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Packard "Firsts"


55PackardGuy

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Here's an interesting list from the PAC website*. It may not be totally accurate, but if even HALF the stuff claimed to be used first in Packards actually was, it's quite impressive:

1. ?H? pattern selective gear shift (1899)

2. Steering wheel (1901)

3. Automatic spark advance (1899)

4. Rumble seat (1908)

5. Hand brake left of driver (1915)

6. First twelve cylinder engine in U.S. (1915)

7. Aluminum piston automobile engine (1915)

8. Hypoid differential (1925)

9. Hydraulic shock absorbers (1926)

10. Backup lights (1927)

11. Pressurized cooling system (1933)

12. Oil temperature regulator (1833)

13. Full flow oil filter (1933)

14. Central automatic chassis lubricator (1933)

15. Standard automatic radiator shutters (1933)

16. ?Ride control? for shock absorbers (1933)

17. Self cleaning full flow oil filter (1934)

18. Power hydraulic brakes (1936)

19. Aluminum crankcase

20. Air conditioning (1939)

21. Sealed beam headlights (1939)

22. Padded dash (1939)

23. Pleated upholstery (1939)

24. Power windows (1940)

25. All steel station wagon (1948)

26. Reverse rear window (1953)

27. Torsion bar suspension (1955)

28. Electric load leveler (1955)

29. Thermostatically controlled water circulation

30. Accelerator pedal joined with hand throttle

31. First patent on interchangeable wheels

32. Ribbed jacket water-cooled cylinders

33. First patent on radiator with top and bottom reservoirs with tubes

34. First U.S. application of ?trunnion block?

35. Glove compartment in instrument panel

36. Folding interior sun visors

37. Pump aided vacuum windshield wipers

38. Lateral stabilizer

39. Under fender cooling tunnels

40. Electric overdrive

41. Standard front and rear bumpers

42. Limited slip differential

43. Fiberglass body

44. Only automobile with complete torsion bar suspension

45. First diesel aircraft

From: <span style="font-style: italic">"A short story about the beginning of the Packard saga with the Warren era written by Roger T. White, descendant of G. L. Weiss, Co-Founder"</span> found at www.packardclub.org

*Presented here with permsission. Includes minor edits for length of entries. To view the original list and the article in which it appeared, see the PAC web site.

The last one isn't exactly automotive, but it's interesting.

I would tentatively add wraparound front direction signals and side marker lights (55 and 56 seniors).

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Guest imported_Speedster

Which Model was the First to have a 'fiberglass Body' ?

It must have been a concept car, since '53 Corvette claims to be the first Production fiberglass body.

Was it the 'Phantom' ?

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That's the kind of question that occurred to me as I was copying the list. Maybe you'll have to get in touch with the PAC author. I'll get the page reference from the site.

Maybe we can figure out some of the other claims. I know there's a controversy already about the "first V-12" and it's interesting to note that the claim is only for the first in the U.S.

"Firsts" like automatic spark advance, the steering wheel, hydraulic shocks, air conditioning and limited slip differential are the most impressive to me, and probably well-documented.

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On the PAC website www.packardclub.org home page under "Library" heading click on "Company Genesis."

Click on "Here: Index" on the page that comes up. It appears under the following line: A short story about the beginning of the Packard saga with the Warren era written by Roger T. White, descendant of G. L. Weiss, Co-Founder.

Scroll through the text a ways to get to the list of "firsts."

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The people whom compiled the list of Packard firsts doesn't know the history of Packard to good or automotive history

1. The intoduction of the H pattern was in 1900 on the Model B.

2. The introduction of automatic spark advance was in 1900 again the Model B

3. The introduction of the steering wheel 1900 on a special 12 horsepower model

4. If you look at the body styles that Packard offered in 1908, I would like to know what they classified as a rumble seat.

5. Packard never produced a station wagon. What was intoduced in 1948 was a Station Sendan

6. No one can prove for sure who introduced the first V12 in the USA. National could have been the first as they also introduced thier V12 in May 1915.

7. I think that W.O. Bently was he first to use aluminum pistons in a car engine.

8. The Panthers of the Grey Wolf II,s were designed by Teague in 1953 and not produced until 1954. The Corvette had to be the first.

