Studebaker from Ivan for July 25, 2022 on Fishki.net

They were called "Students"

May the reader forgive us for the fact that this material will not contain color “funny pictures” from our days.
Only evidence from the hard times of war was used - technical documentation from the publishing house of the People's Commissariat of Defense of the USSR, and American documentation on the “screwdriver assembly” of army trucks from vehicle kits. But it seems that for history buffs such evidence is a hundred times more valuable and interesting than colorful popular prints. Studebaker trucks were supplied to the USSR during the Great Patriotic War as technical assistance to the fighting Red (from January 1943 - Soviet) army. In the 50-80s, this assistance from our overseas allies in the anti-Hitler coalition, if not completely hushed up, was significantly downplayed. True, there was a reason: no deliveries under Lend-Lease could replace the promised second front in Europe, the opening of which the Allies were in no hurry for almost two years. But today it is not uncommon for some of our compatriots to talk about that time, beginning with the words: “If it weren’t for foreign technology...”. But history, as we know, does not have a subjunctive mood.

In 1941 - 1945, Studebakers were produced mainly for deliveries to our country, where the majority (about 100 thousand) of these cars ended up. For greater clarity of this quantity, we point out that by the beginning of the Great Patriotic War, in the entire Red Army there were more than 102 thousand ZIS-5 trucks alone. And one more figure: 375.8 thousand - this is how many trucks the Soviet Union received from abroad during the war. And “Students” made up more than a quarter of this intake.

But no matter how good these vehicles were, they could not make a significant contribution to the motorization of our army. As of May 1945, in the fleet of the Soviet armed forces, all vehicles received under Lend-Lease accounted for only a third of the total, and Studebakers, taking into account the inevitable combat losses, at any time (and, of course, not from the very beginning of the war) could hardly account for more than a quarter of that third, i.e. no more than 7-8%. Another thing is that at the final stage of the war they began to appear more often in photographs and newsreels. But this is not difficult to explain - such vehicles were needed, first of all, in the advanced units of the advancing troops.

Photo 1. Studebaker US6. Flat wings make it easier to repair and maintain the engine.

Photo 2. The body is well protected from rain and wind.

The vehicles were supplied in two ways - fully assembled, under their own power, through Iran and the Caucasus, and also in the form of vehicle kits, through the ports of Murmansk and Arkhangelsk (Photo 3).

Photo 3. DIY construction kits, American style.

These vehicles were supplied to us in four main versions: onboard all-wheel drive, with a 6x6 wheel arrangement, (YUS6 model, photos 1 and 2), chassis for multiple rocket launchers, (photo 4) onboard without a front drive axle with a 6x4 wheel arrangement, (model YUS6x4 ), and all-wheel drive truck tractors (photo 6) complete with semi-trailers

Photo 4. Chassis for Katyusha.

In addition, all-wheel drive vehicles were supplied with or without self-pulling winches. The photograph from the technical documentation from the Lend-Lease era shows a machine without a winch, as well as a chassis equipped with a winch (photo 5). And the photo retake is not of very high quality, (Fig. 6) shows the design features of vehicles with a 6x4 chassis. But it seems that this documentary evidence is still better than unsubstantiated information taken from nowhere.

Figure 5. Chassis with self-pulling winch.

All-wheel drive flatbed vehicles had a permitted load capacity of 2.5 tons on all types of roads, 6x4 flatbed trucks on the highway could carry up to 5 tons, and truck tractors, also on the highway, could work with a single-axle semi-trailer with a total weight of 6.4 tons.

Figure 6. Evidence of historical structures.

Development

0
Source:

In February 1940, the first army 1.5-ton K15F (4x4) truck appeared, unified with the civilian K25 series and equipped with Timken drive axles.

Source:

On its basis, by simply adding a third drive axle, a 2.5-ton version of the K25S (6x6) was created, for which an order for 4,724 vehicles was received from the War Department at the beginning of 1941.

GMC CCKW At the same time, the company was offered to organize the assembly of a more advanced 2.5-ton army vehicle CCKW (6x6), developed by General Motors Corporation, but by that time Studebaker had already created its own 2.5-ton truck based on the K25S model US6 (6x6) with a flat military grille, rectangular front fenders and a wood-metal body with a canopy and folding benches for 16 seats.

Source:

Restored GMC CCKW with an open cabin The disadvantage of the car (compared to USSR technology of that time) was the fact that the Studebaker US6 required high-quality lubricant and fuel with an octane number of at least 62. Due to constant overload, clutch discs and rear axle stockings broke. But this did not prevent the use of individual Studebaker US6s in the USSR until the mid-sixties and even until the end of the 1980s, especially since the vast majority of other Lend-Lease trucks had an even higher compression ratio and consumed even higher octane gasoline.

Studebaker chassis

The rear suspension of both drive axles is spring, balanced, with four lower and two upper reaction arms.

The front suspension is on longitudinal springs with double-acting lever shock absorbers.

