Studebakers FTW!

[scandal 951]

Studebaker.

What does the name conjure in your mind? Have you ever heard of the brand?

No doubt if you're under, say, 40 - you may never have heard of it. Or if you have - you associate it with some has-been flop. Like the Ford Edsel. Or AMC Gremlin.

I'd never thought much of it either, until we toured the Studebaker Museum in South Bend IN a few weeks ago.

Did you know that Studebaker was an American corporation for over 100 years - from the 1850s to the 1960s?

That it was the only company to successfully transition from the horse and buggy era to the automobile? People like to joke about the buggy makers who all went broke when the auto age dawned. Most did. Studebaker did not.

Did you know that Studebaker was developing electric cars in the early 20th century, and believed electric power to be superior to the gasoline internal combustion engine?

And did you know that Studebaker contributed successful vehicles to the US war efforts in WWI and WWII?

And finally - did you know that Studebaker went bankrupt during the Depression, only to emerge from bankruptcy and thrive during the 1940s and early 50s?

In the end what finally killed the company was overly generous contracts with their employees. They simply could not contain their labor costs and were uncompetitive against the remaining Big Three. Had it not been for that, Studebaker might be a brand still competing with Lexus and BMW today.

http://www.studebakermuseum.org/history.asp

The History of the Studebaker National Museum

The Early Years

The Beginning

The H & C Studebaker blacksmith shop opened in 1852 at the corner of Michigan and Jefferson Streets in what is now the heart of downtown South Bend, Indiana. Henry and Clement Studebaker's blacksmith shop would turn into the Studebaker Manufacturing Company in 1868, and would eventually become the largest wagon manufacturer in the world. Studebaker would also be the only manufacturer to successfully switch from horse-drawn to gasoline powered vehicles. Photo shows Henry and Clement's first shop.

A Family Affair

The Studebaker Brothers. Clem, Henry, J.M., Peter and Jacob. John Mohler Studebaker returned from California in 1858 where he made wheelbarrows for gold miners, and invested his earnings in the business. At this time, the brothers were filling wagon orders for the U.S. Army, and would continue to do so throughout the Civil War. By 1887, sales would eclipse two million dollars and by 1885 production would top 75,000.

The photograph shows The Studebaker Brothers: Clem, Henry, J.M., Peter and Jacob.

The Electric Car

Thomas Edison purchased the second electric car produced by Studebaker. Studebaker eased their way into the automobile market after the turn of the century introducing an electric car in 1902. Gasoline-powered Studebakers came in 1904 produced by the Garford Company in Ohio and marketed under the name Studebaker-Garford.

In 1911, Studebaker would join forces with the Everitt-Metzker-Flanders Company of Detroit to form the Studebaker Corporation. Studebaker sold automobiles under the EMF and Flanders names until 1913; from thereafter, all new cars carried the Studebaker name. Studebaker was still producing wagons, and would do so until 1920, at which time automobile production was moved from Detroit to South Bend.

Photo shows Thomas Edison, left, who purchased the second electric car produced by Studebaker.

The 1931 President Roadster

During this time, Studebaker built automobiles in the medium-price-field. In 1927, Studebaker introduced the Erskine; a small car designed for the European market, and purchased luxury automaker Pierce-Arrow. The Great Depression, combined with questionable management decisions lead to Studebaker going into receivership in 1933. They would emerge from receivership under Studebaker Vice-Presidents Paul Hoffman and Harold Vance.

Pictured is the 1931 President Roadster

Raymond Loewy

Throughout his career at Studebaker, Raymond Loewy produced many of the revolutionary designs that Studebaker was famous for. Raymond Loewy's relationship with Studebaker began in 1936. Raymond Loewy Associates held the Studebaker account from 1936-1955, with the first RLA designs being the 1938 models. RLA would also style the successful 1939 Champion, which marked Studebaker's first successful foray into the low-priced field.

