Studebaker

US/ CDN, 1902 – 1966

(1) Studebaker Corp, South Bend, Indiana, 1902 – 1954

(2) Studebaker-Packard Corp, South Bend, Indiana, 1954 – 1964

(3) Studebaker Corp of Canada Ltd, Hamilton, Ontario, 1964 – 1966

The brothers Henry and Clem Studebaker opened a blacksmith’s and wagon-building shop in South Bend in 1852, horse-drawn vehicles of their construction serving in both the American Civil War and World War 1, and production continuing until 1919. Their first Studebaker cars were electrics, made in modest numbers from 1902 to 1912: these Studebaker carwere joined in 1904 by the Model-C petrol Studebaker car, a typically American 16hp flat-twin with amidships engine, 2-speed gearbox, and chain drive. This Studebaker carwas followed a year later by a vertical 4 on more European lines, this Studebaker car was selling for $3.000. For the next few seasons, however, Studebaker electred to act as selling gents for Studebaker cars built to their order, and their more expensive offerings of Studebaker cars were built by Garford of Elyria. The cheaper machines were the EMF and Flanders built by the Everitt-Metzger-Flanders Co, and these two makes accounted for 9.700 Studebaker cars in 1910. 1913 saw a brace of Studebaker cars made at South Bend, both with sv monobloc engines, dual ignition, and electric lighting and starting: the 3-speed gearboxes on the Studebaker cars were mounted in unit with the back axles, and the 6-cylinder Studebaker car was claimed to be the first such car to retail in the USA for less than $2.000. In 1914 there was a smaller, 15/20hp Studebaker car with 3.2-litre 4 with coil ignition only. Studebaker sold over 45.000 Studebaker cars in 1915, and their sixth position in 1916 US sales was matched by a seventh place in 1920. 1919 was the last year for 4-cylinder Studebaker cars, and the 1920 Studebaker cars, while retaining separate gearboxes, abandoned the transaxle layout. Studebaker carmodels available were 6s of 4.7-litres and 5.8-litres, the latter establishing a line of really large 6-cylinder Studebaker cars which survived until 1928. An inexpensive 3.3-litre Studebaker Light 6 joined the range in 1921, and 1923 Studebaker cars had all-metal bodies with welded steel pressings. Balloon tyres were standardized on Studebaker cars in 1925, in which year contracting-type hydraulic front wheel brakes were an option: open Studebaker cars were made with permanent tops of the ‘California’ type and detachable side-curtains. Front wheel brakes were standard on the Studebaker carin 1926, but the Studebaker carcompany reverted to mechanical actuation in 1927, in which year a ‘compact’, the Studebaker Erskine, was marketed. Studebaker cars went after stock-car records in a big way in the later 1920s, an outstanding performance of a Studebaker car being 25.000 miles in 25.000 minutes. The 1929 range Studebaker cars consisted of two 6s, the ‘Studebaker Dictator’ and ‘Studebaker Commander’ (at $1.265 and $1.495 respectively), and a brace of straight-eights of 4-litres’ and 5.5-litres’ capacity. Pierce-Arrow was acquired by the Studebaker car company in 1928, but regained its independence five years later. In 1930 Studebaker cars, with Plymouth, pioneered the free wheel, offered initially on 8-cylinder Studebaker cars alone, but available throughout the range by the latter part of the year, when the cheapest Studebaker car, the Light 6, could be bought in England for £295.

