Plusieurs Photos : Les Studebaker

bonjour !

STUDEBAKER
1852-1967
(Wikipedia & Mes photos !)

Studebaker était une compagnie américaine fabriquant des chariots tirés par des chevaux, des automobiles et des camions qui s'est constituée en société le 16 février 1852 à South Bend en Indiana. La compagnie a abandonné le marché automobile en 1966.

30s Studebaker
1930-1939

34


Champion
1939-1958

The Champion was an automobile of the Studebaker Corporation of South Bend, Indiana. Production for the model began at the beginning of the 1939 model year and continued until 1958, when the model was phased out in preparation for the 1959 Studebaker Lark. Prior to that time, Studebaker had been placed under receivership, and the company was trying to return to a profitable position.

Success of the Champion in 1939 was imperative to Studebaker’s survival following weak sales during the 1938 model year.

Unlike most other cars, the Champion was designed from a "clean sheet"; that is, having no restrictions caused by necessarily utilizing older parts or requiring the subsequent use of its components in heavier vehicles. Careful market research guided the selection of features, but a key principle adhered to was the engineering watchword "Weight is the enemy." For its size, it was one of the lightest cars of its era; its main competitor in this regard being the Willys Americar, which did not have so thoroughgoing a design process. And the engineering was good; its compact straight-6 engine was maintained to the end of the 1964 model year (with a change to an OHV design in 1961).

The Champion was one of Studebaker's best-selling models by virtue of its low price (US$660 for the two-door business coupe in 1939), durable engine and styling. Styling for the car was handled by industrial designer Raymond Loewy who was under contract with Studebaker for the design of their automobiles. Champions won Mobilgas economy runs by posting the highest gas mileage tests. During World War II, Champions were coveted for their high mileage in a time when gas was rationed in the United States. From 1943 to 1945 the Champion motor was used as the powerplant for the unique Studebaker M29 Weasel personnel and cargo carrier, which also used four sets of the Champion's leaf springs arranged transversely for its bogie suspension.
1950 Studebaker Champion convertible

In 1946, Studebaker built a limited number of cars based on their 1942 body shell in preparation of its new body and design roll out in 1947. All Studebakers built in 1946 were designated Skyway Champion models.

In 1957, the Champion Scotsman, a stripped down Champion, was introduced by Studebaker in an attempt to compete with the Big Three and Nash in the low price field. Shortly after its introduction, the car was redesignated the Studebaker Scotsman.

49


50


51


52


53


54


Commander
1927-1935
1937-1958
1964

The Studebaker Commander is the model-name of a long succession of automobiles produced by the Studebaker Corporation of South Bend, Indiana (USA) and Studebaker of Canada Ltd of Walkerville and, later, Hamilton, Ontario (Canada). Studebaker began using the Commander name in 1927and continued to use it until 1964, with the exception of 1936 and 1959-63. The model-name was applied to various positions in the company's product line-up from year to year.

31


53


Coupe Express


The Studebaker Coupe Express was a pickup truck, produced by the Studebaker Corporation of South Bend, Indiana between 1937 and 1940. Unlike other concurrent pick-up trucks, the coupe express mated Studebaker's passenger car styling to a full size truck bed.

The Coupe Express was created by using the Studebaker Dictator passenger car frame, running gear, and front sheet metal. A new body stamping was made to form the cab back. An all steel pickup box was built for the pickup models. The model was sold as a cab and chassis, with rear fenders attached, so a service box could be fabricated by the end user (such as a plumber, or depot hack).

The truck was powered by the larger of Studebaker's L-head six cylinder flathead engines and mated to a 3-speed manual transmission. Studebaker offered a Borg-Warner 3-speed transmission with overdive as an option. Other options included, a radio, heater, wire reinforced sliding back window and turn indicators. Three wheel options were available including a stamped steel disc wheel, a stamped steel 'artillery' spoked wheel, and wire wheels.