The Amphibious Weasel

The Amphibious Weasel was used widely by the United States in World War II. Defense contracts during World War II had Studebaker building B-17 Flying Fortress engines, US6 6x6 military trucks, and the M29 and M29C "Weasel".

Pictured is The Amphibious Weasel

A Shift in Direction

Civilian Trucks

Having produced military trucks during WWII, Studebaker was able to resume civilian truck production quickly. M-Series trucks, introduced for 1941, would continue through 1948. The 2R series debuted for 1949 and was an immediate hit. The Transtar appeared for 1956, and the Lark-based Champ came in 1960.

Pictured is a 1947 M5Coupe Express

1950 "Bullet Nose" Land Cruiser

New styling marked Studebaker's return to automobile production after WWII. While all prewar manufacturers resumed production with warmed-over prewar models, Studebaker introduced new styling for the 1947 model year, highlighted by the wraparound rear-windowed Starlight Coupe. The 1950 models introduced the famous "bullet nose" styling, while 1951 marked the introduction of the Studebaker V8.

Pictured is a 1950 "Bullet Nose" Land Cruiser

1953 Champion Starliner Hardtop

The "Loewy Coupes" came in 1953. Styled by RLA Design Chief Bob Bourke, these automobiles would evolve into the 1955 Speedster and finally into the 1956-1964 Hawk line.

Pictured is a 1953 Champion Starliner Hardtop

1955 Speedster

Due to a number of factors, Studebaker's finances were poor by 1954, leading to a merger with Packard. Studebaker-Packard would fare no better, as Studebaker would lose 43 million dollars in 1956, and Packard disappeared altogether after 1958.

Pictured is a 1955 Speedster

1959 Lark Regal Hardtop

Studebaker would rebound in 1959, introducing the compact Lark. Much like the Champion of 20 years earlier, the Lark was a success, pushing Studebaker back into the black.

Pictured is a 1959 Lark Regal Hardtop

The later Years

1963 Gran Turismo Hawk

By 1961, however, Studebaker would be back in the loss column. They countered with the new Gran Turismo Hawk for the 1962 model year, styled by Brooks Stevens.

Pictured is a 1963 Gran Turismo Hawk

1963 Studebaker Avanti

The Studebaker Avanti debuted as a 1963 model. Styled under Raymond Loewy, the Avanti featured disc brakes, optional supercharged engines, and a fiberglass body. Studebaker's financial problems continued, however. In December 1963, Studebaker closed its South Bend plant. Production continued through March 1966 at the Hamilton, Ontario, Canada plant, where a blue and white 1966 Cruiser marked the end of 114 years of Studebaker vehicle production.

[IR5FORMUMSIE 850]

Studebaker.

What does the name conjure in your mind? Have you ever heard of the brand?

No doubt if you're under, say, 40 - you may never have heard of it. Or if you have - you associate it with some has-been flop. Like the Ford Edsel. Or AMC Gremlin.

I'd never thought much of it either, until we toured the Studebaker Museum in South Bend IN a few weeks ago.

Did you know that Studebaker was an American corporation for over 100 years - from the 1850s to the 1960s?

That it was the only company to successfully transition from the horse and buggy era to the automobile? People like to joke about the buggy makers who all went broke when the auto age dawned. Most did. Studebaker did not.

Did you know that Studebaker was developing electric cars in the early 20th century, and believed electric power to be superior to the gasoline internal combustion engine?

And did you know that Studebaker contributed successful vehicles to the US war efforts in WWI and WWII?

And finally - did you know that Studebaker went bankrupt during the Depression, only to emerge from bankruptcy and thrive during the 1940s and early 50s?

