Editing Ultramatic (section)

==1956: Ultramatic and Touch Button Ultramatic==
[[Image:Packard Ultramatic control.jpg|thumb|275px|The column-mounted push button selector box for the Touchbutton Ultramatic in a 1956 [[Packard Caribbean|Caribbean]].]]

The year 1956 saw a major redesign of a majority of the individual transmission components, including re-calibration of the shift pattern that produced an improvement of shift control. In addition, there was a nomenclature change which reverted to the original '''Ultramatic Drive''' brand name. This year also saw the selector quadrant undergo yet another change to a PNHDLR pattern in order to further clarify the two drive ranges and accommodate the soon to be released push button control pod. In addition, [[General Motors]] threatened lawsuits regarding Packard's marketing of "dual drive ranges." Despite its completely different design, GM had been marketing a "Dual-Range Hydra-Matic Drive" since 1953, which also used dual drive range selector pattern.

In addition, small but important changes to shift linkages, better build quality, and stricter tolerances restored Packard levels of reliability to the 1956 transmission. Also new that year was an aluminum transmission casing, making the Ultramatic {{convert|90|lb|kg|abbr=on}} lighter than its competition, including the newly-launched push-button [[Chrysler PowerFlite transmission|Chrysler PowerFlite]]. Future transmissions from all manufacturers were to follow Packard's lead.

Ultramatic Drive was offered on the [[Packard Patrician]], [[Packard Four Hundred]], and after its introduction in early 1956, the [[Packard Executive]]. It was also available in all [[Packard Clipper|Clipper]] models, which were sold as a separate marque for 1956. They were also supplied to American Motors along with 352ci V8 engines for use in the [[Nash Ambassador]] and [[Hudson Hornet]] until AMC replaced Packard's V8 and Ultramatic Drive with their own [[AMC V8 engine|V8]] and Borg-Warner automatic at midyear. Packard also supplied Ultramatic Drive transmissions to its corporate partner Studebaker for use in the 1956 [[Studebaker Golden Hawk]], which also used the Packard 352ci V8 engine.

Packard decided to offer a push-button gear selector for the 1956 series called "Touch Button Ultramatic". Mounted in a rectangular control pod at the end of a thick arm stemming from the right side of the steering column, the Touch Button Ultramatic gear selector used six buttons in two rows of three: The bottom row of buttons offered Park, Reverse, and Drive, while the top row contained the Neutral, Low, and High buttons.

The system was electrically actuated, rather than Chrysler's very reliable mechanical pushbuttons, and was troublesome from the beginning. The electric shift motor, essentially a modified starter motor, proved insufficient to move the car out of Park on a steep hill, and would pop the circuit breaker; electrical contact problems, wiring problems and other issues were prevalent even when new, and worsened with age. Later models saw system improvements. When the contract was cancelled after Packard production ceased, Auto-Lite destroyed the tooling, making spare parts for the system unobtainable.

Touch Button Ultramatic was standard only on the 1956 [[Packard Caribbean]], and a $52 option for the [[Packard Patrician]], [[Packard Four Hundred]], and [[Packard Executive]]. It was also available in all [[Packard Clipper|Clipper]] models. It was not offered in AMC or Studebaker models using Packard engines.

Although Detroit-based Packard production ceased after the 1956 model year, [[Studebaker-Packard]] Corporation continued to fulfill service obligations to Packard owners, and servicing the 1955 Twin-Ultramatic and 1956 Touchbutton Ultramatic were a continuing liability for the company after the Packard range was discontinued.