9.The torsion bar thing as I have proven was not a Packard first

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Guest imported_PackardV8

Packard53 wrote:

"9.The torsion bar thing as I have proven was not a Packard first"

U have brought up this issue several times before. DO YOU UNDERSTAND that the 55 and 56 Packard Torsion Level suspension is a FRONT TO REAR INTERACTIVE

( let me spell that for u I-N-T-E-R-A-C-T-I-V-E ) suspension???

READ THIS. VERY IMPORTANT: The FRONT and REAR suspension is DIRECTLY and MECHANICALY CONNECTED to EACH OTHER.

EACH torsion bar is connected to BOTH FRont AND rear wheel. The torsion bars are NOT anchored aganst the frame. The torsian bars are anchored against EACH other.

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<div class="ubbcode-block"><div class="ubbcode-header">Quote:</div><div class="ubbcode-body">1. The intoduction of the H pattern was in 1900 on the Model B.

2. The introduction of automatic spark advance was in 1900 again the Model B</div></div>

The text correctly identifies these as being introduced on the Model B and its introduction date as April 1900, while the list (apparently erroneously) uses the year 1899. It's possible they were referring to the date that the engineering plans were in place. If the Model B was ready for market in 1900, it would probably be safe to say that the design was finalized before the end of 1899. A fine point. Also, a fine point on whether the date of introduction of the steering wheel was on an "experimental model" in 1900, or on a production model in 1901. It depends on whether you want to lean toward a more or less conservative estimate, I think.

It would be interesting to see some evidence about the aluminum pistons.

Any more conjectures or clarifications?

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<div class="ubbcode-block"><div class="ubbcode-header">Quote:</div><div class="ubbcode-body">4. If you look at the body styles that Packard offered in 1908, I would like to know what they classified as a rumble seat.

5. Packard never produced a station wagon. What was intoduced in 1948 was a Station Sendan

6. No one can prove for sure who introduced the first V12 in the USA. National could have been the first as they also introduced thier V12 in May 1915.</div></div>

Did a little more digging on these:

#4 Both the Landaulet and the Runabout appear to have rumble seats.

#5 What's the difference between a Station Wagon and a Station Sedan? If you look at pictures of the Station Sedan, it appears to be a staion wagon by another name. A little marketing perhaps?

#6 If no one can prove it, and they both have a May introduction date, then at worst I guess it's a tie. If this is the case, then the Packard V-12 sure made a better showing in the long run.

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That impressive list does contain a few minor errors, but underscores one of the many reasons why Packard became such a powerful legend in American technology - this relatively small company made contributions to our technical knowledge far out of proportion to its size.

In one of the two major Packard club publications in the last couple of years, was an article about a contribution Packard made to engineering drawing standards, that were vital to the development of mass production and maintaining quality.

As for the errors in the list - I dont mean to be picky, but let's see what we can learn from getting "technical".

AIR CONDITIONING

Several "after-market" companies were installing mechanical refrigeration (air conditioning for those who like the more common terminoogy) in cars as early as the late twenties. Not many, but it did happen. But, yes, Packard was the first to offer it as so called "factory equipped" (which was a bit of a "stretch", since the cars were shipped from East Grand Ave to the supplier in Ohio where the units were actually installed there) but this was for the 1940 model year. Oh...all right...so cars of the 1940 model year started coming out of dealer's show-rooms in late '39.

PRESSURIZED COOLING in '33 ? Naw...

I can't recall when the "Junior" Packards first has pressurized cooling, but it sure as heck wasnt before 1935, since there werent any Junior Packards then !

(for those of you who dont know this - Packard was essentially two companies from 1935 to 1939 - the "Juniors" were built in separate facilites from the so called "Senior" Division - no inter-changeable parts - EVERYTHING made for the "Senior" Division cars was bigger and heavier. The "big" Packards had pressurized cooling beginning with the 1938 model year.

Does anyone remember when the first power windows came out ? My recollection was the 1940 model year.

( I would be much easier to deal with if

they'd just throw a few more fresh

bananas into my cage )

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Lake Powell

I worked at a Packard dealership in 1941. A business man owned a 39 super with side mounts & factory installed A/C in the trunk. It came from Coyne & Evans a Pittsburg Pa. distributor. After the owner passed away it was put up for sale & my Cousin & Husband bought it in 1947. Packard had the Ohio company install a few AC units for testing them in 39 supers only. A couple years back this came up & I was taken to task on this as being a liar, but I do know difference in a 39 & a 40. Jack

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Guest bkazmer

GM had a prototype Chevy sedan with a fiberglas body earlier, but I'm not sure if the Corvette or the Kaiser Darrin went on sale first. The plastics industry press featured the Kaiser Darrin.

