More than 60 years have passed since the last car with the Packard badge rolled off the assembly line, but despite this, the former owner still remembers and considers them to be premium cars.

Packard’s roots were in the late 19th century, when electrical equipment manufacturer James W. Packard of New York and Ohio Company of Warren, Ohio purchased a new 1898 Winton from Winton Motor Carriage Co. of Cleveland, Ohio. . It encountered a lot of problems, and when it caught Alexander Winton’s attention, Packard was arrogantly told that if he could do better, he should build his own car.

As a mechanical engineer, Packard accepted the challenge. By November 1899, he and his brother William (also an engineer) and some former Winton employees had completed Type A. This two-seater car inspired by off-road vehicles has wire wheels, a "shovel-style" steering tiller and an under-seat, horizontal, one-cylinder engine. It also has Packard's patented automatic spark propulsion.

It was sold and sold quickly, prompting Packard to build three more for the first North American Auto Show held in New York City in 1900.

All three are sold, and Packard is in the car business. It was originally a division of the Electric Company until 1901, when it briefly became the Ohio Motor Company, and in 1902 it became the Packard Motor Company.

Packard is progressive, using functions such as a steering wheel, H door shift and pedal accelerator. Its off-road vehicle heritage was quickly replaced by a "regular" car layout powered by two-cylinder and four-cylinder engines. Legend has it that Packard was very confident in his car, and he urged potential customers to "ask the person who owns it." This has become Packard's slogan for a long time.

A wealthy Detroit man named Henry B. Joy was impressed by Packard's quality, so he formed an investment consortium to expand the scale of Packard Motor Company and relocate it To a new Detroit factory.

James Packard stayed in Warren. Although he stayed in Packard, Mr. Joey's expansionist sentiment made him more and more uncomfortable. In 1909, he handed over the presidency to Joey, and three years later he became chairman of the board of directors.

The company thrived, and Packards stood out in the speed and endurance test. Ironically, Packard's 61-day transcontinental driving in 1903 broke Winton's record by two days. In 1904, the fast Packard "grey wolf" reached a speed of 125 km/h (77.6 mph) in Ormond Beach, Florida. The L-shape introduced a yoke-shaped radiator and a hexagonal hub cap dent, both of which became the famous Packard identifier.

Model 30 was launched in 1907 and lasted for five years, strengthening Packard's reputation for quality and performance.

Packard’s six cars in 1911 made Packard clearly among the best American cars. Its reputation for engineering and luxury makes it one of the "Three Ps of Prestige" along with Peerless and Pierce-Arrow.

In 1915, Packard's chief engineer Jesse Vincent (Jesse Vincent) introduced Packard "Double Six", which was the first mass-produced V-12 engine, which shocked the world. It eclipsed the prestige of Cadillac's V-8 in 1915.

Vincent's V-12 experience made him a valuable contributor to the outstanding free V-12 aircraft engine of World War I. Packard became a famous manufacturer of aircraft engines, including the famous Rolls-Royce Merlin during the two world wars.

By 1923, Packard thought its V-12 was too expensive, so it became 6 and 8. It wasn't until 1929 that it began to focus on straight eights.

Despite the Great Depression of the 1930s, Packard still felt it necessary to regain the prestige title with Cadillac's 1930 V-12 and V-16 engines. In 1932, Packard introduced a new Twin Six V-12, renamed Twelve in 1933, and it was produced until 1939.

During the Great Depression in the 1930s, Packard produced some of the most exquisite and beautiful cars, with bodies provided by famous body manufacturers such as LeBaron, Rollston, and Brunn.

The shrinking sales of luxury cars during the Great Depression forced Packard to produce the lower-priced 120 model (120-inch wheelbase) in 1935, thus pushing Packard into the mid-price segment. Although the 120 set the production record of Packard in 1937, it and later "Junior Packards", including the six-a-side system, eroded Packard's reputation. It never fully recovered.

After World War II, Packard introduced updated pre-war designs to the car-scarce market. A new model was introduced in 1948, followed by Packard's "Ultramatic" automatic transmission in 1949.

Another redesign occurred in 1951, and then in 1954, under pressure from the Big Three (General Motors, Ford, and Chrysler), Packard merged with Stubeck and became Stubeck-Parker.

Packard finally introduced the overhead valve V-8 engine in 1955, as well as a new suspension with interconnected longitudinal torsion bars and self-leveling. It gave Packard a small but short-term boost, but when sales fell to more than 28,000 1956 models, Studebaker-Packard discontinued the last batch of real Packards.

Packard's name continued as the re-labeled Studebakers for another two years. Packard's name disappeared in 1958. This is the tragic end of a once great brand.