Studebakers had tire sizes of 7.50 x 20 inches. They were equipped with tires either with a directional herringbone pattern (photo 1, 2, 5) or “reversible” with transverse lugs (photo 4). But the rather narrow single front wheels sometimes “cut through” the surface of soft soils, which significantly reduced cross-country ability. Soviet front-line drivers found another, temporary use for spare wheels, installing them as double ramps on the front axles of cars, fortunately, the fastening parts of the wheels - studs, footers, nuts - made it possible to do this without problems. The front axle of the car, receiving a larger support area, sank less into liquid off-road mud, and the “rowing” was, of course, better.

In combat conditions, it was technically possible to install wheels on the Studer from damaged vehicles of other brands, for example from the ZIS-5. This may have been used by the economical Slavs, who placed double wheels on the “front”. That’s why the cars were equipped with a single spare tire, which was not a lot of puncture options for ten options. There are modern color foreign photos of the front dual wheels on these cars on the Internet. But they are not very relevant here as evidence.

Test drive Studebaker US6: American honesty

0
Source:

Externally, the “Studer” is very different from the Soviet wartime trucks. No angular shapes typical of our ZiSams and lorries. And if you put them side by side, you will certainly notice the difference in the dimensions of the cars, and only Basilio the cat will not notice the main design difference - the “American” has three axles. The wheel arrangement is 6x6, and there is no doubt that the front axle is driven: the crankcase is clearly visible from under the high cabin of the car. There was also a 6x4 modification, but such vehicles are much less common. However, you are not spoiling your eyesight just to read about the same characteristics for the hundredth time. We'd rather look at what others haven't seen.

Source:

Many sentimental people look into the headlights of a car as if they were looking into the eyes of a close friend. Studebaker's "eyes" are truly eye-catching. Even today they do not seem archaic to people who are accustomed to seeing the headlights of almost modern Urals and ZILs. To be fair, we note that there are no direction indicators, but were they really needed on front-line roads? But by and large there are three headlights. The largest is the main one, with high and low beam. The other, with a visor, was used in cases where the main light could unmask the car at night. The third - the smallest - was turned on only when moving in a convoy to indicate the dimensions of the vehicle: you can see your own people, you can’t see them from others. You can't help but notice the manufacturer's markings on the headlights. The fact is that 70 years ago Studebaker already followed a path that, perhaps, at the moment of insight, our domestic manufacturer would fully take: the company bought units from trusted manufacturers, and did not develop its own gearboxes or light bulbs for the truck. It is not entirely clear why a truck that was originally built for slaughter in the USSR, Great Britain and some African countries should have its own advertising. Apparently, by the forties, the Americans had already completely developed a unique mentality.

Source:

The appearance of Studebaker says in plain text: my designers are the trendsetters of the automotive fashion of the thirties! So it is: Studebaker Corporation has never dealt with trucks before, but it is well known, for example, Studebaker Champion or the earlier, but no less interesting President of the late 20s. The stamping on the door panels, and even more so on the dashboard, clearly reveals the “passenger” past of the “Studer”.

Source:

What familiar wheels! Aren't these the same tires that were on our ZiSs? You guessed it. Because things haven’t always gone smoothly with tires, and especially during the war. Almost half of the car tires came to the Soviet Union under Lend-Lease, and it is not surprising that our cars were shod in Western “shoes”.

Source:

Let's go further in circles. Immediately behind the cabin, under the left side, there are two cans: one for water, the other for gasoline. Meticulous Americans even made the necks different: you can’t confuse them. The board itself changes its height depending on the position of the folding benches in the body. If you lift them, they become an extension of the side.

Source:

The food again makes us rejoice at the attention paid to the little things by the producers. The reflectors (reflectors, reflectors - call them what you want) are installed in deep frames: no Luftwaffe aces from above will notice the reflections, and those who need to will see them in time. There is also a connector for connecting trailer electrics. We didn't have those. Of course, side lights are also installed for those who follow in the column. But the massive fenders under the body had to be dismantled in case of towing a gun: they significantly reduced the turning angle.

Source:

In case of engine repairs, it was necessary to remove the sides of the engine compartment, which prevented full access. But even here, Western engineers took care of the convenience of the operation: they are attached under the wings of the cabin not with bolts, but with “wings,” so you can get to the power unit quickly and without the help of wrenches. We won’t check this ourselves, but will immediately take the driver’s seat of the Studer.

Control mechanisms

The steering of the Studebakers had a “cylindrical worm - crank with two fingers” type mechanism. Only two cylindrical protrusions on the V-shaped crank worked on the surfaces of the worm ridges, which reduced the area of the contacting surfaces of the gearbox and reduced the friction forces in the mechanism (Fig. 9).

Figure 9. Studebaker US6 steering gear.

In the absence of power steering, such a solution could be a significant help to the driver. As for the “other side of the coin” - a decrease in the operating life of the unit until it is completely worn out. then, according to American standards, the service life of a car in front-line conditions was only 90 days.

Well, the design of the steering linkage was nothing special. One longitudinal rod from the bipod of the steering mechanism to the left steering knuckle, and one transverse rod connecting both wheels.

The brake systems of cars had hydraulically driven drum mechanisms, and it seems that what has just been said does not require any comments or explanations. However, it is interesting to note the peculiarity of the layout of the hydraulic brake drives to the rear wheels.