In the end what finally killed the company was overly generous contracts with their employees. They simply could not contain their labor costs and were uncompetitive against the remaining Big Three. Had it not been for that, Studebaker might be a brand still competing with Lexus and BMW today.

http://www.studebakermuseum.org/history.asp

The History of the Studebaker National Museum

The Early Years

The Beginning

The H & C Studebaker blacksmith shop opened in 1852 at the corner of Michigan and Jefferson Streets in what is now the heart of downtown South Bend, Indiana. Henry and Clement Studebaker's blacksmith shop would turn into the Studebaker Manufacturing Company in 1868, and would eventually become the largest wagon manufacturer in the world. Studebaker would also be the only manufacturer to successfully switch from horse-drawn to gasoline powered vehicles. Photo shows Henry and Clement's first shop.

A Family Affair

The Studebaker Brothers. Clem, Henry, J.M., Peter and Jacob. John Mohler Studebaker returned from California in 1858 where he made wheelbarrows for gold miners, and invested his earnings in the business. At this time, the brothers were filling wagon orders for the U.S. Army, and would continue to do so throughout the Civil War. By 1887, sales would eclipse two million dollars and by 1885 production would top 75,000.

The photograph shows The Studebaker Brothers: Clem, Henry, J.M., Peter and Jacob.

The Electric Car

Thomas Edison purchased the second electric car produced by Studebaker. Studebaker eased their way into the automobile market after the turn of the century introducing an electric car in 1902. Gasoline-powered Studebakers came in 1904 produced by the Garford Company in Ohio and marketed under the name Studebaker-Garford.

In 1911, Studebaker would join forces with the Everitt-Metzker-Flanders Company of Detroit to form the Studebaker Corporation. Studebaker sold automobiles under the EMF and Flanders names until 1913; from thereafter, all new cars carried the Studebaker name. Studebaker was still producing wagons, and would do so until 1920, at which time automobile production was moved from Detroit to South Bend.

Photo shows Thomas Edison, left, who purchased the second electric car produced by Studebaker.

The 1931 President Roadster

During this time, Studebaker built automobiles in the medium-price-field. In 1927, Studebaker introduced the Erskine; a small car designed for the European market, and purchased luxury automaker Pierce-Arrow. The Great Depression, combined with questionable management decisions lead to Studebaker going into receivership in 1933. They would emerge from receivership under Studebaker Vice-Presidents Paul Hoffman and Harold Vance.

Pictured is the 1931 President Roadster

Raymond Loewy

Throughout his career at Studebaker, Raymond Loewy produced many of the revolutionary designs that Studebaker was famous for. Raymond Loewy's relationship with Studebaker began in 1936. Raymond Loewy Associates held the Studebaker account from 1936-1955, with the first RLA designs being the 1938 models. RLA would also style the successful 1939 Champion, which marked Studebaker's first successful foray into the low-priced field.

The Amphibious Weasel

The Amphibious Weasel was used widely by the United States in World War II. Defense contracts during World War II had Studebaker building B-17 Flying Fortress engines, US6 6x6 military trucks, and the M29 and M29C "Weasel".

Pictured is The Amphibious Weasel

A Shift in Direction

Civilian Trucks

Having produced military trucks during WWII, Studebaker was able to resume civilian truck production quickly. M-Series trucks, introduced for 1941, would continue through 1948. The 2R series debuted for 1949 and was an immediate hit. The Transtar appeared for 1956, and the Lark-based Champ came in 1960.

Pictured is a 1947 M5Coupe Express

1950 "Bullet Nose" Land Cruiser

New styling marked Studebaker's return to automobile production after WWII. While all prewar manufacturers resumed production with warmed-over prewar models, Studebaker introduced new styling for the 1947 model year, highlighted by the wraparound rear-windowed Starlight Coupe. The 1950 models introduced the famous "bullet nose" styling, while 1951 marked the introduction of the Studebaker V8.

Pictured is a 1950 "Bullet Nose" Land Cruiser

1953 Champion Starliner Hardtop

The "Loewy Coupes" came in 1953. Styled by RLA Design Chief Bob Bourke, these automobiles would evolve into the 1955 Speedster and finally into the 1956-1964 Hawk line.

