Studebaker Drivers Club. By Skip Lackie. Introduction. This history of Studebaker trucks is an attempt to bring together in one document a reasonably comprehensive chronology of Studebaker truck developments and production. Quinn (personal communication, 2. Photos are especially requested of original or authentically restored trucks, including pictures of underhood and interior areas. The Studebaker Truck Talk Web site: http: //www. Forum/2. 38. 85/ contains links to many Studebaker truck photographs. Chapter 1: Early Years. The Studebaker Corporation was a United States wagon and automobile manufacturer based in South Bend, Indiana. Founded in 1. 85. Studebaker Brothers Manufacturing Company, the company was originally a producer of wagons for farmers, miners, and the military and became a significant manufacturer of motor vehicles for about 6. The first gasoline cars to be fully manufactured by Studebaker were marketed in August 1. By Skip Lackie. Introduction. This history of Studebaker trucks is an attempt to bring together in one document a reasonably comprehensive chronology of Studebaker. A driver's license is an official document permitting a specific individual to operate one or more types of motorized vehicles, such as a motorcycle, car, truck, or. Benigno "Ninoy" Aquino gets a more in-depth look courtesy of The History Channel's feature documentary. Studebaker’s first gasoline- powered commercial vehicle was a delivery car built on the Flanders “2. They ranged in capacity from . The S- 1 used the 1. Dictator chassis with a 2. Dictator engine. They were offered with a new, more streamlined De. Luxe Cab with a sloping, two- piece windshield and a contrasting color band that swept across the hood and onto the doors. The new T2, T4, T6, and T8 models continued to be powered by the 2. Studebaker Six, but the 3- ton model W8 used a larger Waukesha 6- cylinder power plant. The Standard Series trucks got a new, more streamlined cab based on the 1. Studebaker passenger cars, while the Cab- Forward trucks continued to use the 1. The 3- ton J3. 0 was equipped with a much heavier front axle, requiring huge front fenders that extended well beyond the ends of the front bumper. Lots More Jeep History Below: How did it get to be called a 'jeep' anyway? Origins of the Jeep; How Many U.S. Companies Built Army Jeeps in WWII? Army Surplus Jeep in.The 2. 17- ci Studebaker 6, now rated at 8. Hercules. Vehicle serial numbers were on the frame under the left front fender. The engine line- up remained unchanged from 1. Studebaker Commander 6 that was installed in K1. K1. 5 models was increased to 2. However, Studebaker continued to apply the name “Coupe- Express” to its . K- series production continued throughout all of 1. Pre- War M- series vehicle serial number plates were mounted on the left front door hinge pillar. Government shut down passenger car production shortly after the Pearl Harbor attack, trucks continued in production well into 1. Government in 1. 94. The swing- out windshields mandated windshield wipers mounted above the windshields instead of on the cowl. At the request of the Army, Studebaker also developed an open- cab version of the US6 in 1. Army tended to assign only one make of heavy- duty truck to each Military Service and/or theater of war. Government supplied Allied nations (especially the Soviet Union) with military hardware, and the Studebaker US6 was chosen as the military truck to provide to other nations under this program. These trucks were so durable in War duty that noted military vehicle historian Clell Ballard has stated: “The term . Bonsall,1. 0 “Joseph Stalin was so appreciative of the effectiveness of his Studebaker trucks that he sent the company a letter of thanks.” Bonsall quotes from Nikita Krushchev’s memoirs, in which Krushchev comments on the contributions of the Studebaker US6 trucks: “Just imagine how we would have advanced from Stalingrad to Berlin without them! Despite their very limited model lineup, the M- series trucks were a huge success, selling 6. December 1. 94. 5, 4. January – March 1. Government during the War to assemble 6.
Wright R- 1. 82. 0 Cyclone radial engines, most of which were mounted on B- 1. Flying Fortress bombers. Studebaker purchased the plant from the Federal Government in February 1. Robert Bourke, a designer with Raymond Loewy Associates at the time, did almost all of the styling of the all- new 2. R- series truck. 14. The serial numbers of Hamilton- built trucks began with HR. Cab serial numbers simply indicated the sequential production number of each cab. The 1. 95. 1 CKD numbers included 1. R2. 8- 5. 5 export- only, right- hand- drive trucks believed to have been built for the Indian Army. Another 8. 64 CKD 2. R2. 8s were built in 1. December 1. 95. 3, which may have been a prototype 1. The 2. R2. 8 was a 1. The 1. 95. 3 figures were: South Bend B/U: 2. South Bend CKD: 7. Hamilton 2. R5: 7. Government did provide some additional work, however. Called the 3. R series, it had a new full- width grille, a one- piece curved windshield, an all- new instrument cluster, and a few trim changes. The 3. R- series trucks are the only models with both the then- new, curved, one- piece windshield and the earlier, small rear window. The E2. 8 and E3. V8 used in the new 1. President passenger cars. Wheelbase availability remained the same, except that a new 2. E2. 8 and E3. 8. 