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

Triumph

US, 1900 – 1901

Triumph Motor Vehicle Co, Chicago, Ill.

The Triumph car company made an electric Stanhope known as the Ellis, and announced that they would accept orders for petrol or steam Triumph cars, for delivery in 90 days.

US, 1906 – 1909

Triumph Motor Car Co, Chicago, Ill.

These Triumph cars were open cars in four- and five-seater models. The engines of the Triumph cars were 4-cylinder units of 30hp and 45hp. In 1907 this Triumph car used ‘the only self-contained, automatic, self-starting motor in the world’. The starting method of the Triumph car stored exhaust gases in a tank under the seat, at a pressure of 125psi. This gas could be bled back into the cylinders for starting.

GB, 1923 to date

(1) Triumph Cycle Co Ltd, Coventry, Warwickshire, 1923 – 1929

(2) Triumph Motor Co Ltd, Coventry, Warwickshire, 1930 to date

This famous motor-cycle factory Triumph made a tricar in 1903, but 4-wheeler Triumph cars were not offered until 1923, when a 1.4-litre sv 4-cylinder 10/20 Triumph car with a Ricardo-designed engine and 4-speed gearbox was listed at £430; production of Triumph cars was undertaken in the factory formerly occupied by Dawson. This gave way in 1925 to a 1.9-litre 13/30 Triumph car at £495, the first British car to have Lockheed contracting-type hydraulic brakes. Neither this Triumph car nor its 15hp successor made much impression, but in 1928 Triumph car company introduced the 832cc sv Triumph Super 7, with unit gearbox, hydraulic brakes, and worm final drive, which Triumph car sold well both at home and overseas. There was a supercharged sports version Triumph car listed at £250 in 1929-1930, and the manufacture of small family saloon Triumph cars of superior quality was pursued until 1933-1934. Ribbon-type radiators were featured on Triumph cars in 1930, and in 1931 came a 1.2-litre small six Triumph car, the Triumph Scorpion, really a Super 7 Triumph car with 2 extra cylinders, and endowed with very low gearing. Ioe Coventry-Climax power units made their appearance in the Triumph Super 9 of 1932, when Triumph car saloons had pillarless doors, and 4-speed gearboxes were adopted. The bigger 1933 models Triumph cars had electric fuel pumps, and during the season a 1.122cc ioe Triumph Ten joined the Triumph car range at £225.

Though these family models Triumph car were still being made in 1934, there were also the more sporting Triumph Glorias with 1.100cc 4-cylinder and 1½-litre 6-cylinder ioe power units, cruciform-braced frames, and free wheels, which in open form could exceed 70mph: one of these Triumph cars, driven by Donald Healey (responsible for the design of 1936 – 1939 Triumph cars) won the light-car class of the 1934 Monte Carlo Rally. An abortive and very Alfa Romeo-like 2-litre twin-ohc supercharged straight-8 Triumph car was listed at £1.225 in 1935, but that year’s Gloria-Vitesse models  were far more successful, especially in 2-litre, 6-cylinder form. Metallic finish was available on Triumph cars, and the saloon models Triumph cars were sold with screenwashers as standard equipment.

In 1936 the Triumph car and motorcycle businesses were divorced, and from 1937 onwards the Triumph cars became heavier; synchromesh was adopted, Triumph-built engines with full overhead valves supplanted the ioe Coventry-Climax units, and Triumph cars ranged from a 1½-litre, 4-cylinder Triumph Gloria saloon at £288 up to the 1.8-litre 4-cylinder and 2-litre 6-cylinder Triumph Dolomites, with ugly fencer’s mask radiator grilles at £348 and £368 respectively.

The Triumph Dolomites were comprehensively equipped, with centralized chassis lubrication and radio as an factory extra, and the handsome if rather American looking roadster coupés Triumph cars of 1938-1940 were regular concours winners.

From the summer of 1938 only Triumph Dolomites were catalogued, the smallest Triumph car model being a compact 1½-litre Triumph car (actually 1.767cc) on a 9ft wheelbase at £313, but during 1939 a conventionally-styled 12hp sports saloon Triumph car appeared at £285. Only 50 Triumph cars were made since Triumph went into receivership just before World War 2, and when the Triumph cars reappeared after VJ Day they were products of Standard, the new 1800 Triumph car having the 65bhp 1.8-litre ohv 4-cylinder unit made for the 1½-litre Jaguar. Other features of these Triumph cars were Girling brakes, and an unusual right-hand column change for the 4-speed gearbox. Both the roadster at £799 and the saloon at £831 were traditionally styled, the latter Triumph car having a razor-edge body of the type favoured by British specialist coachbuilders in the later 1930s.

By 1949, 2.1-litre Standard Vanguard engines and 3-speed gearboxes had been adopted on Triumph cars, and 1950 brought a curious little razor-edged 2-door saloon, the Triumph Mayflower, with a 10hp sv engine, which Triumph car persisted until 1953.

