Abandoned Old Packard Limousine in Galena, Kansas on Route 66
This photo of an old rusted Packard limousine was taken in Galena, Kansas on Route 66 by Jonas Hansson, a very good Swedish friend of mine, on his trip with his father Hans in 2006 (via their vintage Volvo PV convertible) across the USA on Route 66. With Jonas' permission, I've been selecting some of my favorite photos of their road trip along the "Mother Road" and doing some post processing... enhancing, cropping, tone mapping, special effects, etc.
The original photo was not so good and the background worse, so I enhanced and then isolated the limo using Photoshop; then I used my Photoshop filter "Fractalius" to turn it into a drawing. This is one that really looks much better when viewed large.
Below is a link to Hans and Jonas' blog about their historic trip on Route 66:
INFORMATION ON THE PACKARD:
Packard was an American luxury automobile marque built by the Packard Motor Car Company of Detroit, Michigan, and later by the Studebaker-Packard Corporation of South Bend, Indiana. The first Packard automobiles were produced in 1899 and the last in 1958.
Prior to 1937, Packard was still the premier luxury automobile, even though the lion's share of cars being built were the 120 and Super Eight model ranges. 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. The Six, designated "110" in 1940–41, continued for three years after the war, with many serving as taxicabs.
During World War II, Packard built airplane engines, licensing the Merlin engine from Rolls-Royce as the V1650, which powered the famous P-51 Mustang fighter, ironically known as the "Cadillac of the Skies" by GIs in WWII. It was one of the fastest piston-powered fighters ever and could fly higher than many of its contemporaries, allowing pilots a greater degree of survivability in combat situations. They also built 1350-, 1400-, and 1500-hp V-12 marine engines of 2,500 cuin. capacity for American PT boats (each boat used three) and some of Britain's patrol boats.
By the end of World War II, Packard was in excellent financial condition but suffered from a shortage of raw materials needed to manufacture automobiles again. The firm introduced its first postwar body in 1948, prior to its competition from the major firms (Cadillac, Lincoln, and Chrysler). However, the design chosen was of the "bathtub" style, predicted during the war as the destined future of automobiles.
Packard's engineering staff designed and built excellent, reliable engines. Packard offered a twelve-cylinder engine—the "Twin Six"—as well as a low-compression straight eight, but never a sixteen-cylinder engine. After WWII, they were one of the last U.S. firms to produce a high-compression V-8 engine, the "352," named for its 352 in³ (5.8 L) displacement. In-house designed and built, their "Ultramatic" automatic transmission featured a lockup torque converter with two speeds. The early Ultramatics normally operated only in "high" with "low" having to be selected manually. Beginning with late 1954's, the transmission could be set to operate only in "high" or to start in "low" and automatically shift into "high".
Packard's last major development was the Hudson derived "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. Contemporary American competitors had serious difficulties with this suspension concept, trying to accomplish the same with air-bag springs before dropping the idea.