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Researched and contributed by Eric North from the original “Australian Motor Manual - July 16, 1956
Both the Buick and the Packard are tops with America's upper crust. It is most regrettable, therefore, that it is virtually impossible to obtain either of these cars in Australia.-The dollar shortage has ruled out such purchases for all but the fortunate few who have dollar credit reserves.
Whilst we cannot buy these cars, it is interesting to read about them and compare their performances with those we can obtain. To make this possible, we publish this road test.
BUICK
The 1956 Special is now using the 236 b.h.p. engine previously restricted to the Roadmaster, Super and Century. Other major mechanical changes have resulted in improved power brakes, power steering, increased power and Dynaflow transmission.
Appearance has been changed, too. On the front end there is a wide screen grille, new headlights, and new bumper. At the rear of the car there is a double bumper bar and a full rear-wheel cutout.
On the Roadmaster, Super and Century, horsepower has been increased from 236 to 255. Compression ratio increased from 9 to 1 to 9.5 to 1; there is a four-barrel carburetter, double Y exhaust manifolds and the valve-timing has bees changed. The Special's horsepower of 220 with compression ratio of 8.9 to 1. Dual exhaust systems are standard in Roadmasters.
Power steering has been improved to give increased power aid and has reduced the steering ratio to 17.5 to 1; and thus the wheel can be turned from one lock extreme to the other with a reduced number of turns
Power brakes, as improved, give effective braking area of 207.5 sq. in. against the old 184.6. Brakes have also been pepped up by the use of new linings with a central groove running all along, the shoes. This relieves the high pressure zone over the shoe web and distributes the load more evenly over the full brake width.
Dynaflow transmission with its variable pitch has a second stator providing increased torque multiplication thus improving low speed performance. There is also a slight improvement in m.p.g. in speeds up to 60 m.p.h.
There is a new heating and defrosting system with all elements now under the instrument panel. A new air-conditioning unit is available which is located under the bonnet
DRIVING THE BUICK
This is an easy car to get into. There is an easily adjusted driving seat and you immediately feel comfortable at the wheel. You can seat three in front and although this limits elbow room for a driver, the excellent size of the steering wheel allows safe and easy handling.
The instruments are all visible but the wheel crossbars tend to hide the gauges on the panel.
The red line type of speedometer runs like a moving finger across a foot of speedo.
The instrument layout is somewhat different on the Roadmaster to the Special and not subject to the same reflections from chrome work around the dials.
The windscreen wiper although good is capable of even more improvement for it still leaves some side and centre areas unwiped. Rear vision mirrors are very good but could be tighter to prevent movement on corrugated roads
Despite the size of this big car it is' easy to handle. The power steering requires a little pull initially, but when. past that only point of resistance the steering becomes power boosted.
PACKARDS
Torsion-level ride is the outstanding feature of the new Pack-ands. A new principle of torsion bar is the interconnecting of parallel sets of wheels. Therefore if the front left wheel is deflected by a bump the rear left wheel anticipates the bump due to the wind-up of the torsion bar. There is automatic compensation for rear seat or luggage boot load by a levelling, device consisting of an electric motor which works through a gear system. This winds or unwinds the torsion bars according to the load weight. Heavy weights in the rear seat and ordinary road humps are distinguished between by, a delayed action switch.
The system also automatically controlls and forestalls too early compensation on the application of brakes.
The new V8 engine is rated at 245 horsepower.
The ultramatic has been redesigned. It can give lightening pace acceleration. The low range in the combination of 2.9 to 1 of the converter assures the highest torque multiplication of any converter known in the car industry. The converter is normally locked for economy reasons by the direct drive clutch. Although mandatory on most Packards, this transmission is optional on the Clipper and also a Clipper optional is the Borg-Warner overdrive, with three-speed synchromesh standard.
There are remarkable differences between the Clipper and other Packard stylings although they have seemingly kept to the essential elements of the old shell.
The windshield is a true wrap around. The front end of the Clipper has been completely restyled on ultra-modern American lines. Much attention has been paid to the two-tone colour integration.
Some models have exterior courtesy lights which operate when doors are opened. Some also have wrap-around front parking lights.
Interiors are luxurious with most accessories operated on a pushbutton system.
The V8 engines with overhead valves are in two different sizes according to the model you choose, giving differing compression ratios of 8 to 1 and 8.5 to 1. There is automatic transmission which prevents the engine labouring no matter how slowly you travel. The gear selector, by which you can control the mechanism, has six positions: Four usual being neutral, a "parking lock" setting, reverse, and a "low” setting to use when going down long, steep hills; but supplementing the usual "drive" position is a "dart" setting to give maximum acceleration.
None are for sale but the price :Quid be about £4000
Posted 03/2007 |
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