By lateStudebaker realized it would have to make some changes. The 2R series line had been in production for five years and had become dated, and would be spruced up for the Studebaker truck line. In addition, the market conditions had changed and sales were lagging badly. The fact is the truck division had become stagnant. Though the reasons for this are somewhat unclear, it may have been the result of president Paul Hoffman's departure, which ironically came just as the trucks were being introduced in May Hoffman was a strong proponent of the truck division and without his support and encouragement, it quickly fell on hard times.
Additionally, Studebaker was struggling in its automobile division. A proposed model-N car, scheduled for production inwas scrapped after hundreds of thousands of dollars had been spent on it, and all-new s were rushed into production with near-disastrous results. Sheetmetal stampings on the coupes and hardtops could not be fit properly and by the time this was worked out in Januarypublic enthusiasm had begun to wane. As a result of management's failures, the new truck line did not get under way until February.
The half-ton pickup models were designated 3R5 for those powered by the Champion six and 3R6 for those with the The two most visible design changes were the one-piece curved windshield and the restyled ivory-colored grille featuring four horizontal openings. Headlights were set into the grille with small parking lights positioned below. An oval "Studebaker" nameplate was placed at the back edge of the hood on both sides.
Bumpers and wheels were painted ivory, and unadorned moon-shaped chrome hub caps, borrowed from the Commander passenger car, were used. The instrument panel was all new and featured round gauges. Strangely, some items standard on the earlier 2R series were extra-cost options on the 3R. These included the right-hand sun visor and arm rest, and the door-activated dome light. No significant changes were made in the mechanical components of the truck.
Because of the short eight-month production run and general decline in business, sales of the 3R5 and 3R6 dipped to 2, and 1, respectively, making these among the rarest postwar Studebaker trucks. The biggest news for the models was the introduction of the Studebaker "Econ-O-Miser" V-8 in the half-ton line. This cubic-inch overhead engine had been first used in the Commander and had proven quite reliable.
The E7 also had dual electric wipers, a pushbutton starter with automatic transmissionand a three-spoke dished steering wheel. The Commander engine was still available as an E6 model, though most were sent overseas.
The standard rear axle ratio for all half-tons was changed to 4. Prev NEXT. The new Studebaker trucks, dubbed the 3R, had a single-pane windshield and other changes. Related Studebaker Coupe-Express.Images are general in nature and may not reflect the specific vehicle selected. Introduced in mid as models, the Bob Bourke-designed 2R series Studebaker trucks were the closest thing yet to fully integrated styling on a pickup.
Under the hood was the same cid flathead six that was in the current production Champion cars.
1953 to 1954 Studebaker Vehicles for Sale
Forthe engine was upped to 85 horsepower with increased compression, but it was a year later that the biggest improvement came along in the form of the cid six-cylinder. With horsepower on tap for this optional engine, the Studebaker truck finally had ample power in all light duty models. The 2R series continued with just minor annual changes untilwith the advent of the 3R.
Even then, changes were mostly cosmetic, with a one-piece windshield and a new grille. With a new moniker of the E-Series inthe biggest news was the availability of a V-8 engine. Additionally, the V-8 could also be had with an automatic transmission—another first for Studebaker. Other E-Series changes included a larger rear window and availability of two-tone paint. The biggest change for was to volt electrical systems.
The 3E series for ushered in yet another new grille, this time a massive full-width affair made of Fiberglas. The 3E series continued throughbut in it benefitted from an economical sibling called the Scotsman.
One could make the argument that it was the first retro-styled truck, as it was for all intents and purposes a stripped down 2R5. The Scotsman lasted two years, when all Bourke-designed light duty trucks were retired—although the medium and heavy duty trucks continued to use this cab.
New for in light duty trucks was the Champ. If it looked like a Lark car modified to be a pickup, it basically was. With Studebaker on the financial ropes since the mids, the design department had a shoestring budget to deliver anything that looked newer for a pickup. Initially, the same engines from the 3E pickups were carried over, but in the six was now the overhead valve unit from the Lark.