It is well known that on rear axles that do not have swivel wheels, a common brake line tee is installed, connected by a hose to a pipeline on the car frame. And from this tee, pipelines diverge to the actuating wheel mechanisms. Brake lines were not installed on Studebaker axles. The brake mechanism of each wheel of the rear bogie had its own separate “vertical” hose, which was connected to the distribution of brake lines on the car frame.

We need to take a closer look at vacuum brake boosters. In the modern concept, these devices are associated with the definition of “tandem”, when the booster is assembled in one block with the main brake cylinder and installed under the hood. For Studebakers, these structural elements were spaced along the mount in different places. The main cylinder is under the cab floor, and the vacuum booster cylinder is even further, under the body (Fig. 10).

The amplifier, using a rod and a rocker arm, acted on the master cylinder rod, parallel to the drive from the brake pedal. With the help of a large rocker arm, it transmitted force to the rod up to 650-700 kgf, which was 2-3 times greater than the force driven by the pedal. The amplifier of a single machine did not have any volume for a vacuum reserve in case the engine stopped. But thanks to the valve system, there was a vacuum reserve in the pipeline for one more braking.

Figure 10. Amplifier system elements.

The brake system of the semi-trailer for the Studebaker had only a vacuum drive of the brake mechanisms. If any of the readers are confused by this circumstance - what a vacuum can do - then let us remind you of the obvious. The force is provided not by vacuum as such, but by the difference between atmospheric pressure and rarefaction.

Let us also recall a fact from domestic automotive history. The PAZ-652 and PAZ-572 buses had a vacuum drive for the cabin doors. And such doors opened and closed for more than 30 years, and even when the engines were not running, due to the vacuum reserve in the receivers.

The brake system of the American semi-trailer had a vacuum receiver, and the scow, if necessary, could share the vacuum with the brake system of the tractor. Only the brakes of the semi-trailer were controlled by a separate manually operated crane, and did not depend in any way on pressing the brake pedal of the tractor. But whether the driver was always obliged to apply the brakes of the semi-trailer, or only when necessary and at his own discretion - history is silent about that.

The nuances of the design and operation of vacuum drives on a road train with a Studebaker tractor should be an optional activity for those interested.

Figure 11. Vacuum part of the brake system of a road train.

The parking handbrake of all American cars supplied to us under Lend-Lease was the same type - an open drum band. Special tarpaulin-asbestos tapes strangled the outside of the brake drums mounted on the driven shafts of the transfer cases (Fig. 12). Of course, when the front axles were engaged, the handbrake applied to all the wheels of the car.

Figure 12. Typical transmission parking brake of American cars.

Driving a Studebaker

0
Source:

It’s not difficult to feel like a chicken in a shell: if nature has blessed you with good height, then all you have to do is put on a thick knitted sweater, a sheepskin coat, cotton pants, a hat with earflaps and sit in the Oka. It is much more difficult to experience the sensations of Gulliver in the land of giants. Driving the Studebaker, I felt like a little boy. And it doesn’t matter that the height is one meter eighty, that the physique, to put it mildly, is far from graceful... There are plenty of places! At the same time, so much so that when you turn the steering wheel fully, your arms are not long enough to turn it, you have to lean forward very much and pretend that you are grasping the globe. The owner of the car, Peter, from his height (ninety-five meters) confirms: there is a lot of space in the Studer’s cabin. He has another ten centimeters above his head to the ceiling of the cabin, his legs in the passenger seat are fully extended. I mentally tried to imagine the designer of the car. At what height did he do this? I will deal with the problem of lack of height again a little later, but for now you can enjoy (yes, this is the most appropriate verb!) The instrument panel and controls of the car.

Source:

Many people know that Americans love instructions. But how you can leave so many instructions and tips on the dashboard is amazing! The devices are located in the center, but we will look at everything in order, from left to right. The steering wheel, with its four gracefully curved spokes, barely obscures the first plaque. Let's look at the gear shift diagram. To hell with logic! Left and forward - second, left and backward - third, forward - fifth, backward - fourth, right and forward - rear, right and backward - first. What's it like? But the idea is simple and expedient, like the design of the old Logan: when driving, first gear is not used, it is only needed when maneuvering or in case of driving in very difficult road conditions with a load (read: with a double overload on the roads after rain). Therefore, getting going will be easy and familiar: the second gear will immediately take the place of the first one. The following information is about how to drain the water from the cooling system, the last section of the plate indicates the speeds at which the speeds should be changed. Everything is accessible, understandable, but in English. I wonder what percentage of Soviet military drivers spoke this language?

Source:

The flag of the central light switch is equipped with a safety rod-stopper; you cannot turn it accidentally. This is another “foolproof” protection, which this car simply abounds in.

Source:

The next such “option” is located at the feet: the starter button under the clutch pedal. To start the engine, the pedal must be literally pressed to the floor. The clutch is thus always disengaged when the engine starts.