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<div class="ubbcode-block"><div class="ubbcode-header">Quote:</div><div class="ubbcode-body">The Pan Americans (metal body) came out in 1952. The Panthers (fiberglass body) came out in 1954. </div></div>

Thanks for the info. Was the Nash Healy also F/G or all metal?

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<div class="ubbcode-block"><div class="ubbcode-header">Quote:</div><div class="ubbcode-body">The "big" Packards had pressurized cooling beginning with the 1938 model year.</div></div>

So, would you say this was still a Packard "first," just in a different year?

<div class="ubbcode-block"><div class="ubbcode-header">Quote:</div><div class="ubbcode-body">...underscores one of the many reasons why Packard became such a powerful legend in American technology - this relatively small company made contributions to our technical knowledge far out of proportion to its size.</div></div>

That was the original intent of posting the list here. A bare-bones list like this that does not include references to documentation is bound to have glitches. But, as I originally posted, if even HALF the stuff is accurate (I'm not talking about a year more or less, but whether Packard has a legitimate claim to taking the lead in these innovations) it's pretty impressive and something to celebrate.

The discussion has brought up some interesting additional questions about things that might have been left off the list as well.

Locking torque converter

Electric windows

Wraparound front direction signals and sidemarker lights

Lots of interesting stuff.

I believe the plastic made from soybeans that Ford experimented with was used only in a few body components, not a complete car. I remember seeing a movie that showed 'ol Henry beating on a trunk lid with a sledgehammer, leaving it unscathed. I would say if you built a whole care out of that stuff, it would be really heavy.

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55 Packard Guy: Thanks for the correction on the 1908 Packard runabout. I went to another book I had and it clearly shows a small back seat, if that what you classify a rumble seat then I stand corrected. However to say that the landaulet body style as having a rumble seat is a bit of a reach if you ask me.

The reason I say that Packard didn't produce a station wagon in 1948 through 50, is because of the following. Brad Berry had a 1948 Station Sedan, and every time I refered to it as a stion wagon, Brad would give me hell and correct me. I maybe wrong but I think you find that packard never listed thier station sedan as a station wagon.

You are msot correct about the Packard Twin Six outlasting the National Hiway 12. The fact still rremains that there is no proof that Packard was first and the same can be said for National.

Your list and what you post is very interesting

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<div class="ubbcode-block"><div class="ubbcode-header">Quote:</div><div class="ubbcode-body">

The reason I say that Packard didn't produce a station wagon in 1948 through 50, is because of the following. Brad Berry had a 1948 Station Sedan, and every time I refered to it as a stion wagon, Brad would give me hell and correct me. I maybe wrong but I think you find that packard never listed thier station sedan as a station wagon.

</div></div>

Well, Rolls called it a "shooting brake" (and I believe they produced them as early as the mid 20's), but it sure as heck looks like a station wagon to me. I think we're getting into the realm of asking "what the meaning of "is" is...."

<img src="http://www.aaca.org/ubbthreads/images/graemlins/confused.gif" alt="" />

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Packard V8: Let me give you a spelling lesson u wehn refering to another person is spelled YOU. I know perfectly well what the Packard torsion bar suspension is all about, and perhaps have more information on the Packard system than you do.

The fact still remains that across the ocean torsion bar suspension had been used since the 30's in different varations. Just so happens that Packard cameup with thier own varation, unlike some others. PACKARD WASN'T THE FIRST TO USE TORSION BARS IN THIER SUSPENSION. While this system that Packard came up with was light years ahead of any other American auto manufacture, the system was far behind another suspension system that was introduced in 1955.

When it comes to what I know about Packards and the history of Packard, and the history of the auto industry in general, you aren't in my league

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Guest imported_PackardV8

WHAT automobile(s) have a suspension system (torsion bar or otherwise) with DIRECT MECHANICAL CONNECTION between front and rear wheels.?????