The original Bourke-designed fender side box was the only one available initially, but the next year saw the addition of the Spaceside—the former Dodge Sweptline box for which Studebaker bought the tooling. Neither one integrated well with the Lark-based cab. The Champ carried the torch for Studebaker until they exited the pickup market entirely in For all Hagerty Insurance clients: The values shown do not imply coverage in this amount. In the event of a claim, the guaranteed value s on your policy declarations page is the amount your vehicle s is covered for, even if the value displayed here is different.
If you would like to discuss your Hagerty Insurance policy, please call us at This history of Studebaker trucks is an attempt to bring together in one document a reasonably comprehensive chronology of Studebaker truck developments and production.
It will focus on such information as model and series numbers, engines and tonnages in each model, major developments and improvements, company developments that affected truck production and design, unique identification features, and production quantities. It specifically will not address such details as colors, optional equipment, or authenticity concerns. Studebaker offered around a dozen different truck models each year during most of the post-War period, and also offered an ever-changing range of different transmissions, axle ratios, tire sizes, and wheelbases in most of them.
The list of available optional equipment, sparse before the War, became very extensive during the long production of 2R-series trucks, and stayed that way thereafter. Many of these options were available for several years, but some transitioned back and forth between being standard equipment and optional at extra cost.
Color combinations often were revised every year. Keeping track of exactly what could be ordered on a given model of Studebaker truck is beyond the scope of this history.
Those wishing information on one particular year or model of Studebaker truck should purchase the particular copy of TW that describes their vehicle of interest. Many of these back issues are still available from the club.
This history of Studebaker trucks is written in a more or less narrative style. What that means is that in order to save space, truck features that were continued from one year to the next may not be discussed in the chapter covering the later year. Those interested in information about a single model year may have to review the contents of the previous chapter or two.
Classic Studebaker Vehicles for Sale
Most of the information and data included herein came from Studebaker factory publications: sales literature, parts books, price lists, specification books, service bulletins, service letters, and sales letters. Other sources were used in those cases where no factory data from this document were available. Many of the details about pre-War Studebaker trucks were provided by historian Richard T. Quinn personal communication, Specific information items and data drawn from a single source are referenced.
Appendix A lists Studebaker truck models, available engines, and wheelbases by model year. Photos are especially requested of original or authentically restored trucks, including pictures of underhood and interior areas. It must be noted, however, that many of the trucks pictured have been heavily modified by owners in the years since they were built.
Founded in and incorporated in under the name of the 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 60 years. During the s and s, it was also a major manufacturer of light- and medium-duty trucks in North America. Studebaker entered the automotive business in with electric vehicles and in with gasoline vehicles, all sold under the name "Studebaker Automobile Company".
The first gasoline cars to be fully manufactured by Studebaker were marketed in August During the periodthe company produced a series of panel and open express trucks and jitney busses based on its then-current passenger car models. Larger one-ton models appeared inand were available as an express truck, stake truck, and passenger bus. Studebaker dropped their commercial vehicle line afterand did not re-enter the truck market for a decade.
Beginning inthe company began to offer long-wheelbase versions of several of its passenger car chassis for use as busses. A small number of these were used as the foundation for fire trucks built by outside firms.210 PHX 1953 Studebaker
InStudebaker began production of a full line of light delivery cars, ambulances, hearses, and busses based on their current line of passenger cars, but did not offer any heavier-duty vehicles.Studebaker, Yellow Coach a GM company and International Harvester all submitted designs that were accepted and went into production in Studebaker was the primary manufacturer, which builtof them at their South Bend IN plant, while REO produced 22, more at their Lansing, Michigan plant from under a sub-contract.
REO trucks are identical to Studebakers, but REO only built cargo-model trucks with the long wheelbase and without the front-mounted winch, more specifically referred to as the US6 U9.
All production by both manufacturers ended in The US6 was manufactured primarily for export under Lend-Lease. The Soviet Union would become the largest foreign operator. The truck fulfilled many important roles in service with Soviet military forces during the war, such as towing artillery pieces and anti-tank guns and transporting troops over long distances. It was renowned for its overall ruggedness and reliability, including its ability to run on poor-quality fuel.