Source:

The instruments themselves are located in the central part of the panel: oil pressure gauge, water temperature gauge in the cooling system, speedometer, fuel level gauge and ammeter. Of course, in English, and the temperature is in degrees Fahrenheit, and the speed is in miles per hour. Probably, the average owner of a foreign car from the 80s would have understood the instrument readings and the purpose of the controls faster than the average driver of the forties who moved here from a ZiS-5. The instrument lighting is also made in an original way, using two lamps in shades protruding from the panel directly above the indicators. They are turned on using a handle similar to the central light switch in the Volga. The only thing that has been slightly modified on this car is the ignition switch. The original simply does not have it, there is a handle that turns on the ignition. In a country where there are many people who like to ride a Studebaker for free, this option is simply unacceptable. There are still a couple of handles left. One of them is a throttle valve drive (a choke, if anyone remembers such a device), the second is a fixed gas, which essentially duplicates the function of the accelerator pedal. A kind of cruise control from the 40s.

Source:

Directly in front of the passenger is a metal glove compartment with a set of necessary technical small items. And in front of the passenger’s nose is another sign. By the way, the delivery date of our car is indicated there: 1945. On the ceiling are pneumatic drives for windshield wiper blades (each blade has its own mechanism). This system works on the same principle as the vacuum brake booster we are used to - due to the vacuum in the manifold, so the more you spin the engine, the more vigorously the wipers will run. Nearby are the “lambs” of the folding windshield frame. Unlike Russian cars, for example, the 51st GAZ, the glass can be raised completely at a right angle. Another little thing from Studebaker, but the view is greatly improved by this: the edge of the glass does not loom before your eyes.

Studebaker is a symbol of victory and restoration of the country. Part 1

The Soviet people learned about the existence of such a brand as Studebaker even before hundreds of thousands of these trucks ended up in the USSR during the Great Patriotic War. True, in the 1920–1930s, single copies “broke through” to us, and Ilf and Petrov contributed to the popularity of the brand in the Union. Ostap Bender’s answer to an annoying amateur driver: “Who is Studebaker? Is this your relative Studebaker? Is your dad a Studebaker? Why are you stuck to a person?” — has become one of the most “classic” quotes from The Golden Calf.

They treated Studebaker with respect in their homeland too. Of course, few companies in America can boast of a “pedigree” dating back to 1736. It was in that year that the three Staundenbecker brothers - Peter, Clement and Henry - sailed from Rotterdam on the ship Harle and arrived in Philadelphia on September 1 of the same year. The brothers, who had been engaged in blacksmithing and gunsmithing for many years, did not live in poverty in their new homeland and developed their business thoroughly, among other things making spare parts for the vans of immigrants to the Wild West. In 1798, Peter and Peter Jr. Studebaker—the son and grandson of Clement Studebaker—were registered as tax payers in York County and listed as “blacksmiths and carpenters.”

Studebaker brothers

Half a century later, in February 1852, their descendants, Henry and Clement Studebaker, opened a blacksmith shop called H&C Studebaker in South Bend, Indiana. Three years earlier, the “gold rush” began in California, thousands of fortune seekers went south in search of easy money. It is not surprising that at that time farm vans and cargo vans were in great demand on the market, the production of which and spare parts for them was undertaken by the newly formed company.

Price list for products from the Studebaker brothers crew workshop

An excellent and at the same time reliable niche was found - the vans of the Studebaker brothers were in constant demand. Henry and Clement were soon joined by their younger brother John, who made his first capital by selling tools for gold miners in the California mines. In 1858 it produced the first carriages, and during the Civil War of 1861-1865. carried out orders for the northern army.

Gradually, Henry, a very religious man, retired from business (as the family story goes: “He was tired of business and the risks of expansion were not for him”), and two more brothers took his place - Peter and Jacob.

Studebaker electric car (1899)

By 1868, the company's annual sales reached $350 thousand - a very impressive figure for those times. Studebakers connected a railway line to their plant, which made it possible to fulfill customer orders even faster, especially since, in addition to vans, the company began producing railway cars. The brothers meticulously and carefully developed the business, which helped them cope with troubles. In 1874, a severe fire destroyed two thirds of the production premises, but the following year a new enterprise with an area of 81 thousand m2 was built. By the beginning of the twentieth century, the plant in South Bend occupied an area of almost 400 thousand m2, its work was ensured by 20 large boilers, 16 generators and the same number of stationary engines, dozens of pumps and hundreds of machines.

* * *

In our time, electric cars have not yet replaced cars with internal combustion engines from the market, but the trend is already noticeable - any self-respecting automobile company either already has electric cars in its production program, or is at least engaged in developments in this direction. Demand dictates supply - many people think that electric cars will become the “ecological salvation” (the point of view is controversial, but this is not what we are talking about now) for humanity.

The first car with a gasoline engine was produced jointly with Garford and was named Studebaker-Garford

Meanwhile, at the dawn of the automobile industry, electric cars had a much stronger position than their gasoline counterparts. In fact, the first vehicles with electric motors appeared back in the 1830s and 1840s - around this time, namely in 1844, the inventor of the gasoline engine, Karl Benz, was just born. Electric cars had a lot of advantages over the first cars - with the same range, they were less noisy, more comfortable and faster. By the way, the speed limit of 100 km/h was first overcome by an electric car - in 1899, this was done by the Belgian Camille Genatzi in a car of his own design with the original name “Always Dissatisfied”. It is not surprising that at the turn of the century many automobile companies began their journey with electric vehicles. Studebaker was no exception.

