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. Photo shows 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 photograph shows 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 and marketed under the name Studebaker-Garford.
In 1911, Studebaker would join forces with the 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.
Photo shows Thomas Edison, left, who purchased the second electric car produced by Studebaker.
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.
Pictured is 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.
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".
Pictured is The Amphibious Weasel
A Shift in Direction
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.
Pictured is a 1947 M5Coupe 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.
Pictured is a 1950 "Bullet Nose" Land Cruiser
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.
Pictured is a 1953 Champion Starliner Hardtop
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.
Pictured is a 1955 Speedster
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.
Pictured is a 1959 Lark Regal Hardtop
The later Years
1963 Gran Turismo Hawk
By 1961, however, 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.
Pictured is a 1963 Gran Turismo Hawk
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.
Pictured is a 1963 Studebaker Avanti
The Studebaker National Museum Story
The Studebaker National Museum has its roots in the Studebaker Corporation's private collection, which originated in the 1890s. 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.
Pictured is the Studebaker Administration Building and Repository, circa 1910.
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.
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.
Pictured is the City of South Bend, Indiana in 1926.
The museum gained additional space when it obtained the former Scherman-Schaus Studebaker Dealership building. In 1977 the museum collection was moved to the newly built Century Center's Discovery Hall Museum.
Pictured is the Scherman-Schaus Studebaker Dealership in 1939.
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
Pictured is the Studebaker Design Department, circa 1950.
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.
Pictured is the Freeman-Spicer building in 1982.
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.
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. Photo shows Henry and Clement's first shop.
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.
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 and marketed under the name Studebaker-Garford.
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.
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.
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".
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.
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.
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.
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.
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, 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.
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.
The Studebaker National Museum has its roots in the Studebaker Corporation's private collection, which originated in the 1890s. 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.
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.
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.