In that year the first of a successful line of sports Triumph cars appeared, descended from an abortive 1950 design with retractable headlamps, fully aerodynamic bodywork with power top, and overdrive gearbox, which had been a casualty of the Korean War. The new Triumph TR2 weighed only 1.888lb, had a 2-litre, 90bhp development of the Vanguard engine, independent coil-and-wishbone front suspension, 2LS Lockheed brakes, hypoid final drive, and the useful combination of over 100mph and 25mpg in regular service. The Triumph car distinguished itself in competition, early successes including an outright win in the 1954 RAC Rally and the team award in the 1956 Alpine Rally, as well as being an outstanding dollar-earner. The Triumph TR3, its successor, acquired front disc brakes in 1956, and this Triumph car was made until 1962. The power unit of Triumph cars was adopted by Morgan (1954), Swallow Doretti (1954), Peerless (1958), and its successor Warwick (1960).

After the discontinuation of the razor-edged 2.1-litre Renown saloon early in 1955, the TR was the staple Triumph car until mid-1959, when the Triumph Herald saloon appeared, using a development of the 948cc Standard 10 engine in a separate chassis. This Triumph car had all-round independent suspension (the first small British family saloon to be so equipped), a collapsible steering wheel, and Michelotti styling. The Triumph car could be bought in 38bhp single carburetor and 50bhp twin-carburettor versions for prices starting at £702. This model Triumph car did not really prosper until Standard-Triumph cars was taken over by Leyland in 1961, when a more powerful 1.147cc development Triumph car with the option of front disc brakes appeared, followed two years later by the 12/50 with disc brakes as standard, and a sunshine roof. A 1.6-litre 6-cylinder Triumph car with four headlamps, the Triumph Vitesse came in 1962, and the Triumph Spitfire sports two-seater was a further Herald derivative announced for 1963. 4-cylinder Triumph car engines are used by Amphicar, Bond, and Fairthorpe.

In 1962 the Triumph TR4 with restyled bodywork, a 2.1-litre engine, rack-and-pinion steering, and all-synchromesh box, was introduced, acquiring independent rear suspension as the Triumph TR4A in 1965, while the Triumph car features were also incorporated in a 90bhp 2-litre 6-cylinder saloon Triumph car, the Triumph 2000, which was a successful introduction in 1964. Triumph’s new car in 1966 was the 1300 Triumph car, still with all-synchromesh gearbox, all-round independent suspension, and front disc brakes, but this Triumph car also featuring front-wheel drive and a 61hp development of the basic Herald engine. 1967 Triumph Vitesses had the 2-litre engine, also used in the new GT6 hardtop coupé, a Spitfire derivative. A Triumph TR5 sports car, with a 2½-litre 6-cylinder fuel injection engine at last replacing the tough old Vanguard unit and a 75bhp TC version of the 1300 saloon, were introduced in 1968. It was also announced that sohc 4-cylinder engines of Triumph cars were being manufactured for SAAB’s new 99 model, though all the new 1969 Triumph cars retained push-rod engines. These included revised versions of the GT6 and Vitesse with wishbone rear suspension, and a more expensive companion for the 2000 Triumph car, the 2.5 PI using a detuned Triumph TR6 fuel-injection unit; this Triumph car was rallied by the works, the Culcheth and Syer car coming 2nd in the 1970 World Cup event. In 1970 Triumph cars introduced the Triumph Stag, a luxury sporting 2+2 powered by a 3-litre dohc V8 engine of their own design developing 145bhp. This Triumph car featured alternator ignition, a choice of synchromesh and overdrive or automatic transmission, all-independent springing, power-assisted rack and pinion steering, and vacuum servo brakes with discs at the front. A big and heavy Triumph car weighing 3.020lb, this Triumph car carried semi-convertible coachwork with built-in rollbar.

In the 1971 range of Triumph cars was a Herald replacement, the Triumph Toledo 2-door saloon. This Triumph car combined the 1300 structure with the 1.296cc Herald 13/60 engine driving the rear wheels. Rear suspension was by live axle and coils, and all-drum brakes were standard, though front disc brakes, four doors and a 1.500cc engine were used on an export-only model. The Triumph 1300 was replaced by a more powerful 1500, and in August 1971 4-door Triumph Toledos in basic form reached the home market. That summer the Herald/ Vitesse range of Triumph cars was finally phased out (apart from Indian production of ‘Standard’ Heralds) and after many delays Triumph cars medium-sized luxury Triumph Dolomite was finally launched at the beginning of 1972. This Triumph car followed Toledo lines with front disc brakes, but the Triumph car was powered by a 91bhp twin-carburettor edition of the 1.854cc ohc engine as supplied to SAAB. Principal 1973 improvements were the standardization of front disc brakes on the Toledo, and of overdrive on manual versions of the 2.5 PI and Stag.

D, 1933

Triumph Werke AG, Nuremberg

This well-known motorcycle manufacturer built a few 3-wheeled coupés Triumph cars powered by 350cc engines driving the single rear wheels.

Source: Georgano, encyclopedia of motorcar; GNG, GMN, MCS 

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