In 1891, a certain Friedrich Fish, a lawyer and politician, entered the Studebaker family by marrying Grace, the daughter of John Studebaker. Fish, who took the post of executive director of the company in 1897, was a great enthusiast of all kinds of technical innovations, and it was he who initiated the production of “horseless carriages” at the largest enterprise in the country for the production of carriages and carriages at the end of the 19th century. In 1898, Fish convinced the board of directors to allocate $4,000 to develop the production of electric vehicles. At first, however, the matter was limited to one prototype, but four years later the company produced 20 carriages with electric motors, thus becoming one of the “full-fledged” automakers.

Studebaker AA

Despite all the advantages, electric vehicles also had disadvantages, primarily a short range and a complex and unreliable charging system. With the rapid improvement of gasoline units, these shortcomings became more and more apparent. Studebaker also understood this. On the initiative of the same Friedrich Fisch, in 1903 the company entered into an agreement with, which already had experience in the production of internal combustion engines.

The agreement between the two was to build the chassis and then ship it to South Bend where a body would be installed on it. The first three Studebaker-Garford models released to the market were simply designated “A”, “B” and “C”. They were equipped with a two- or four-cylinder engine of the same power of 15 hp. In 1906, models "E", "F" and "G" were released with an extended wheelbase.

Studebaker Big Six, 1924

In addition to the chassis for Studebaker, at the same time it continued to produce cars under its own brand. This ultimately led to disagreements between the two, who believed that Garford was trying to increase the output of its products at their expense. And although John Studebaker managed to force his partner to fulfill the agreements, in 1911 the Studebaker-Garford alliance finally collapsed.

And before that, in 1908, Studebaker signed an agreement with another automobile manufacturer (EMF) from Detroit. Under the agreement, EMF produced cars and chassis, and Studebaker supplied its bodies and sold finished cars through its dealer network. This alliance turned out to be even less durable than with Garford - the reason for this was the extreme unreliability of EMF cars. By 1911, Studebaker had completely absorbed EMF's production capacity, after which a decision was made to refinance and create (Studebaker Corporation). That same year, the company stopped producing electric vehicles.

Studebaker Big Six, 1924

In 1913, Studebaker completely updated its lineup - the Garford and EMF models were replaced with cars of its own design. Models “AA” and “SA” were equipped with four- and six-cylinder engines with a displacement of 3146 and 4736 cm3. It was a successful combination of classic design and technical innovations. For the first time in the American automobile industry, the cast-iron cylinder block was made monolithic (before that, each cylinder was cast separately), the three-speed gearbox was combined with the main gear, and a smoother ride was ensured by elliptical rather than, as was customary, semi-elliptical springs. In addition, Studebaker AA and SA were equipped with an electric starter and electric headlights, which was then the “prerogative” of more expensive models.

These cars, sold at prices ranging from $850 to $1,200, turned out to be very successful - in 1913, more than 10 thousand cars were produced, which allowed Studebaker to become the third, after Ford and Overland, automobile manufacturer in the United States. The success was consolidated by the next model - “SC”, with a four-cylinder engine producing 25 hp. In addition to passenger cars, since 1912 the company began producing trucks and buses on its chassis.

In the mid-1910s, there were changes on the captain's bridge of Studebaker - the aging "founding brothers" gradually retired, and Albert Russell Erskine replaced Friedrich Fisch as the company's executive director. A native of Huntsville, Alabama, who worked at several manufacturing plants before joining Studebaker, Erskine became one of the most prominent figures in automotive America in the 1920s. Noticeable and then tragic. However, more on this later, for now Studebaker was waiting for a “golden age”.

Studebaker President, 1928

The company increased its volumes every year - both its products and the engines of its cars. In 1920, the basis of the production program was the 3.4-liter six-cylinder engine, developed under the direction of chief designer Fred Zeder. This engine was equipped with the “Light Six” and “Standard Six” models. For more demanding and wealthy customers, the “Big Six” and “Special Six” models with a 5.8-liter power unit were intended. In 1928, a new flagship was introduced. The car was equipped with two bodies - a classic four-door sedan and an elegant two-door roadster. In 1931, the “flagship” engine was modernized - with a reduction in volume to 5.1 liters, its power was increased and amounted to 121 hp.

The firm under Erskine's leadership continued to capture the market. In 1928, Studebaker took the luxury car manufacturer Pierce-Arrow under its wing. Trying to cover all segments, it released a compact car on a short wheelbase.

Erskine "Model 51 Sedan", 1928

It was “Erskine” that became the first “bell” for Studebaker, foreshadowing difficult times. The price, which was attractive at first glance - $995 - looked not so interesting compared to its competitors. We are talking primarily about Ford - with similar characteristics, the price for its Model A, which replaced the legendary Model T in 1927, started at $385. Hence the corresponding sales volumes - by February 1929 the first million Ford A's were sold, while Erskine's production volume did not exceed 25 thousand per year. Studebaker tried to bring the younger model closer to the “big brothers” by increasing the wheelbase, but this did not bring tangible results.