Pictured is a 1953 Champion Starliner Hardtop

1955 Speedster

Due to a number of factors, Studebaker's finances were poor by 1954, leading to a merger with Packard. Studebaker-Packard would fare no better, as Studebaker would lose 43 million dollars in 1956, and Packard disappeared altogether after 1958.

Pictured is a 1955 Speedster

1959 Lark Regal Hardtop

Studebaker would rebound in 1959, introducing the compact Lark. Much like the Champion of 20 years earlier, the Lark was a success, pushing Studebaker back into the black.

Pictured is a 1959 Lark Regal Hardtop

The later Years

1963 Gran Turismo Hawk

By 1961, however, Studebaker would be back in the loss column. They countered with the new Gran Turismo Hawk for the 1962 model year, styled by Brooks Stevens.

Pictured is a 1963 Gran Turismo Hawk

1963 Studebaker Avanti

The Studebaker Avanti debuted as a 1963 model. Styled under Raymond Loewy, the Avanti featured disc brakes, optional supercharged engines, and a fiberglass body. Studebaker's financial problems continued, however. In December 1963, Studebaker closed its South Bend plant. Production continued through March 1966 at the Hamilton, Ontario, Canada plant, where a blue and white 1966 Cruiser marked the end of 114 years of Studebaker vehicle production.

What's up with all the talk of Studebakers, are we doing Checker next?

[NickD 203]

Well over 3,000 car companies collapsed during the depression, the Winston, a very fine car was made just north of Chicago in Zion, IL. After WWII we had Hudson, Crosley, Kaiser-Frazer, plus Studebaker.

Crosley was way ahead of it's time advertising this strange notion of fuel economy in a practical built automobile ideal for city traffic, that went over like a lead balloon.

I as particularly found of the Frazer, a car that was every bit of luxurious as a Cadillac.

Nash's to me looked like upsidedown bathtubs.

And the back of a Studebaker looked like the front end of most cars of that era, couldn't tell if it was coming or going.

With GM and Chrysler going haywire, may only be left with Ford, but in regards to major car production, Ford started it all, may end up that way as well.

What's most interesting today, it cost less to produce a vehicle including inflation then it cost in 1965, practically all automation in assembly replacing thousands of hand jobs. Big problem is government intervention, spend more time hacking through zillions of government regulations than actual design work. IRS also takes a big bite by not letting you deduct transportation to and from work or school with some nasty stuff going on with oil. Complex hand built mechanical control functions have all been replaced with dirt cheap electronics made in China. And to repair any component on todays vehicles, you need a can opener to even try, or just pitch it in a trashcan so they can b!tch about recycling. Major criteria in new car design today, is to ease on recycling limiting the materials you can chose from. Make it cheap, make it easy to recycle is the name of the game, today. And the EPA doesn't give a damn about fuel economy.

[NickD 203]

Yet another killer is the vast proliferation of components that have to be redesigned each year to meet EPA requirements, 25 years ago, when eight basic voltage regulators would serve 95% of the applications, today that number is over 3,000. This is only one of some odd 12,000 components used in the average vehicle. This drastically increases the inventory requirements and law requires these replacement be made available on the shelve for five years. This gives the IRS the opportunity to value those components at the retail value at tax time that is shown as profit, even though no profit was made until that component is sold. So you the consumer end up paying up to a hundred times as much as the manufacturing cost. And the auto makers are likewise going broke paying all those taxes, this act practically killed the rebuilding business, as old rotten cores that weren't even rebuilt yet were valued by the IRS at retail value.

My only conclusion is that those idiots you vote for are killing this country and bankrupting our major industries.

[Nagishkaw 510]

My father owned one back in the 40's.

[almaty 19]

i pawed on a girl once in the backseat at the drive-in..my friend, wayne had an old one, his first car..roomy backseat...just saying