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61-504: The Patrician was the last of the "senior Packards" and was briefly available as an extended length limousine for 1953 and 1954 called the Corporate Executive which found few buyers. In 1951 and 1952, the automaker attempted to use a numeric naming structure that designated Packard's least expensive models as Packard 200 and 200 Deluxe while two-door hardtop and convertibles were designated Packard 250 and its mid-range sedan

122-677: A few nine-passenger Executive Sedans and Corporate Limousines on a chassis with 148 in (3,759 mm) wheelbase. Derham in Rosemont built very few Patrician Custom Formal Sedans with leather padded roofs, small backlights and elaborate interiors on the standard Patrician frame. Introduction of the Patrician 400 was, together with most other Packards (250s were delayed), in August 1950. Production totals for 1951 came to 9,001 Patrician 400 units, and 3,975 units for 1952. The "400" designation

183-421: A four-door sedan, two-door coupé, and a three-passenger business coupé (lacking a rear seat). While similar in appearance to the senior cars, the junior Packard lacked the noted Packard cormorant hood ornament and had vertical tail lights instead of the horizontal units on the senior models. The junior models also lacked the wrap-around rear window feature found on senior Packard sedan models. The 250 model range

244-535: A management change at AMC, Teague worked under Roy D. Chapin Jr. , who was also a sports car enthusiast. Teague developed production models that featured "excitement," such as the Javelin . This design evolved from two AMX prototypes that were part of the "Project IV" concept cars during the 1966 automobile show circuit. Other top executives, such as Robert B. Evans , wanted Teague's two-seat AMX design to be brought to

305-417: A member of Edmund E. Anderson 's design team in 1959, and became principal designer when Anderson left in 1961. Teague's first assignment, according to designer James W. (Jim) Alexander, was to re-do the front sheet metal on the 1961 Ambassador . The first cars influenced by Teague's styling were the 1963 Rambler Classic and Ambassador, AMC's first all-new models since 1956. With the ascendancy of Teague in

366-493: A partition window between the front and rear compartments. During these years the Patrician received annual trim changes and improvements associated with model-year change-overs in the 1950s. The 1953 Packard Patrician 4-door sedan was listed at US$ 3,740 ($ 42,591 in 2023 dollars ) while the all-new Packard Corporate Executive 8-passenger 4-door limousine was listed at US$ 7,100 ($ 80,855 in 2023 dollars ). The Henney professional cars (hearse, ambulance, flower car, service car) built on

427-801: A pre- Henry J economy car design for Kaiser Motors . In 1947, he joined the General Motors design studios headed by Edmund Anderson, starting as an apprentice stylist and eventually moving up to the Cadillac advanced design group. He also worked on the 1950 Oldsmobile Rocket . The 1950s "saw some of the most beautiful and some of the most outlandish vehicles," and the head of the design department at General Motors liked chrome on cars. Teague described how GM stylists made two sets of overlay designs for Harley Earl to choose from. Both chrome trim sets had been put on one Oldsmobile prototype by mistake. Earl saw it and ordered it produced that way, although

488-545: A reasonable cost, but upcoming U.S. bumper regulations and other issues would have inflated its price beyond volume viability. Teague was responsible for the Jeep Cherokee (XJ) that was launched in the United States in 1983. He described the practical and utilitarian appearance of the new SUV: "We didn't want to lose the flavor of the older Jeeps ... We wanted it to look like something you'd want to take into

549-502: A styling approach similar to GM's Buick luxury vehicles. 300s and 400s also sported a slightly revised grille which included chrome "teeth" in its oval area in 1951. That change occurred to the 250 series soon after introduction. When the Packard body style was updated for 1951, the door handle was concealed and aligned with the chrome beltline that surrounded the side windows, bottom of the windshield and rear window. The Patrician 400

610-444: A switch built into the carburetor which was actuated by depressing the accelerator pedal to the floor. A general description implies that all Patrician models were fitted out with standard equipment when in fact they could be built to order. If a customer wanted a manual transmission then that is what he or she would be given by the factory. For 1955, the entire senior line of Packards received an extensive design update that freshened