Albert Russell Erskine and other Studebaker executives can hardly be blamed for not foreseeing the Great Depression. However, they were unable to adapt production to new realities. Although, it would seem, the strategy was chosen correctly - “don’t put your eggs in one basket.” Along with the production of expensive cars, emphasis was also placed on the compact class. In December 1931, production of a new compact car, the Rockney, began at the South Bend plant (the model was named after Knute Rockney, one of the best coaches in the history of American football, who tragically died in a plane crash). The car was produced in two versions: “65” (with a wheelbase of 2800 mm) and “75” (2900 mm).

Studebaker Champion, 1939

However, “Rockney” did not work either, and in the summer of 1933 its production was curtailed. However, this was not the main reason that almost led Studebaker to collapse. Erskine and his team failed to quickly cut costs and production costs in response to falling demand. In 1930, the firm paid out $7.8 million in dividends to shareholders, which was five times its actual profits. Erskine tried to correct the situation by merging with the White Motor Company, purchasing its shares at an inflated price. But this only made the situation worse. In 1932, Studebaker's debt to creditor banks amounted to more than $6 million. As a result, Erskine was removed from his position and, ill and besieged by creditors, committed suicide on June 30, 1933.

Harold Vance (he took the post of chairman of the company's board of directors) and Paul Hoffman (president of the company since 1935) had a chance to pull the company out of the hole. Having solved immediate problems and carried out debt restructuring with the help of Lehmann Brothers Bank, Vance and Hoffman began updating the production program. Having granted independence to Pierce-Arrow, in 1934 Studebaker introduced its own model with a name well-known to domestic car enthusiasts - Land Cruiser. Unlike the SUV of the same name, it was a streamlined, mid-range road car, offered by Studebaker dealers starting at $1,510. In the same 1934, the second generation of the flagship model “President” appeared.

Studebaker Commander, 1940

In 1937, the company entered a new “untilled” field - the segment of light commercial vehicles. Unlike other pickup trucks, it was based on the platform of the Dictator passenger model. Hence the level of comfort, uncharacteristic for those years, offered to the buyer of a utilitarian car - a spacious comfortable cabin, the seats, ceiling and door panels of which were upholstered in fabric (and a leather interior was offered as an option), a radio, a heater, direction indicators, a three-speed Borg gearbox -Warner" with overdrive transmission, etc.

However, before World War II, passenger cars were still the basis of Studebaker's production program. In 1938, the “Champion” appeared - one of the most successful models in the history of the company. A successful combination of modern “aerodynamic” design (its author was the famous industrial designer Raymond Loewy), progressive construction (the Champion, among other things, was one of the lightest cars of its era, and the 2.7-liter inline six-cylinder engine lasted with minor changes on the assembly line until 1964) and low price (dealers sold the “Champion” at a price of $660) brought their own, very good, results - sales reached 107 thousand cars a year. Another model - “Commander” - was updated in the same 1938. A classic sedan for those years, it was equipped with a 3.7-liter engine producing 70 hp. and a three-speed transmission with overdrive. Independent front wheel suspension and rear suspension on semi-elliptical springs ensured comfort and stability on the road. The Commander was the company's first model equipped with air conditioning (a rarity in those days) and a heated windshield.

Studebaker L5 Coupe-Express, 1939

* * *

The army is one of the most desirable customers for any company, including an automobile company. Studebaker began supplying its products to the US Armed Forces at the beginning of the twentieth century. Basically, these were passenger cars used as headquarters vehicles, for courier service, etc. In 1917, a certain captain Arthur Crossman, based on the “SF” model, launched the production of “automobile carts”, installing machine guns on a high-speed chassis. After World War I, Studebaker cars with an extended wheelbase were used to produce ambulances. In 1933, the company's only special military vehicle was developed - the T5 machine-gun armored car for cavalry escort.

Shortly after the outbreak of World War II, Studebaker received an order from France. Two-axle trucks of the K25 model with a carrying capacity of 2.5 tons were intended for the French army (unfortunately, in 1940, most of these vehicles were captured by the Germans). However, 2000 trucks sold did not make a difference, and Studebaker could not yet get close to the main “pie” - the American army.

Studebaker K25, 1940

The main order for the supply of trucks to the ground forces was received by General Motors, while vehicles for the navy were made by a well-known manufacturer of agricultural equipment. Studebaker was initially left out of business, but GM soon could no longer cope with the growing demand for trucks, and it had to transfer some of the orders to other manufacturers. Back in 1940, South Bend prepared an army version of the K15F truck with a payload of 1.5 tons and a 4x4 wheel arrangement. The following year, by adding another drive axle, a three-axle version (“K25S”) with a lifting capacity of 2.5 tons was obtained. On its basis, the Studebaker US6 army vehicle with the Hercules JXD engine was created.

On March 11, 1941, the US Congress passed the American Defense Act, better known as the Lend-Lease Act, a government program under which the United States sold ammunition, equipment, food and strategic raw materials, including petroleum products, to its allies. . It was envisaged that materials supplied - destroyed, lost and used during the war - would not be subject to payment, and property transferred under Lend-Lease, suitable for further use, would be paid for in whole or in part on the basis of long-term loans provided by the US government or would be returned to the United States. States.

