This facility was actually built on the N/E corner of Packard Proving Ground Complex on Van Dyke Rd. During 1954, and into 1955, Packard Motor Car Company, later Studebaker-Packard, went on a modernization spree of its aging facilities. These automatics were available on most Adding a poorly timed high clutch application and low band release over much of the allowable up-shift range resulted in many premature high clutch failures.
The mechanism was built to Packard specifications by Auto-Lite, a major Packard supplier.
The original Ultramatic did not switch automatically between high and low gearing ratios. Functionality was the same; the first Drive position, to left of the 'D equated to High on the Gear-Start Ultramatic, while the second, situated to the right of D', was equivalent to the Drive position on the Gear-Start, giving the driver the option of starting in either High or Low with automatic upshifts, ending with Direct Drive engagement of the torque converter, thus the Twin- designation referred to this dual Drive capability. the hobbyist doing it themselves or assisting a local garage. Packard, during this period, was suffering greatly in competition with General Motors "Cadillac" Division, thanks to their popular self-shifting Hydra-Matic. In 1955, Packard switched to a new V8 engine from its traditional straight-8, and launched a new evolution of its automatic transmission at the same time, the Twin-Ultramatic Drive. The new control, was standard from the factory only on the 1956 Packard Caribbean Convertible, and hardtop. Exchange only by
organizations supporting Packard people. Packard Twin-Ultramatic Chilton. After its first year, the Ultramatic Drive became available on all Packard models, and was immediately popular. Some automotive historians, who have written documented histories on Packard,[who?] Your ULTRAMATIC transmission was a modern, well designed, good performing unit when it was new. Future transmissions from all manufacturers were to follow Packard's lead. Although true Packard production ceased after the 1956 model year, Studebaker-Packard Corporation continued to have service obligations to Packard owners, and the 1955 Twin-Ultramatic and the 1956 Touchbutton Ultramatic were a recurring problem. This page is dedicated to the Packard Auto Club AACA Old Dominion Packards Virginia Packards.
practical way. In addition there was a nomenclature change which reverted to the plain name of Ultramatic Drive. I rebuild these units and offer parts, my help, and services to Packard, Studebaker, Nash, and Hudson owners worldwide.
Finally, in 1949, Packard's 50th Anniversary, McFarland's Ultramatic Drive became available as a $199 option. 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. It continued on, with a Packard program of modifications to improve reliability until 1954, although it was mostly trouble free from the start.
In retrospect Packard's Gear-Start Ultramatic (1954), Twin Ultramatic (1955), and Ultramatic Drive (1956), most serious design flaw; was the low to high shift transition.