671-497: A truncated kammback tail, which was then used on the 1970 Gremlin. Teague also designed the "Concept 80" series of show cars, built on variations of existing AMC platforms as ideas for possible future models. Perhaps Teague's most substantial effort ever was the "handsome design" of the 1970 AMX/3 that AMC developed with help on the chassis from Italian sports-car engineer Giotto Bizzarrini and road testing and development from BMW . Before he and his team of designers settled on

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732-431: A warm, bronze-like surface, and in 1956 were faced with a machined-look stainless steel facing. The 1955 Patrician was listed for US$ 3,890 ($ 44,245 in 2023 dollars ). For 1955, the Patrician was offered as a four-door sedan only and Packard produced 9,127 of the cars. It was also the year that the company introduced their only V8 engine. For 1956, minor appearance changes included a revised headlight housing that exaggerated

793-604: The Concord , Spirit , and Eagle models. Teague was also responsible for many concept cars and lobbied for the production of several, including the compact Tarpon that ultimately led to the large Marlin . He also lobbied company excecutives to continue the two-seat AMX models after the 1970 model year. The 1968 AMX GT was one of the Teague-designed concept cars with some design elements incorporated into production models. For this short-wheelbase coupe, he styled

854-592: The Jeep Cherokee XJ . After Chrysler bought American Motors in 1987, he also designed or assisted in styling later automobiles, such as the Jeep Grand Cherokee ZJ and the Neon . Teague's mother worked in the motion picture industry during the silent movie era. At five years of age, Teague appeared in five episodes of Our Gang , playing the role of Dixie Duval, a girl. When he was six, he

915-551: The Packard 300 . The highest trim level available was the Packard Patrician 400 which replaced the previous model year's Custom Super 8 model range. It was easily identified from other Packards by its stainless steel trim, including a brightwork extension on the top rear fender referred to as "the fishtail". In 1951 the model featured three chrome ports on its rear fenders and in 1952 the car featured four chrome ports,

976-611: The Packard One-Twenty and the Packard One-Ten , and was renamed the Packard Clipper for the 1953 model year. Concurrently, the company also produced the Packard 250 , which shared the same basic body and wheelbase as the 200, but was equipped with Packard's larger 327 cu in (5.4 L) 8-cylinder in-line engine and stylized with more upscale exterior detailing. The 250 model line consisted of

1037-466: The 156 in (3,962 mm) wheelbase commercial chassis generally used Patrician-like trim except for 1954, which used Cavalier -like trim, and was offered in a hardtop body style called the Packard Pacific . Since the professional cars were fully coachbuilt bodies (not conversions) built on Packard's separate commercial chassis, their trim level had little to do with the Patrician except for

1098-417: The 1930s, Teague built model airplanes before turning to hot rods , since his schoolmates included Ed Iskenderian , a hot-rodder and later automotive entrepreneur, and land speed racer Stuart Hilborn , as well as other car enthusiasts. He participated in time trials on a dry lake northeast of Los Angeles and was fond of saying that he "had a little gasoline in his blood." Teague was exempt from service in

1159-491: The 1930s. According to the authors of the book, Yesterday's Tomorrows: Past Visions of the American Future , Teague was one of the people that "helped to transport us into the future." While serving as the chief stylist, Teague was called by Popular Mechanics to predict the design trends for automobiles in the 1960s. Together with Brooks Stevens , Teague presented ideas about future cars and vehicle technologies at

1220-470: The 1955 Request, whose principal designer was Dick Macadam. The restyled Packard line for 1955 showed Teague's keen eye for detail and ability to produce significant changes based on limited budgets. However, the company was not doing well following the purchase of the struggling Studebaker Corporation in 1954. The last Teague design for Packard was the Executive , introduced in mid-1956 and derived from