Studebaker US6

It was Lend-Lease that became a “lifesaver” for Studebaker. "US6" for a number of parameters did not meet the standards existing in the army, but the US Army Quartermaster Corps, after conducting tests, decided to organize mass production of a simplified range of "US6" for deliveries under Lend-Lease to countries with a poorly developed road network, meaning primarily the USSR, China and Australia.

The first Studebakers arrived in the Soviet Union in 1942. After tests carried out by the Technical Committee of the General Automotive Directorate, instructions for operating the vehicle were issued, and a recommendation was made to increase the load capacity to 4 tons.

The main technical characteristics of the Studebaker US6 car, supplied to the USSR, are given in the table.

It must be said that the Studebaker US6 did not have any outstanding characteristics; it was a standard ordinary car. And if not for deliveries under Lend-Lease, he would have remained in the shadow of other “automotive heroes” of World War II. However, it came in handy in the USSR. Let us repeat once again - without Lend-Lease in general and without Studebaker in particular, the Soviet Union would still have won. But with him it was much easier for the front-line drivers. They valued the American car for its reliability (“Studebakers” were used in the national economy until the 1960s, and some, not as museum exhibits, but quite working cars, survived even until the 1980s), cross-country ability, powerful engine, convenient dashboard and controls, a heated cab and excellent brakes, and absolutely chic - each car came with a beautiful and convenient set of wrenches and a luxurious sealskin driver's jacket. Due to its qualities, Studebaker was chosen as the main chassis for multiple launch rocket launchers - the legendary Katyushas.

Studebaker US6 as a chassis for mounting the Katyusha multiple rocket launcher

The article was published in the August 2013 issue of the journal Science and Technology

Found a typo? Select a fragment and press Ctrl+Enter.

Tags: Automototechnics Studebaker “Studebaker”

Previous article “Studebaker”. A glorious page in automotive history. Part 2

Provided by SendPulse

Likes 0

Go!

0
Source:

To start the car, I had to move my lower torso (you get the idea) to the very edge of the seat, otherwise I couldn't push the clutch pedal enough to press the starter button. The six-cylinder inline six growled under the long hood. The second speed (we remember that we hardly need the first?) turns on easily. The gears are generally switched clearly, even the movement of the lever, which you have to swing like a net when catching butterflies, is not confusing. Slowly release the clutch and go. It's simple. Too simple for a car from 1945. You can look down on any jeep and still see cars following it over its roof. It’s very convenient, I’ll tell you!

Source:

The forbidden fruit is known to be sweet. Let's turn on the first one. And then - only for a turn on the “patch”. The engine roars, and the car almost stands still. But the wise old Louis Renault was right when he said that a car is good not for its volume liters and horsepower, but for the correctly selected ratio of internal combustion engine and transmission parameters.

Source:

The engine of our “Studer” produces only 95 hp, which, frankly, is not that much. But the volume of almost 5.5 liters in first gear made it possible to use the truck as a tractor. The fourth gear is direct, and the fifth speed on the plate is designated as “overdrive”. Strong words, considering the maximum speed of 70 km/h. The dimensions feel very good; the only inconvenience I experienced while driving was the very small rear view mirror. Thank you, of course, that it exists at all, but if you suddenly see a Studebaker on the road, know that you cannot be seen from behind. It's nice to drive a car. Perhaps there is a feeling that all the little things listed above were created by designers for the convenience of the driver. This fact warms the soul, especially since there is nothing else to warm it with - there is no “stove” in the car. The front partition of the cabin, which heats up from the engine, helps out, providing at least some heat. However, there are no cracks for which wartime GAZs and ZiSs are so notorious, which again is quite good. But it’s still convenient to hold the steering wheel only at the bottom of the rim; it’s too big for me. Or I'm too small for this car. We turn it and press the brake. The car stops easily. Just at the end of the thirties, the Americans tried out the hydraulic system and dabbled with it, installing it anywhere. And again I remember the ZiS-5 with its mechanical drive...

An American who does good

0
Source:

The car, which Peter kindly provided us with for review, was assembled, by and large, from several cars. The engine and gearbox were imported from America. They worked on a tractor in a quarry, because these units are almost eternal and are practically used today. The original cabin was found at Lenfilm (it seems they have inexhaustible reserves, by God!), the body was brought from Norway, it was stored there. The chassis was found in the Tula region 6-7 years ago. The very idea of restoring this “Studer” began in 2011 with... a grille. A grill protecting the rear window in the cab was found. At first Peter didn’t understand what car it was from; he was restoring another car at the time. And then I found out the origin of this part, and it began...