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<div class="ubbcode-block"><div class="ubbcode-header">Quote:</div><div class="ubbcode-body">every time I refered to it as a stion wagon, Brad would give me hell and correct me</div></div>

LOL <img src="http://www.aaca.org/ubbthreads/images/graemlins/smile.gif" alt="" />

Yeah, I've known fellas like that. They get you conditioned to respond a certain way after while. Perhaps Packard wanted to opt out of the "wagon" market distinction because "wagon" goes so naturally with thoughts of "wood" and the point was that theirs was all steel underneath, like a standard sedan. They sure didn't skimp on the wood trim, though. It was real wood, wasn't it?

I would have to opt for the Packard torsion bar suspension as special and unique. It WAS patented, and I believe you've got to prove a product is truly a new concept in order to do that. I wonder, did they have international patent rights on it?

Discussing these points of difference is fun as long as we keep it positive and constructive. <img src="http://www.aaca.org/ubbthreads/images/graemlins/grin.gif" alt="" />

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Hi Jack:

Regarding your comments on when Packard first offered "factory air". I cant imagine why any legit. car buff would call you a "liar" when we are all simply trying to learn what we can from our fellow hobbyists. If you go back and pull up those old "post" discussions about when Packard first offered factory air, I think you will find some of the people discussing that issue indicated simply that they were not aware of any earlier than 1941. We learned from that discussion that there was factory literature offering it for the 1940 model year.

None of us should be the least bit surprised, nor question your recollection that you saw a 1939 Packard (again, as distingushed from the 1940 model year which came out a couple of months PRIOR to 1940) as having air conditioning. I know there are even earlier examples in several other makes of cars.

What I do NOT know, and would enjoy learning from you, is whether the 1939 Packard you saw would qualify as "factory air" in the common use of the term.

Of COURSE up to the end of production in Feb. 42, Packard shipped its cars to Babcock's factory in Ohio for the actual installation of its offering of "factory air" .

The above dosn't change the fact that, as we learned in here, there was an offering by Packard of "factory air" in 1940 in its new car sales literature.

I think we all agree that regardless of where the actual refrigeration unit hardware was actually put into the car, the 1940 - 1942 Packards qualify within the common meaning of the term, legit "factory air".

What can you tell us about the year 1939 ? Do you know how or even IF this was actually marketed by Packard in that model year ? I have never seen ANYTHING about that from Packard. Or was it simply one of the long list of sometimes fascinating, sometimes just down-right nutty things that individual customers would come up with, and would DEMAND that Packard would take care of as part of a new car order ? ?

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Guest imported_Bill-W

Delco's signal-seeking radio was offered to Cadillac first, but they turned it down. Packard, on the other hand, was looking for something new and unique, jumping at the chance when Delco showed it to them. When GM chairman Alfred P. Sloan, Jr., asked Delco why they could not make a radio like that for Cadillac he more than a little upset when told Delco makes Packard's radios. He then made it known that all new products coming from GM divisions must be used in GM vehicles before being offered to outside manufacturers.

One other slip in the list of Packard firsts is "sealed beam headlamps". They were offered industry-wide (almost) with the 1940 models. By that time all 48 states and 9 provinces had permitted the use of the headlamps. And no, no federal regulations were involved as the U.S. government did not get into auto safety regulations until 1966. Until them such matters as headlights, seat belts, etc. were decided by the states.

And whether it be station sedan or station wagon, it was not the first all-steel version. Packard's station sedan had quite a bit of wood in it. In addition to the decorative wood on the doors, structural wood was used in the side window area and the tailgate framing. Chrysler claims the 1949 Plymouth Suburban was the first all-steel station wagon, and for cars it was. The body was all steel - roof, doors, quarter panels and tailgate.

Bill

Vancouver, BC

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<div class="ubbcode-block"><div class="ubbcode-header">Quote:</div><div class="ubbcode-body">I suspect he is referring to the DS with the hydro-pneumatic. I've driven them and I'm not all that keen on it. </div></div>

There is a very wealthy building contractor here in Thunder Bay who made a very solid reputation as a rally driver in the 1960's coming it second overall in the Shell 4000 one year. A local car dealer brought up a Citroen DS for demo rides with two company reps. The race driver took the car for a spin and drove it hell bent for election on some local winding twisting gravel roads at over 100MPH scaring the bejesus out of the two reps in the back seat. When he got back to the dealership he handed over the keys and said "It's OK but it doesn't handle worth a s**t!." <img src="http://www.aaca.org/ubbthreads/images/graemlins/smile.gif" alt="" />