Production for the 1937 model year was approximately 3,000 units.

The truck's passenger cab was restyled in 1938 to reflect the modernized passenger car sheet metal resulted a slightly longer pickup bed. Production for 1938 was approximately 1,200 units.

The 1939 model was again remodeled to reflect Studebaker's annual design updates. Production was approximately 1,000 units. The Coupe Express model was discontinued after the 1939 model year, and Studebaker did not offer a successor model for 1940.

Studebaker introduced the M-Series pickup truck 1941, while the company used the Coupe Express name in advertising for a time, but no M-Series trucks were ever officially designated as the Coupe Express.

39


Lark
1959-1966

The Lark was a pioneering "compact car" designed and built by Studebaker and introduced as a 1959 model.

From its introduction in 1959 until 1962, the Lark was a product of the Studebaker-Packard Corporation. In mid-1962, the company dropped "Packard" from its name and reverted to its pre-1954 name, the Studebaker Corporation. In addition to being built in Studebaker's South Bend, Indiana, home plant, the Lark and its descendants were also built in Hamilton, Ontario, Canada from 1959 to 1966 by Studebaker of Canada Limited. The cars were also exported to a number of countries around the world as completed units and completely knocked down (CKD) kits.

Lark-based variants represented the bulk of the range of models produced by Studebaker after 1958 and sold in far greater volumes than the Hawk family sports car and the later Avanti. The company, which celebrated its 100th anniversary in 1952, ceased auto production in 1966.

62


64


President
1926-1942
1955-1958

The Studebaker President was the premier automobile model manufactured by the Studebaker Corporation of South Bend, Indiana (USA) during the 1926 to 1942 model years. The nameplate was reintroduced in 1955 and used until the end of the 1958 model when the name was retired.

Prior to mid-1926, Studebaker’s premium model was the Studebaker Big Six. The first automobile bearing the name President was unveiled on July 23, 1926, designated as the ES model in internal Studebaker memos.[1] It was powered by a 354-cubic-inch (5,800 cc) six-cylinder engine until the appearance in January 1928 of the smaller and smoother straight-eight engine of 312.5 cubic inches (5,121 cc).[2] Albert Russel Erskine, Studebaker’s president, spared no expense in his goal of making the President the finest automobile on the American road. Presidents produced from 1928 to 1933 established land speed records, some of which went unbroken for three and a half decades.
The primary advance of the 1931 engine was that the crankshaft was drilled for oil passage to each of its nine large main bearings. At this time, the straight-eight engines of other firms had only five bearings; connecting the crank throws of every pair of cylinders between said bearings, their crankshafts had a heavy diagonal beam to take the stress, and the lubrication of the bearings was not as effective. Other advances for performance were that the valves had spring dampers and the muffler was a straight-through type. With these improvements the engine achieved 122 horsepower (91 kW). It also had modern filters for air, oil, and fuel, an improved thermostat, and a Lanchester vibration damper.

In 1932, Studebaker introduced "Ovaloid" headlights which were oblong in shape and made identification of the President and other "senior" Studebaker models easier. Presidents manufactured in this era were considered to rival more expensive marques such as Cadillac, Packard and Chrysler’s Imperial model range. Studebaker went into receivership during 1933-34, Erskine and the era of the big, impressive President came to an abrupt end.

For 1934, Studebaker trimmed its model lineup and streamlined its vehicles. The company designed a new body, the Land Cruiser, which was offered on the Dictator, Commander and President. The Land Cruiser models were easily identified by their extreme streamlining features, unusual 4-piece rear window, trunk and the full fender skirts on the rear of the vehicle. The new Presidents were smaller and less impressive than their predecessors, though still fine automobiles.