Another compact Studebaker carappeared under the Rockne nameplate in 1932. Special versions of the ‘Studebaker President 8’ distinguished themselves in the Indianapolis 500-Mile Race. Cliff Bergere’s Studebaker Special finishing 3rd, while in 1933 6th to 12th places were filled by similar Studebaker cars. Studebaker cars went into receivership in 1933, but came back strongly in 1934 with an unattractively-styled three-model range of Studebaker cars – the 3.4-litre ‘Studebaker Dictator 6’, the 3.6-litre ‘Studebaker Commander 8’, and the 4.1-litre ‘Studebaker President 8 ‘, all with synchromesh, free wheel, and X-braced frames. Subsequent evolution of Studebaker cars followed accepted American lines: transverse independent front suspension, automatic overdrive, and hydraulic brakes once more in 1935: a hill-holder (modernized version of the sprag) in 1936: headlamps half-faired into the wings of the Studebaker car in 1938: and column change in 1939, when Raymond Loewy became responsible for the Studebaker car Corporation’s styling. 1939 was also the first year for one of America’s longest-lived modern economy cars, the 2.7-litre 6-cylinder sv ‘Studebaker Champion’ selling at $765. Fluid couplings was available on the 1942 Studebaker car range, which included Studebaker cars last straight-8s. The revolutionary post-war ‘coming or going’ style with wrap-around rear window on Studebaker cars was launched by Loewy on the 1946/ 1947 Studebaker cars with 2.8-litre and 3.7-litre 6-cylinder engines. Sales climbed to 239.000 Studebaker cars in 1949, and the inevitable ohv V8 – a relatively small one of 3.8-litres – replaced the bigger 6 in 1951 Studebaker cars. Studebaker car companys answer to the big battalions was the low and elegant line of the 1953 Studebaker cars, which unfortunately became more cluttered down the years, and finances were not impoved by the merger of the Studebaker car company with Packard in 1954. An interesting departure was the sporting ‘Studebaker Hawk’ coupé powered by Packard’s V8 engine and Ultramatic transmission in 1956: 1957 versions had blown Studebaker car engines, the only example of a factory-equipped super-charger (save the 1954 Kaiser) since the Graham. The Studebaker car company managed to get their ‘Studebaker Lark’ compact sedan tooled and into production in ten months in 1959, and this descendant of the old sv ‘Champion’ was the only Studebaker car now offered with the exception of the ‘Studebaker Hawk’. The small 6 Studebaker car achieved ohv at long last in 1961, and 1962 saw the exciting fiberglass-bodied ‘Studebaker Avanti’ coupé with disc brakes on the front wheels, a 4-speed gearbox, and optional supercharger. The Studebaker car annexed 29 stock-car records, including a flying mile at 168.15mph, but neither this nor the continuing ‘Lark’ range could save Studebaker cars. A wide choice of Studebaker car models – two 6s and three 8s – was listed for 1964, but early in the season South Bend stopped making Studebaker cars, and production was transferred to the Canadian plant which had been assembling Studebaker cars since 1912. Even as an ‘import’, the Studebaker car did not sell well: the last examples of the Studebaker car marque had 3.2-litre 6-cylinder and 4.7-litre 8-cylinder Chevrolet engines, but even these were abandoned in the spring of 1966. Production of the ‘Studebaker Avanti’ was continued on a small scale by an independent factory in South Bend.

Source: Georgano, encyclopedia of motorcar; MCS 

The information is written with the greatest of care. However, if you have any suggested amendments please contact us at office@prewarcar.com

Hotchkiss

France, 1903 – 1955

(1) Hotchkiss et Cie, St. Denis, Seine, 1903 – 1936

(2) Automobiles Hotchkiss, St. Denis, Seine, 1936 – 1955

The American Benjamin Berkeley Hotchkiss set up his ordnance Horchkiss car factory at St. Denis in 1867; the Hotchkiss cars were the result of an arm slump. The work of Terrasse, these first Hotchkiss cars were T-headed fours with pair-cast cylinders, 5-ball-bearing crankshafts, low-tension magneto ignition, round honeycomb radiators, 4-speed gearboxes, and the famous Hotchkiss drive by live axle and open propeller shaft. Initially cylinder capacities of Hotchkiss cars were 4.6-litres and 7.4-litres, but the Hotchkiss car company’s first racers of 1904 were 17.8-litre monsters notable for their aiv and chain drive. Though their 1905 successors conformed once more to touring-car practice, they were even bigger Hotchkiss cars, with 18.815cc and an alleged 130bhp. Hotchkiss’s last racing season was 1906 with their Grand Prix Hotchkiss cars had 16.3-litre L-head units and quick-detachable wire wheels. Though these Hotchkiss cars were unsuccessful, Hotchkiss sold 167 cars that year, with gate change standardized, and a choice of five Hotchkiss car models: a short-lived 4.2-litre petrol brougham, fours of 18, 30 and 42hp, and their first six. The last-mentioned Hotckiss car was the large V-type that evolved into a 9½-litre machine and was still being offered in 1912 as a Hotckiss car. Chassis price was £1.000 and it was capable of 60mph.