1281-463: The 1963 SAE congress in Detroit. Teague, "who is generally considered to have been a bit of a maverick" predicted an evolutionary process for automobiles that turned out to be correct. Teague foretold improvements in conventional gasoline engines, while cars "would have greater variety of style now that glass could be shaped, and better suspension systems" In contrast to Stevens, Teague believed that

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1342-492: The 1965 models were reskinned and rode on a longer wheelbase, Teague "came through handsomely with crisp, angular lines" that helped the Ambassador achieve record sales. The 1967 model year brought even more significant changes that were in line with Roy Abernethy's longtime aim of matching Big Three models on almost every front, including an all-new Ambassador that "emerged as one of the decade's unsung good-lookers." After

1403-515: The 22nd and 23rd Packard Series, Reinhart's "High Pockets" design was more formal than its predecessor, and would serve Packard until the end of the 1956 model year when true Packard production ceased. Both the 200 and the 250 were considered "junior" series cars, and were separated from the Packard 300 and Packard Patrician 400 models by their shorter wheelbases (122 in or 3,100 mm versus 127 in or 3,230 mm) and lesser trim appointments. Packard 200 standard models were available as

1464-693: The Clipper Custom, launched just as sales of the luxury Packard line collapsed. Teague also designed the last Packard show car, the Predictor, plus a new Packard and Clipper lineup for 1957 that would have followed the general lines of the Predictor. The design was stillborn when, in mid-1956, the merged automaker shut down the Detroit Packard operations. Lacking funds for all-new models, Studebaker-Packard had to use existing and more economical Studebaker designs. Working with little time and money,

1525-469: The armed forces during World War II because of his visual impairment. After graduating from Susan Miller Dorsey High School in 1942, he worked as an aircraft technical illustrator for Northrop Corporation . His boss, Paul Browne, was a former designer at General Motors who suggested that Teague take night classes at the ArtCenter College of Design . After World War II , Teague proposed

1586-566: The automobiles of 1970 would still be built to provide basic transportation, and not be "a home on wheels" powered by an advanced power plant “the size of a breadbox.” During the early 1960s, Teague's styling team began developing an entirely new concept for AMC—a sporty fastback design. Teague knew that the automaker was just not willing to spend the millions of dollars needed for all-new tooling, his design team made imaginative use of existing tooling and devised spin-offs from existing products. The results were proposals for which Teague selected

1647-748: The automotive press and make Packard look less moribund, like the Packard Pan-American and the Packard Panther . The 200 and 250 models were renamed the Packard Clipper Special and Clipper Deluxe, part of Nance's plan to ultimately spin the cars off into their own make in 1956 as the standalone Clipper and return the Packard name to a maker of strictly luxury automobiles. Total Packard production numbers for both years on both models: Dick Teague Richard Arthur "Dick" Teague (December 26, 1923 – May 5, 1991)

1708-415: The best SUV shape of all time, it is the paradigmatic model to which other designers have since aspired." Starting in 1982, Teague worked on the first large cars sold by AMC since 1978, the front-drive sedan code-named X-58, for introduction in late 1986. and a companion code-named X-59, that was to debut for the 1988 model year. He achieved a roomy interior in an aerodynamic design. The two-door version

1769-465: The convertible and the Mayfair hardtop. The 1951 Packard 200 and 250 were introduced as Packard's least expensive model range on August 24, 1950, taking the place of the low-line Packard Standard models which were eliminated for the 1951 model year. The 200 debuted as part of the fully redesigned Packard line, attributed to John Reinhart. Replacing the bulbous, ponton appearance, 1948-1950 Packards in

1830-423: The design of the 1975 AMC Pacer, the first car with a cab forward design. It was also the first 'wide-small' automobile that "gave drivers the impression they were driving a conventional large American." Its "styling was different and appealing in an offbeat sort of way" featuring large amounts of glass. The Pacer's low beltline prevented the side door window from lowering entirely out of sight, so Teague designed

