outline his strategic vision, and an agreement was reached for AMC to buy Packard's Ultramatic transmissions and V8 engines.

* Ultramatic, Packard's self-developed automatic transmission ( 1949 – 1953 ; Gear-Start Ultramatic 1954, Twin Ultramatic 1955-1956 )

* Touch Button, Packard's electric panel to control 1956 win Ultramatic

Early automatic transmissions, including GM's Hydra-Matic, Packard's Ultramatic, and Borg Warner's automatic used by a number of independent manufacturers ( Rambler, Studebaker ) used a pattern of " P N D L R " which put Reverse at the bottom of the quadrant, next to Low.

All cars with the Packard V8 also used Packard's Ultramatic automatic transmission ( as a US $ 494 option ); the Nash 3-speed manual was also available at US $ 295.

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 down.

Evolving by the pressure of industrial competition from other manufacturers such as Studebaker's three speed lock up torque converter co-designed by Detroit Gear ( a division of Borg-Warner ), named DG 200 / 250, and Packard's dual range two speed lock up torque converter coupled Ultramatic, GM's Hydramatic underwent several revisions through 1955, before being gradually replaced by the substantially redesigned Controlled Coupling Hydramatic ( also called Jetaway or dual-coupling Hydramatic ) in 1956.

Ultramatic was the trademarked name of the Packard Motor Car Company's automatic transmission introduced in 1949 and produced until 1954, at Packard's Detroit, Michigan East Grand Boulevard factory.

Packard's Ultramatic transmission was the creation of the company's chief engineer Forest McFarland and his engineering team.

In 1949, Packard's 50th anniversary, McFarland's Ultramatic Drive became available as a $ 199 option.

The company's worsening situation throughout the 1950s, however, did not permit sufficient funds to keep up with the transmission development of the larger companies ; Packard's attempts to update the Ultramatic were not sufficiently tested to iron out the problems, and those problems did damage to the company's reputation.

Packard's Ultramatic debuted in 1949, and Studebaker's Automatic Drive was introduced in 1950.

While first used as an upscale model name beginning in 1941, attempts by Packard ( and later Studebaker-Packard Corporation ) President James Nance to spin off the Clipper name as a stand-alone make began in the early 1950s when the Clipper name was used on Packard's least expensive line of automobiles.

Nance believed that as a Packard model, the Packard Clipper was diluting Packard's standing as a luxury automobile marque.

The state of the world being beyond Packard's control, Clipper production came to a halt February 9, 1942, just as it was hitting its stride — just as Clipper styling had spread through the entire Packard model lineup.

Eighteen months later Cadillac was already out with the glamorous Coupe de Ville hardtop, while Packard's newest model was.

One category, introduced by Hewlett Packard's MultiPlot for the HP 2647, was the " word chart ", which used the plotter to draw large letters on a transparency.

The Twin-Ultramatic suffered many " teething problems " when introduced, which did significant damage to Packard's reputation for quality and reliability.

Options included Packard's Electromatic clutch, which let the driver ignore the clutch pedal in ordinary driving ; " Aerodrive " ( overdrive ); an effective auxiliary under-seat heater, leather upholstery, fender skirts, and, for $ 275, air conditioning — a Packard first, introduced on all eight-cylinder 1940 models.

In 1954, Chrysler bought out that company, ending Packard's supply.

250, 300 and 400 / Patricians were Packard's flagship models and comprised the bulk of production for that year.

During his final year at the university, Sassenrath joined Hewlett Packard's Computer Systems Division as a member of the Multi-Programming Executive ( MPE ) file system design group for HP3000 computers.

Packard's plant in Detroit, Michigan had been leased to Curtiss-Wright ( and would be soon sold to them ), and Packard models in this dying-gasp year were all rebadged and retrimmed Studebaker products.

PANOSE 2. 0 was also released in the same year, which is the basis for Hewlett Packard's Infinifont font synthesis technology.

By 1936, Packard's labor force was divided nearly evenly between the high-priced " Senior " lines ( Twelve, Super Eight, and Eight ) and the medium-priced " Junior " models, although more than ten times more Juniors were produced than Seniors.

Hoping to catch still more of the market, Packard decided to issue the Packard 115C in 1937, which was powered by Packard's first six-cylinder engine since the Fifth Series cars in 1928.

While the move to introduce the Six was at once brilliant — the car arrived just in time for the 1938 recession — it also tagged Packards as something less exclusive than they had been in the public's mind, and in the long run, the Six hurt Packard's reputation of building some of America's finest luxury cars.

Instead, Packard's image as a luxury brand was further diluted.

Coming in a four-door sedan, and a two-door hardtop, the Executive was aimed at the buyer who wanted a luxury car but could not justify Packard's pricing.

The Studebaker factory was older than Packard's Detroit plant, with higher production requirements, which added to dipping sales.

Packard's last major development was the Bill Allison-invented " Torsion-Level " suspension, an electronically controlled four-wheel torsion-bar suspension that balanced the car's height front to rear and side to side, having electric motors to compensate each spring independently.

Treybig first saw the market need for fault tolerance in OLTP ( online transaction processing ) systems while running a marketing team for Hewlett Packard's HP 3000 computer division, but HP was not interested in developing for this niche.

The series was based on a concept created by Edward Packard and originally published by Constance Cappel's and R. A. Montgomery's Vermont Crossroads Press as the " Adventures of You " series, starting with Packard's Sugarcane Island in 1976.

Packard's Utica, Michigan engine plant was leased to Curtiss-Wright during 1956 ( and eventually sold to them ), marking the end of genuine Packard production.

Packard's system was used in conjunction with their regular transmission so the H-pattern shifting remained.

The record from the Illinois State Hospital stating that Mrs Packard's condition was incurable was also entered into the court record.

Packard's Sales Stable and Riding School gave Packard's Corner its name, which was then perpetuated by the presence of an opulent Packard dealership.

According to the Brighton Allston Historical Society, the name comes from Packard's Sales Stable and Riding School which existed in the area from 1885 through 1920, and was perpetuated by the Packard automobile dealership that was built in 1910.