For 1935, Presidents and Commanders offered an optional steel sliding roof similar to sunroofs common on vehicles today. In 1936, all Studebaker cars featured the "Planar" suspension system, and offered the "Startix" automatic engine-starting system as an optional accessory. Vehicles manufactured from 1936 also showed the influence of industrial designer Raymond Loewy, who was hired as Studebaker’s design consultant, and Helen Dryden who specialised in interior styling.[4] Studebaker made its Hill-Holder device (an anti-rollback brake system) standard on the President in that year.

In 1938, the company offered a remote-controlled "Miracle-Shift" transmission which featured a dashboard-mounted shifter. The unit was discontinued in 1939 when the transmission shift lever was moved to the steering column.

For 1941, the President received a new body style, a four-door sedan with rear-opening rear doors, as opposed to the then-conventional front-opening (suicide) rear doors. This vehicle was designated the Skyway President, recognizable by its concealed running-boards and lack of rear quarter-windows. This style continued for the shortened 1942 model, after which the President was discontinued. The Skyway designation was, however, used for shortened 1946 Studebaker Champions.

Studebaker reintroduced the President nameplate in 1955 when it was applied to all premium-trimmed vehicles. The most noteworthy of these later Presidents was the 1955 Studebaker Speedster. The name was discontinued after the 1958 model year, when Studebaker began focusing on the compact Studebaker Lark.

56


Silver Hawk
1957-1959

The Studebaker Silver Hawk was an automobile produced between 1957 and 1959 by the Studebaker Corporation of South Bend, Indiana. The Hawk was also produced in 1956. There were four versions, pillared Flight Hawk and Power Hawk, and hardtop Sky Hawk and Golden Hawk. The Silver Hawk model was not produced in 1956, the first year of the Hawks. The same basic car was produced for two more years (1960 and 1961) as simply the Studebaker Hawk, since from 1959 onward no other Hawk models were being sold.

57


Transtar
1956-1958
1960-1963

Transtar was the model name given to the line of trucks produced by the Studebaker Corporation of South Bend, Indiana, from 1956 to 1958 and 1960 to 1963. The Transtar name was first introduced for the 1956 (2E series) model year in 1/2-ton, 3/4-ton, 1-ton, 2-ton, and 2-ton heavy duty capacities. The three smaller models were available with factory-built pick-up bodies. The basic styling of these trucks dated back to the 1949 models, though they had received some styling and engineering changes in 1954 and 55. The Transtar name continued to be used on most of the 1957-58 3E series trucks, though a stripped-down Studebaker Scotsman model without the Transtar name was introduced in the 1958 model year. The 57-58 Transtars received an aggressive new fiberglass grille that attempted (largely successfully) to make Studebaker's outdated cab design look fresh and new. For now-unknown reasons, the Transtar name was dropped for the 1959 4E series Studebaker trucks and changed to Deluxe.

For 1960, Studebaker introduced a new line of 1/2-ton and 3/4-ton trucks under the name Studebaker Champ. The Champs used front-end and cab sheetmetal from the 1959-60 Lark passenger cars, mated to their existing light-duty truck chassis and drive trains. The Champs were created in response to the Ford Ranchero (introduced in 1957) and Chevrolet El Camino (introduced in 1959), which used passenger car styling and features in a light-duty pickup truck. The Transtar name reappeared on Studebaker's medium- and heavy-duty trucks (1- and 2-ton) for 1960, and continued to be used on these trucks up through its 1964 models. Studebaker suspended production of all of its truck models when it closed its United States factory in December 1963.

56

34 et 53

Voici une Commander 1953 Kustom que j'aime bien :





Il est rare que j'aime un char avec un top choppé mais celui la ça lui va a merveille.

le 1964 noir convertible est un daytona mon pere en a un un semblabe

Mr.Gasser a écrit:Voici une Commander 1953 Kustom que j'aime bien :





Il est rare que j'aime un char avec un top choppé mais celui la ça lui va a merveille.

Un pur délice

Mon ami Yvan Cloutier de Ste-Perpétue de l'Islet Pis c'en est un beau