The slump following the Agadir crisis led to the abandonment of ball-bearing crankshafts on Hotchkiss cars; at the same time there was a move towards smaller Hotchkiss cars with the 3.1-litre T-type, with side valves in an L-head and high-tension magneto ignition. Two years later came something even smaller and more modern, the 12/16hp Hotchkiss X-type with 2-bearing crankshaft and three forward speeds at £390. Soon monobloc engines spread up the range to the 3.7-litre Hotckiss AB of 1912. From 1911 there were some smaller L-head sixes, the 4.678cc Hotchkiss X6 and the 5½-litre Hotchkiss AC6; 1912 sales were a record 598 Hotchkiss cars. Electric lighting was available from 1913, and all the 1914 Hotchkiss car models – the 2.6-litre Hotchkiss AG, the 4-litre Hotchkiss AF, the 5.7-litre Hotchkiss AC, and the 6-cylinder Hotchkiss AC6 – had semi-elliptic suspension all round.

The wartime demand for Hotchkiss machine guns led to the establishment of a branch factory under the Englishman Harry Ainsworth, this subsequently making engines for W.R. Morris until it was absorbed by him in 1923. At home Hotchkiss sold off their surplus works capacity at Lyons and concentrated on a revised Hotchkiss car again, the AF with full electrics and a horseshoe-shaped radiator in place of the traditional round one. Its successor, the Hotchkiss AH of 1921, had cantilever rear springs and torque tube drive, and a year later came the Hotchkiss AL with ohv, and a detachable head; front-wheel brakes were added for 1923. There was also a prototype luxury Hotchkiss car at the 1921 Paris Salon; this Hotchkiss AK had a 6.6-litre 6-cylinder ohc engine, dual ignition, 4-speed unit gearbox, servo-assisted 4-wheel brakes, and a cruciform-braced frame, but it never went into production.

The return of Ainsworth to St. Denis in 1923, coincided with the construction of a new Hotchkiss car factory and a more realistic type of car, the 2.4-litre 12CV Hotchkiss AM, with 4-cylinder sv engine, 4-speed unit box, four-wheel brakes, wire hwwls, and Hotchkiss drive once more. Between 1924 and 1928 it was the Hotchkiss car company’s staple product, selling at the rate of over a thousand a year and offering a 70mph performance at a modest outlay. It persisted until 1932, acquiring ohv in 1926 and rod-operated brakes in 1928, and its engine was used in some Morris-Léon Bollées. Even better was the Hotchkiss AM80 of 1929, largely the work of Bertarione. This was a short-stroke (80x100mm), 7-bearing ohv 3-litre six that owed a good deal to the AM2, though early cars featured torque tube drive; it was to be the basis from which all subsequent Hotchkisses were evolved. A silent 3rd gearbox featured on 1931 Hotchkiss car models, Hotchkiss drive reappeared in 1932, and 1933 improvements included Bendix brakes, cruciform-braked frames, down-draught carburetors and mechanical fuel pumps. Hotchkiss AM80 engines were also fitted to Sizaire Frères and Tracta cars.