1891-536: The early 1960s, "AMC Styling began to be written in a more positive manner" within the industry and automotive press. Teague was Vice President at the automaker from 1964 until he retired from AMC in 1983. At his retirement, he joked that the only Detroit auto company he had not worked for was Ford . Although he worked within tight budget restrictions at AMC, Teague sometimes referred to his times there as " Camelot ". Designing several different cars from existing AMC stampings, he worked "relative miracles" compared to

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1952-460: The final design, a fiberglass push-mobile was made with the molds taken from the final clay mockup. The AMX/3 is one of the most unusual cars to come out of Detroit in the late 1960s featuring an internationally sourced components, a top speed of 160 mph (260 km/h), and potentially the Ford Pantera as its closest competitor. Teague was instrumental in moving the car to production at

2013-475: The first car-maker to offer power-brakes in 1951. “Easamatic” as they were trademarked, were a product of Bendix and an exclusive to Packard. Changes for 1952 were minimal, and centered on the requisite annual trim updates. Packard did drop the Business Coupé, a move that other U.S. automakers were also making at the same time. While Packard's overall sales for 1951 were over 100,000 units, too many of

2074-421: The first time added a four barrel carburetor for an increase in power, along with the availability of optional power steering and "Easamatic" power brakes. For 1954, the new 359-cubic-inch (5.9 L) 9-main bearing, aluminum head 212 hp (158 kW) engine was standard and also featured a 4-barrel carburetor. 1954 was the first year to add a start-position to the ignition key - earlier years were started by

2135-401: The front peak further forward. The area around the headlight was painted black to give the effect of greater depth. The car also received a different grille texture. During the 1956 model year, 3,375 Patricians rolled off Packard's production line before the model was dropped by the ailing carmaker. The final Packard built (that was a true Packard and not a badge-engineered Studebaker President)

2196-421: The general appearance. The Henney Junior, a short-wheelbase hearse or ambulance was built on the standard Cavalier-Patrician chasses (but with stronger, heavy-duty rear suspension) but had the 5-main bearing Cavalier engine rather than the 9-main bearing engine of the Patrician. For 1953, the Patrician used the same 327-cubic-inch (5.4 L) 9-main bearing straight eight engine that used for 1951 and 1952 but for

2257-649: The inner door panels with large bolsters." Anatole Lapine , the designer of the Porsche 928 body, was inspired by the Pacer. British automotive writer Nick Georgano devotes a chapter to Teague in the book titled The Art of the American Automobile: the Greatest Stylists and Their Work , describing individuals whose creative talents made a difference in production and custom automobiles since

2318-467: The last restyling that was done in 1951. Under designer Dick Teague , the Senior Packards received a more modern grille design, "Cathedral"-styled rear tail lights, hooded headlight housings and a new exterior trim layout that afforded Packard the ability to offer two- and three-tone paint combinations with the simplest of masking patterns. While Packard could not afford a whole new greenhouse for

2379-671: The lesser Packard 200 and 250 models, diluting the Senior Packards of the visual uniqueness that separated them from lesser priced cars. To remedy this, Packard hired James J. Nance , the CEO of Hotpoint to reestablish Packard as an automotive leader. Among Nance's first moves was to begin building model identity by dropping the numeric model designations and renaming the entire range of models. Nance also saw to it that Senior Packards received broader visual cues and trim to separate themselves from lesser models. Nance also began creating different specialty and show cars in an attempt to create "buzz" in

2440-416: The market "very quickly." Teague originated a non-running show car in late 1965, and since he was a “two-seater kind of guy, the production American Motors AMX was his car." The new models' offerings reflected AMC's strategy to shed its "economy car" image and appeal to a more youthful, performance-oriented market. During the 1970s, "only a handful of cars had real personalities, and many of those came from

2501-555: The names for both: the Tarpon show car and the production Marlin. Although promoting the smaller version, Teague recalled that "Abernethy had decided that instead of a 2+2 we would build a 3+3 sports-type car." Teague was responsible for designing several AMC and Jeep vehicles. He developed the Gremlin , Pacer , Matador coupe , Rambler American, AMC Javelin , and AMX and Hornet . Subsequently, he adapted AMC's compact platform for

