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.
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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 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,
marketed under the name Studebaker-Garford.
In 1911, Studebaker would join forces with 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.
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Thomas Edison, left, purchased the second electric car produced
by Studebaker.
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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.
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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.
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Throughout his career at Studebaker, Raymond Loewy produced
many of the revolutionary designs that Studebaker was famous for. |
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". |

The Amphibious Weasel was used widely by the United States
in
World War II.
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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.
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1947 M5
Coupe 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. |
1950 "Bullet Nose" Land Cruiser
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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. |
1953 Champion Starliner Hardtop
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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. |
1955
Speedster
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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. By 1961, however,
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1959 Lark Regal Hardtop
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1963 Gran Turismo Hawk
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.
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1963 Gran Turismo Hawk
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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. |
1963
Studebaker Avanti |
THE
SNM STORY
The
Studebaker National Museum has its roots in the Studebaker
Corporation's private collection, which originated in
the 1890's. Studebaker operated its own
museum for many years, and by 1920, their collection included Lafayette's and
President Lincoln's carriages: the company's last farm wagon the first automobile
built entirely in South Bend, Indiana; and a large collection of World War I
military vehicles. |

The Studebaker Administration Building and Repository, circa 1910
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| The
collection continued to grow until Studebaker ceased production
in 1966. By that time, the collection numbered 37 vehicles,
including the last automobiles
produced in South Bend and Canada. |

City of South Bend in 1926
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Studebaker donated
its collection to the City of South Bend in late 1966. The collection was
housed at a number of locations thereafter, including Studebaker's former
Administration Building, the Waterworks Maintenance Shop, and the former
Drewery's building on South Bend's northwest side.
|
 Arial View of
the Studebaker Proving Ground
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| The
City of South Bend began displaying the collection at
Century Center's Discovery Hall Museum in 1977. The museum
gained additional space when it
obtained the former Freeman-Spicer Studebaker dealership building in 1982.
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Scherman-Schaus Studebaker Dealershipin 1939, the future home of the Studebaker
National Museum.
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The
museum's Archive Center houses an extensive collection
of artifacts,
manuscripts, and records from the Studebaker Corporation,
Packard Motor Car Company, and
local South Bend industries. The records of the Studebaker Corporation
were initially donated to Syracuse University in 1966.
Syracuse returned the 70
tons of material to the Museum in the late 1970s
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The Studebaker Design Department, circa 1950
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| With the
acquisition of the Freeman-Spicer building in 1982, a
portion of the vehicle collection and archives were
moved to that site. The Studebaker
National Museum, Incorporated was formed in 1985, and in 1992 consolidated
all exhibits and displays at the Freeman-Spicer Building. The archives were
moved to a separate location on South Bend's south side. |

The Studebaker National Museum 1982-2005
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| The
Studebaker National Museum's new home opened in October
of 2005 at the corner of Thomas and Chapin Streets, adjacent
to the Northern Indiana Center
for History. The Museum operates as a 501 (c) 3 non-profit corporation. |

2005 and Beyond
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