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Interesting stuff on the Wonderbar, sealed beams, and station-"whatever." I wonder if Packard was referring to the steel structural shell of the station sedan and gave themselves the benefit of the doubt. As I recall, the old "woodies" of the era had an entire wooden "box" for much of the rear compartment. It's also interesting that Plymouth, which I believe had this style for some years, was apparently the first to replace all the functional wood with steel. Chrysler corp. made some of the nicest-looking "woodies" of the era, I think. '49 was definitely a year for major changes as the old "P15" and "D24" postwar Plymouths and Dodges of '46 '47 and '48 were discontinued.

A lot of people ran Packard torsion bar equipped cars hard on the back-roads, too, but they never made it on the racing circuit either, it seems. I believe Jack Harlin wrote me about his attempts with this after racing a non-TL Panama.

Care to comment, Jack?

I think I still have your note to me about this and could post it if you don't mind.

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Here 'tis:

<div class="ubbcode-block"><div class="ubbcode-header">Quote:</div><div class="ubbcode-body">HA I wish U luck in finding a Packard that raced let alone one with torsion Hope U do find out as I would like to know also.

We took the TL 56 to Darlington & it was a joke more or less. To give U a run down on Packards in racing. Since I wasnt doing a very good job we got Buck Baker to take it out. After 8 laps he brought it back & said if U guys make the race Im going to give U all the room I can & get away from it. We lowered the rear, cut the TL switch & I got black flaged.

Pit boss, Brunner, said the rear springs were broken, fix or leave the track.When told no springs on it he looked underneath . We leveled it out & when it raised up he thought we were a bunch of Yankees that modified a car that wasnt stock & red tagged us. They called the P dealer in Atlanta, to find out if a production car, or we modified it. Imagine now this was NASCAR not a local track. Any way no other Ps at that time were raced. Remember they were still fighting the Mason Dixon line back then & Junie Donlevy from Va. was furthest one North besides us from Harrisburg, Pa. This was a "good O'le Boys" group then.

I only told U this as to finding any that raced. We had the only P in local races also. Jack

Guy

The # 50 had regular suspension. I think I mentioned we installed heavier coil springs from a Henny ambulance.

We bought a totaled 56 Clipper 2dr. HT with TL to race. Didnt matter what we didit just wouldnt handle Both of us been in racing since 1947 running Ford coupes, & no stranger in setting them up, even though each required a different approach.

True tortion in race cars have 2 bars in front & rear, mounted side to side, & sdjusting them at the opposite end. In other words the bar for RF wheel is adjusted at LF end of it.

If U adj. more weight in RF, it changes wt. in LR wheel also, & LF gets lighter along with RR. Thats why a scale is used under the wheels to go back & know what U have. Different tracks different setting like gear changes. With 8 to 12 lbs air in tires plus stager on rear tires it becomes a science getting the proper balance hard to tacky tracks & choosing all these settings for last laps of race cause tracks change during the race. NO such control Of Packards TL A lot more involved than this but U get the idea. Jack </div></div>

Thanks, Jack, for some great racin' history! Really fascinating stuff.

This could probably also qualify as a Packard "first." First torsion bar suspension stock car to (attempt) to compete in NASCAR.

From my own experience, especially on dirt roads, you could really hang the rear end out and "power drift" through corners with the TL Packard. Of course, this wasn't real racing, just fooling around. But it never felt loose or out of control to me, even going REAL fast for conditions. There's also the legendary closed course Patrician endurance run that AVERAGED 105+ mph for 20,000 miles including stops. This was on the banked proving grounds track, but even so they must've been hitting some serious speeds. Too bad a top speed or fastest-lap time doesn't seem to have been recorded. Of course, this wasn't "racing" either, so they could use all the track they needed.

How was the #50 Panama set up for drivetrain? Or is that still a secret? <img src="http://www.aaca.org/ubbthreads/images/graemlins/cool.gif" alt="" />

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Joe: I dot't know what you are talking about. I very rarely pay a visit to ebay let alone try to purchase a car on ebay. To me anyone that purchases a car on ebay without first being able to look at it first hand, never made any sense to me. I have my hands full with the two I now presently have.