1. E- series production was: South Bend B/U: 1. South Bend CKD: 2. Hamilton: 2. 56. Chapter 1. Another Interim Facelift: the 1. E Series Trucks. The 1. Studebaker trucks were designated as the 2. E series, and displayed a few updates. A new 9- foot pickup box was available on 1- ton models, which now came on a longer 1. The only 6- cylinder Studebaker truck that sold well in 1. The larger, 1. 02- hp Commander 6 was initially dropped entirely, but was brought back “. In sales literature, the Commander 6 was called the “Work Star” – the same name bestowed on the Champion 6 engine. The A1 chassis- cowl was no longer listed as being available, though (given their slow sales) Studebaker surely would have built one for a firm order. Total production for calendar year 1. E/3. E) was 1. 4,3. Although production did not begin until February 1. Scotsman models were built - - more than any other single model. For calendar year 1. B/U and 9. 78 CKD (including 4. Mexico), for a total of 6. Army picked up. The Deluxe/Standard parking lights were moved from atop the front fenders to the inside of the grille. The 4. E4. 0 continued to get the cloverleaf- marked HD 2. V8. Government contract started on May 2. Larks delayed the production of 1. E- series trucks, which did not get started until February 1. Curiously, however, Studebaker Service Bulletin number 3. February 1. 96. 0 (copies of which were sent to all Studebaker dealers) was completely devoted to describing the 1. C- cab) 4. E6. D, 4. E7. D, 4. E1. 1D, and 4. E1. 2D 4. WD models. Despite its miniscule sales in 1. WD truck market. Externally, 1. E Transtars were unchanged from the 4. E models except for the return of the Transtar emblems. Army trucks ended in May 1. Chapter 1. 5: The 1. E Series Trucks. The 1. Studebaker trucks were designated as the 6. E series, and production began on August 2. E trucks ended. A 9- foot P1- style box was still available on the 6. E1. 3. Egbert as its new president. It included only eleven 4. WD model 6. E1. 3D 1- ton trucks. As usual, 1. 96. 0- 6. Both the Champ and Transtar lines continued largely unchanged. In an effort to expand the use of Studebaker’s biggest trucks as tractors, full air brakes and a new 1. E4. 0 and 7. E4. 5 models. For a number of years, Studebaker had offered a heavy- duty option to its 1. Marine Corps contract for 3. E4. 0E heavy- duty stake trucks with 1. Army contracts for heavy- duty military trucks. Post Office. Epilog. As is well known, when Studebaker closed the South Bend plant, the Newman and Altman families, owners of the both the local South Bend Studebaker dealership and a successful surplus automotive parts business, purchased the rights to continue to build the Avanti, which they did until selling the company in 1. Quinn, personal communication, 2. Ibid. 5 Ibid. 6 Fox 1. Richard T. Quinn, personal communication, 2. Ibid. 9 Fox, Fred K., “The Studebaker US6 . America’s Other WWII 2 . Use by America’s Allies” Turning Wheels, Studebaker Drivers Club, August 2. Bonsall, Thomas E., More Than They Promised, The Studebaker Story, Stanford University Press, 2. However, M1. 5A cab serial plates continued to be stamped “M1. Fox, Fred; “Studebaker’s M Series Trucks, Success at Last,” Turning Wheels, Studebaker Drivers Club, June 1. Studebaker produced a number of different summaries of car and truck production for different purposes. Those actually exported were generally CKD, not B/U. In at least one case (2. E production in late 1. CKD trucks got counted in both the 1. In the end and given the passage of time, most of these discrepancies are too small to be worth resolving in any case. Design/Bourke. These were the last 2. R2. 8s built. 1. 63. This Service Letter did something else that was unusual: it listed the starting serial numbers of all “1. Studebaker Trucks,” including the not- yet- built 1. E- series 4. WD models that were not listed as being available in sales catalogs. Navy. 3. 2 Fox, Fred K., “1. E Transtar Trucks, Lost in the Shadow of the Champ”, Turning Wheels, Studebaker Drivers Club, August 1. Ibid, p. 6. 34 Fox, December 1. Fox, Fred K., “Feature Article Recaps – December 1. Turning Wheels, 1. E Series Trucks”, Turning Wheels, Studebaker Drivers Club, February 1. Bonsall, p. 3. 44. Langworth, Richard M., Studebaker: The Postwar Years, Motorbooks International, 1. Critchlow, Donald T., Studebaker, The Life and Death of an American Corporation, Indiana University Press, 1. Fox, August 1. 99. Fox, Fred K., “Studebaker’s Rare 1. E Transtar Trucks”, Turning Wheels, Studebaker Drivers Club, March 2. Fox, Fred, “Studebaker’s 1. Series 7. E Transtar Trucks . Saved by Sherwood Egbert,” Turning Wheels, Studebaker Drivers Club, April 2. Ibid, p 8. 45 Ibid. Langworth, The Postwar Years, “Studebaker Trucks: The Postwar Years, Appendix I”, by Fred K. Fox, p. 1. 76. 47 Ibid. Bonsall, p. 3. 77. Critchlow, p. 1. 80. Bonsall, p. 3. 77. Langworth/Fox, p. Foster, Patrick R., Studebaker The Complete History, Motorbooks, 2. Critchlow. 1. 78. Langworth/Fox, p. Fox, Fred, “Studebaker’s 1. Series 8. E Transtar Trucks, The End of the Line, Part 2,” Turning Wheels, Studebaker Drivers Club, August 2. NOTE: If you have a contribution, correction, question or comment, please EMAIL SKIP LACKIE(click.
0 Comments
Leave a Reply. |
AuthorWrite something about yourself. No need to be fancy, just an overview. Archives
August 2017
Categories |