Chrysler Crown Imperial (Lincoln had no long models) in the first two postwar years. Likewise, among owner-driver models, Packard had Cadillac neatly bracketed. The Cadillac Sixty-two sedan and coupe started around $2,300 in 1946—about the same price as the Super Clipper. Against Cadillac's $3,100 Sixty Special, which came only as a four-door sedan, Packard offered the more sumptuously trimmed Custom Super Clipper sedan or coupe for about the same money. The 1946–47 Cadillac Series 62 and 60 Special outsold the concurrent Packard Super and Custom Super Clipper three to one, simply because George Christopher's board chose to focus on building junior models, which accounted for 80% of Packard's postwar production. This is a new point that has been missed in the many postmortems of Packard's fall: Reverting to strictly luxury cars would not have meant downsizing the labor force or contracting the facilities. The market for anything on wheels was bottomless; it did not matter whether the car cost $1,800 (Clipper Eight). $2,300 (Clipper Super) or $2,900 (Custom Super). It would have sold. Nor is this a hindsight judgment, since Packard management was capable of seeing this at the time. At the start of postwar car production, Fortune recorded a consensus that "there now exists a market for from 12 to 14 million cars", and that was in a day when three million or so cars was considered a very good year. "In 1941," Fortune continued, "The 32 million American families owned 29,600,000 cars . . . As 1946 began, the cars were down to 22 million which is not very far from the danger point (18 million) of a transportation breakdown . . . of this remaining total, at least half are in their last days." It did not take a mystic to comprehend these facts, as the late Hickman Price, Jr., who bought Willow Run for the Kaiser-Frazer partners, once said: "I believed we would have a period of three or four years—I remember putting 1950 as the terminal date in which we can sell everything we can make." Almost immediately after production got rolling in 1945, chief stylist John Reinhart was told, much against his judgment, to update the Clipper. If Dutch Darrin had thought Packard loaded "gobs of clay" onto his original model in 1941, what must he have thought of the hideously bulbous 1948 models? Furthermore, there was no change in market orientation, still rooted