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Brian: The suspension systme that I am refering to as some other have pointed out correctly is the 1955 Citroen DS19. This suspension was a real engineering master peice. The system was actualy a gas/ oil all independent suspension sytem run from an engine driven pump, also providing assistnace for the steering and brakes. The suspension sytem incorporated a variable height adjustment that could be used for clearing road hazasrds, or even jaking up the car to change a flat tire. This sytem provided a very smooth ride. The onething about the system and maybe the design by Ciroen is that all DS models from what I understand have real bad body roll going into corners. From a practical point of view for real world conditions the Packard torsion bar suspension was much better.

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<div class="ubbcode-block"><div class="ubbcode-header">Quote:</div><div class="ubbcode-body">(snip)...This sytem provided a very smooth ride. The onething about the system and maybe the design by Ciroen is that all DS models from what I understand have real bad body roll going into corners. From a practical point of view for real world conditions the Packard torsion bar suspension was much better. </div></div>

So, what "anti-sway compensation" did the Citroen incorporate? Obviously, the Packard T-L had a (by today's standards, a "wimpy") front anti-sway bar. The rear S-bar arrangement was primarily for keeping the rear end postitively located, rather than anti-sway.

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As one Automotive Writer pointed out, the DS19 was an engineering marvel poorly executed, whereas the VW Beetle was an engineering antiquity well executed. The French had some good ideas in the 50?s?like the Panhard Dyna that got 50 MPG @ 80 MPH and featured torsion bar valve springs and a mostly aluminum monocoque body.

Problem was that the Renaults, Citroens and Panhards had a lot of plastic parts that started crumbling after a few years of USA summers, and the Renaults especially began grenading after 40K miles of interstate driving.

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Guest imported_PackardV8

The Packard TL suspension creates an instantaneous reaction from front to rear (and/or rear to front) when a road irregularity is encountered.

Does the CITROEN DS suspension do the same thing????

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Guest imported_PackardV8

"The onething about the system and maybe the design by Ciroen is that all DS models from what I understand have real bad body roll going into corners."

That is an obvious negation and contradiction of ANY bragging (other than smoothness of ride) that can be made about such eng'ring.

To start with, the French and Italians never built a production car that was worth a damn. FOR ANYTHING.

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Guest imported_PackardV8

I routinely drive a 56 Executive from White Bluff to Nashville along crooked US hwy 70 2wo lane blacktop non stop 15 miles at 60 mph SUSTAINED. (Don't anyone try it unless u know the road). Does NOT raise any hair on my neck or any passengers i carry.

SO whats the deal here anyway??? Everyone wants to brag about Citroen with body roll and try to compare it to Packards TL suspension??? Whats next??? The thrills and joys of a 1980 Audi Fox or an overpriced MB or BMw???? Too much People Magazine, not enuf Packard manual reading or driving.

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Packard V8, I'm with you 100% re: French and Italian cars. Having owned a FIAT

(stands for Fix It Again, Tony)I agree. Any Dart, Falcon or Chevy II of the early 60's is a better car than any French or Italian car IMHO. Someone is bound to respond, and wax enthuasiastically about some six-figure Ferrai, but hey, how many Doctors or tort lawyers are on this list? It scares me, though, that the French can't make a car that's worth a damn, but they have figured how to make fighter jets and passenger jet airliners.

<span style="font-style: italic">"the French, they are a funny race................................"</span>

Mr. PB

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I would be interested to know how many people on this forum have been to France recently. I go to France about one every two years pursuing an interest in World War 1 history primarily and each time I rent a car or van. To be honest I find that the cars (usually Renaults) are pretty nice cars which deliver good gas mileage and the freeways and highways in France are as good as any I have ever travelled. I regularly travel at 70-80mph for hours (France is a big country!) with no problems and the cars are solid feeling and handle well. Of course I only rent new cars and only drive them for a few weeks so I can't vouch for long term reliability. I do see a lot of Japanese and other Euro cars on the road also and the majority of vehicles are diesels. I don't think it is quite fair to denigrate modern French cars if only basing that opinion on memories of the lousy, rust prone unreliable imports of the 1960's and 70's when not many other makes including most American cars were any better.(Ask me about my 1973 Vega!) I am not afraid to fly in a Boeing because of my bad experiences with GM either. That's why I drive and own a Packard. <img src="http://www.aaca.org/ubbthreads/images/graemlins/smile.gif" alt="" />

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