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2562-507: The panels for doors, hood, and deck lid all interchanged. The automobile platforms designed by Teague featured numerous interchangeable door skins, glass, and more. For example, the front and rear bumpers on the 1970 AMC Hornet were made from the same stamping. This design talent yielded significant cost savings for the company. Teague's work on the 1967 through 1969 AMC Ambassador proved that he "could do more with less than most any other car designer around—usually because he had to." While

2623-419: The passenger compartment, new trim at the base of the rear pillar made it look like it had a redesigned roofline. The cars were also outfitted with a wrap-around windshield, thus bringing it in line with American automobiles of the era. Inside, upholstery and bright work was also freshened and the cars received a new dashboard layout. 1955 and 1956 instruments and controls were similar, but the 1955 dash featured

2684-540: The rough country." The design was unchanged and remained in production through 2001 and in China to 2005. The Cherokee XJ was described by one automotive magazine in 2009 as "possibly the best SUV shape of all time", and was the last Teague design to go into production. Automotive journalist Robert Cumberford , writing for Automobile , called the Jeep XJ one of the 20 greatest cars of all time—for its design, and "possibly

2745-400: The smallest U.S. producer, American Motors" under the direction of Teague. When the automobile market was changing to a greater focus on quality and fuel efficiency, Teague characterized the work by his design team at AMC as "We still want to make cars with charisma; cars that stand out from the pack ... the future means the large look inside, away from the claustrophobic." Teague worked on

2806-455: The spartan appointments found on the standard models, and added chrome wheel rings, and turn indications as standard. White-wall tires and full-wheel covers were also extra. The 288 cu in (4.7 L) straight-eight produces 135 hp (101 kW) at 3600 rpm with a 7.0:1 compression ratio - Ultramatic-equipped cars received a slightly higher compression ratio of 7.5:1 thanks to which it offered 138 hp (103 kW). The 327 V8

2867-499: The spending norms in this industry. With little money to work with, he reconfigured the existing cars and parts in new ways. For example, he incorporated the doors from AMC's large-sized automobiles into his design for the new 1964 compact Rambler American . The AMC Cavalier was one of the "Project IV" concept cars in the mid-1960s that demonstrated advanced techniques of interchangeable body panels and design symmetry . The right front and left rear fenders were identical, as well as

2928-640: The stopgap 1957 Studebaker-based Packard models became known as "Packardbakers." The 1957 Packard Clipper, popularly derided as "a Studebaker wearing Packard makeup", was designed mainly by Teague, and was intended as a temporary stopgap to keep the brand going until the company's fortunes improved and a "real" Packard model could again be made. By 1957, the entire Packard styling team had moved to Chrysler Corporation , and Teague became Chief Stylist. After leaving due to management conflicts, he went to work for an independent design firm on non-automotive assignments. Teague joined American Motors Corporation (AMC) as

2989-535: The stylists were horrified. Teague was dismissed from General Motors in 1952, and joined the Packard Motor Car Company as Chief Stylist, following John Reinhart's resignation. His first work there was a minor facelift on the Packard line for 1953. This was when the Packard management under James J. Nance decided to re-launch the Clipper brand as a stand-alone make, separate from Packard. It

3050-443: The units sold were low-line models in the 200 and 250 series. Senior Packards – the traditional prewar niche that Packard ruled in the 1920s and 1930s – offered during 1951 and 1952 were only available as two models, the 300 and the Patrician 400, both of which were only available in a single body type, the four-door sedan. Dealers, who were quick to appease their customers, sold Packard 300 and Patrician 400 model trim and applied it to

3111-415: Was Teague who achieved the visual distinction between the two models. He also designed several Packard show cars . These included the 1953 Balboa (whose canopied reverse-slant and lowering for ventilation rear window later appeared on the 1957 Mercury Turnpike Cruiser , 1958–1960 Lincoln Continental , and several Mercury models), and the 1954 Packard Panther ,. Teague contributed with William Schmidt to