The Soviet Red Army also found them to be a suitable platform for conversion into Katyusha rocket launchersalthough this was not their main purpose. The truck became affectionately known as the Studer by Soviet troops and was even recognised of its importance to the Soviet war effort by Joseph Stalinwho sent a personal letter of appreciation to Studebaker, in which he thanked them for the superb quality of the US6 for Soviet service.
A conservative-type and highly-reliable engine with a compression ratio of only 5. This same engine was also used in the M3 Scout Car and, later, M8 Greyhound and M20 armoured cars the latter was a variant lacking the gun turret of the M8 Greyhound. The Warner T 93 5 speed transmission had a very low first, a direct fourth and an overdrive fifth gear. The Timken T transfer case had high and low ranges, a neutral position and could either engage or disengage the front axle.
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There was one output shaft mounted forward to the front axle not used in 6x4 trucks and two to the rear, with one for each rear axle. Both front and rear axles were of the Timken split-type with a ratio of 6.
The front axle had ball-type constant-velocity joints while the two at the rear were full-floating. The US6 had a ladder frame with three beam axlesthe front on semi elliptical leaf springsthe rear tandem on quarter elliptical leaf springs with locating arms. There were two wheelbases, the short inches 3. All models had 7. These vent windows were separate from the main window that rolled down into the door-frame and could be swung out to help with the truck cab's ventilation.
Studebaker also designed the open-type military truck cab which was featured on the GMC CCKW later modelsbut their major customer, the USSR, preferred the closed cab for their generally harsh cold-weather climate.Within each tonnage rating, these trucks were all fairly similar, since Studebaker was in dire financial straits during this entire period and invested virtually nothing to update its truck division products.
For the and models, all Studebaker trucks were called Transtar. The most distinctive characteristic of Studebaker E-series trucks is the cab, which remained unchanged through the models. With only two changes - a one-piece windshield in for the preceding 3R series and a larger rear window in for the first E series — it was essentially the same cab as was introduced on the 2R series in mid as a model.
The 2E received a new hood, with the "Studebaker" script now on a secondary chrome grille mounted up high. The front turn signals were also incorporated in the grille, beneath the headlights.
To save money, it used a modified version of the grille and was spartan in almost every way. ForE-series trucks received their only major restyling. Larger trucks came with V8s only.
The short cab length was achieved by deleting the fiberglass grille, flattening the front of the hood, and applying a very distinctive flat nose below the hood. This model was produced in response to some state laws that restricted the overall length of tractor trailers, and thus permitted the use of longer trailers. Production of these models were very low, although they continued to be available until the end in From Wikipedia, the free encyclopedia.
Studebaker E-series truck Studebaker 2E. Studebaker Truck History. Studebaker Drivers Club. Retrieved Vehicles Category. Nance Sherwood Egbert Brooks Stevens. Categories : Studebaker vehicles Pickup trucks. Hidden categories: Commons category link is on Wikidata. Namespaces Article Talk.Classic Studebaker Vehicles for Sale.
Classifieds for Classic Studebaker Vehicles. New listings are added daily. Now showing page 1 of Founded before the Civil War as a maker of horse-drawn carriages, American manufacturer Studebaker began selling horseless carriages shortly after the turn of the twentieth century. The company manufactured a variety of cars, wagons and military vehicles. Today, Studebaker is fondly remembered for the curvy, sweeping designs of the Starlight, Champion and Commander models of the late s and s.
Studebaker merged with luxury automaker Packard in the late s; Packard soon folded thereafter. Studebaker introduced the Lark in and the controversial Avanti inbut ongoing financial difficulties forced the company out of business in Browse Category.
Search Tools. Set an Alert. Auction Vehicle. Cool classic rides has just consigned to sell this very rare Studebaker 4E Scotsman pickup. Been in a North Carolina barn since Priced to sell. Vehicle Condition Grade: 4 This Studebaker was garage kept all its life. Represented to us as 44, Complete Olds Toronado drivetrain--Yes You are looking at a very rare Studebaker Pickup. It is a fairly solid pickup with a V8 Chevy In the late s the president of Studebaker, Albert Erskine, dreamed of adding a new 8-cylinder f Like new inStart conversations and build trust.
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Studebaker US6 2½-ton 6x6 truck
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