The 1933 Hotchkiss car range was expanded both up and down, with new Hotchkiss 12CV (2-litre) and 13CV (1.3-litre) fours for the economy market, and an 85mph fast tourer, the 100bhp 3½-litre Hotckiss AM80S, for the enthusiast. This Hotchkiss car was based on the car with which Vasselle won the 1932 Monte Carlo Rally. Hotchkiss cars repeated this success in 1933 and 1934: in the latter year the Hotchkiss cars collected two Glazier Cups in the Alpine Trial. There were further wins in the Monte Carlo in 1938 and 1939; on the latter occasion a Grand Sport Hotchkiss car tied with a 3½-litre Delahaye. Radiators were moved forward on the 1934 Hotchkiss cars, and the 3-litre gave way to a 2.650cc 15CV that was not a success and lasted only one season. The 1935 Hotchkiss cars had synchromesh and integral boots, and at the top of the 3½-litre 20CV range was the twin-carburettor Hotckiss Paris-Nice, a 115bhp sports car capable of 95mph. Hydraulic brakes appeared in 1936 on Hotchkiss cars (to be quietly dropped halfway through 1937). The sports 20CV engine was now giving 125-130bhp and when allied to a short 9ft 2in wheelbase resulted in the Hotchkiss Grand Sport, a true 100mph saloon.

By 1938 the horseshoe radiator on the Hotchkiss car was now a wire-mesh grille, but despite the exigencies of French rearmament programmes the Hotchkiss car company managed to deliver 2.751 Hotchkiss cars that year, made up of the two fours, the reinstated 3-litre Hotchkiss 680, and the 3½-litre Hotchkiss 686 in various forms, including seven-seater limousines with the single-carburettor 100bhp engine. Hotchkiss also came to the rescue of the ailing Amilcar concern, helping to make the Grégoire-inspired 1.185cc Compound, a small fwd saloon with unitary construction in Alpax; this was sold in England, though not in France, as a Hotchkiss car. A 1.3-litre ohv development, the Hotchkiss B67, was ready for production when France collapsed in the summer of 1940.

Hotchkiss never really recovered from World War 2, though Peugeot were briefly interested in the Hotchkiss car company and Hotchkiss 686 cars won the first two post-war Monte Carlo Rallies of 1949 and 1950. The Hotchkiss 12CV and Hotchkiss 20CV were back in production, unchanged, by 1946, but the first year’s output was a miserable 117 Hotchkiss cars. Hydraulic brakes and independent front suspension did not appear until 1949 on Hotchkiss cars (though Hotchkiss had experimented with the latter in 1937), and a Cotal electric gearbox became a factory option. The 1951 Hotchkiss car models were ‘facelifted’ with V-screens, recessed headlamps and auxiliary coil rear suspension, but in the meantime there had been an expensive mistake: the acquisition by Hotchkiss of the rights to the Grégoire flat-4. This ingenious device was a development of the 1938 Amilcar theme featuring all-round independent suspension and a 4-speed overdrive gearbox, as well as front wheel drive. Production Hotchkiss car models with 2.2-litre engines were said to achieve 95mph and 30mpg, but the teething troubles were endless, and Hotchkiss only managed to make 250 Hotchkiss cars in the end. There was a shutdown in 1952 and the price of recovery was a merger with Delahaye that led inevitably to concentration on commercial vehicles. The old Hotchkiss cars 13CV and 20CV received another facelift in time for the 1954 Paris Salon, but his was their swansong, though medium-powered trucks continued to be made until 1970, along with a version of the American Jeep built under licence.

GB, 1920

Hotchkiss et Cie, Coventry, Warwickshire

Hotchkiss of Coventry, a British offshoot of the famous French Hotchkiss car firm, was set up during World War 1 to make engines in Britain. Their units became best known as the motive power for Morris and BSA light cars, but before they were taken over by William Morris, Hotchkiss experimented with a small car of their own. The Hotchkiss car consisted of their 1.080cc air-cooled V-twin ohv engine installed with a 3-speed gearbox in a pre-war Morris Oxford chassis. It never went into production.

Source: Georgano, encyclopedia of motorcar; MCS, TRN

The information is written with the greatest of care. However, if you have any suggested amendments please contact us at office@prewarcar.com