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3172-469: Was a black Patrician sedan, and it rolled off the Packard assembly line on June 25, 1956. Packard 200 The Packard 200 was an automobile model produced by the Packard Motor Car Company of Detroit , Michigan during model years 1951 and 1952. Models in the 200 designation represented the least expensive Packard model range, on the firm's shortest wheelbase, and least powerful 288 cu in (4.7 L) 8-cylinder in-line engine. It replaced

3233-552: Was a four-wheel-drive enthusiast even before AMC bought Jeep. He owned several World War II models. At retirement, he mentioned that he had owned "400 or 500" cars. Teague's collection included a rare AMX/3 . It was donated to the San Diego Automotive Museum along with most of his papers. Teague married his wife Marian A. Rose (1927–) in 1950. He had three children: Richard B. ("Rick", 1953–2002), Jeff (1956–2016), and daughter Lisa (Scarpelli). Jeff Teague

3294-427: Was also available as an option on the 200 for $ 45, considerably less than the cost of a heater/defroster. The 1951 4-door Touring Sedan was listed at $ 2,616 ($ 30,708 in 2023 dollars ). Items which have since become standard to the auto industry since the late 1960s such as heater, radio, tinted glass, carpeting, etc., were all optional on the Packard, as well as other premium cars during that era. Packard also became

3355-606: Was an American industrial designer in the North American automotive industry. He held automotive design positions at General Motors , Packard , and Chrysler before becoming Vice President of Design for American Motors Corporation (AMC). Teague designed several notable show cars and production vehicles, including the Packard Executive , many AMC models, such as the Pacer , Gremlin , and Hornet , as well as

3416-424: Was available only as a premium four-door sedan, outfitted with high-grade upholstery and chrome trimming within. For the 1952 model year, Packard retained the services of noted interior decorator Dorothy Draper to bring a fresh look to the interior color scheme. Wilton carpeting and hassock-style rear passenger foot rests were also included with the car. With a list price of $ 3,662 ($ 42,986 in 2023 dollars ) it also

3477-609: Was introduced in March 1951, and was specially designed to fill the vacuum of Packard having neither a hardtop or convertible in its 1951 model range when the Victoria Convertible was discontinued. Besides their unique body styles, 250's received three jet-louvers on each rear-quarter panel. Better grade trim and fabric were used within. All Packard 200 models came with twin horns, two sun visors, front and rear bumper guards, spare tire and jack set. Deluxe trim level included

3538-400: Was removed for the 1953 model year, and the Patrician continued to represent Packard's highest trim level sedans. It rode on the 127 in (3,226 mm) wheelbase chassis. The Patrician also was used for the basis of the custom bodied Henney passenger models, including the 149 in (3,785 mm) 8-passenger Packard Executive Sedans and Limousines, the difference being that the latter had

3599-498: Was seriously injured in a car accident near Pasadena, California , which a drunk driver caused. He lost several teeth and suffered a broken jaw, as well as sight in his right eye (leaving him without depth perception or stereoscopic vision), while his mother was left an invalid. A year later, his father was killed in another automobile accident, also caused by a drunk driver. While attending grade school in Los Angeles during

3660-514: Was the most expensive senior Packard offered. The automobile rode upon a 127 in (3,226 mm) wheelbase shared only with the 300 sedan. All other Packards had a wheelbase of 122 in (3,099 mm). Power still came from Packard's venerable 327 cu in (5.4 L) in-line eight-cylinder engine, delivering 150 bhp (112 kW). The Patrician's iteration of the 327 featured nine main bearings instead of five as in other models, without increase in power. Until 1954, Henney built

3721-519: Was to have featured hidden headlamps, but the coupe was never produced. Giorgetto Giugiaro penned the sharper-edged exterior design for the four-door sedan that went into production as the Eagle Premier . Teague was a noted automobile historian who collected classic and rare vehicles and other auto memorabilia. He restored old cars as a hobby, including a 1904 Packard, one of the first produced, and had already owned 285 vehicles by 1970. Teague

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