Source:

The most time was required for the assembly: about a year was spent searching for units, restoring them or reassembling them. The assembly itself took only a month. During the work, it became obvious that the car has many absolutely identical parts with GAZ-51, 52, 53 and even GAZ-3310 Valdai. And not just the same, but exactly the same. Meanwhile, Valdai was developed in 2003. Makes you think, doesn't it? There was a time when Studebaker was a great help on the fronts of the Great Patriotic War. It was a truck, a tractor, a base for Katyushas. It pleased with unheard-of comfort, cross-country ability, and reliability. Our lorry and three-ton ZiSs could not compete with the three-axle all-wheel drive truck of the Allies. And after the war, Studebakers worked in the Soviet Union for many years, helping to rebuild the country after a terrible tragedy. By the way, we recently wrote about the tricks of the post-war use of Lend-Lease equipment, which was actually supposed to be returned to America, in an article about the Diamond T 980 tank tractor. But let’s return to the “Studer”. What is the reason for his success?

Source:

Of course, this question must be answered by a historian. However, some points can be highlighted independently. Let's start with the fact that this truck was designed specifically for export to the front. Production of the US6 began with the beginning of World War II, and production of these vehicles ended with its end. For us, this was quite advanced technology, hence some difficulty in servicing it. Although the technical illiteracy of our drivers played a significant role here: they did not have the time or opportunity to engage in education, they had to fight. The construction of the car was carried out by people whose country was practically not affected by the war. They had all the resources to deal with those seemingly insignificant “tricks” that the military truck was so pleasantly surprised with. Engineers, accustomed to working exclusively with passenger cars, transferred their experience to the US6. Hence the embossed door upholstery and vents, familiar to us from domestic technology until the mid-90s, and a lack of understanding of the requirements of austerity under which Soviet developers worked. They had the opportunity to make a good car, and they did it.

Electrical equipment "Studebaker"

The electrical system of many American cars of that era was 6 volts. Only Lend-Lease Dodge ¾ cars, with the same unit base (!), had 12-volt varieties of electrical circuits. And externally identical Studebaker cars could have different polarities of electrical equipment. So, according to the standard of that time, general purpose transport vehicles had a polarity of “plus” to “ground”. However, cars with radio stations and cars with shielded electrical equipment had a minus to ground so as not to interfere with radio reception.

“The Studebakers were equipped with a “three-cell” battery with a capacity of 153 a.h. This relatively large battery is clearly visible in the photo (Fig. 5). The generator sets of the machines, model GEW-4805 with a power of 150 W, had a return current of up to 25 A. The Hercules engines were equipped with inertia-type starters, model MAV-407, with a power 1.5 hp, same. It seems that a small additional excursion into history is necessary so that the reader can more clearly understand which starters we are talking about.

In modern starting electric motors, the engagement of their drive gears with the gear ring of the flywheels of power units is carried out by electromagnetic traction relays. In the 50s of the last century, trucks often used starters with mechanical engagement of gears using a foot pedal, but in any case, with a lever drive for engaging the gears. And even earlier, it was inertial starters that reigned, where the gears of the starting electric motor were engaged and “thrown back” precisely by the forces of inertia, as evidenced by their name.

When the electric motor was turned on, its gear “flew” into engagement with the flywheel ring practically without rotating. It was fed to the connection by sliding along the lead screw - the starter shaft, but did not have time to unwind due to the inertia of rest, reinforced by special counterweights. Resting against the limiter at the end of the running thread of the starter shaft, the gear began to rotate with it as one whole, spinning the crankshaft of the engine. And when the flywheel of the starting engine began to “overtake” the shaft of the starting electric motor in its speed, the starter drive gear, due to the newly acquired and large inertial forces from the flywheel, was thrown back along the lead screw to its original position.

Figure 13. The inertia starter of the lever drive did not engage the gear.

Starting with American cars, and in particular with Studebakers, Soviet front-line drivers became familiar with the “all-around” side lighting that is familiar today, and with separate front side lights in the sidelights. For comparison: there were no sidelights on domestic trucks; the so-called “low light” was provided by separate lamps in the headlights. And there were no rear right side lights or brake lights at all.

Figure 14. Electrical diagram, for those who understand automotive wiring.

But the American army vehicles also had interesting details - blackout devices of the “dimensions” with windows for determining the distance. So, if the driver of the car behind him clearly saw two pairs of red windows in each light of the front car, this meant the distance to the car in front was no more 20-30 meters. If the four red dots of each lamp merged into two, they were visible at a distance of up to 50-70 meters. At a greater distance, it was not necessary to see the front car, and even less so for the enemy.

Figure 15. Blackout devices for the rear light and sidelights.

Brief technical specifications of Studebaker US6

Loading capacity on rough terrain of cars used in the USSR is 4 tons (on the highway - 5 tons) Total weight of the vehicle without load is 4505 kilograms Maximum speed 69 km/h Engine type carburetor six-cylinder four-stroke, with lower valves Cylinder arrangement vertical, single-row Displacement volume 5243 cubic meters. cm Compression ratio 5.82 Maximum power at 2500 rpm 95 hp Water cooling system, forced water circulation Fuel tank capacity 150 liters Fuel gasoline 70-72 Single-disc dry clutch Gearbox mechanical, three-way, five-speed Transfer case mechanical, with two gears Steering type worm and spikes Shoe brake with hydraulic drive, on all wheels

Source:

After the war, we also had captured German trucks at our disposal, but they were not so popular: they were capricious, complex, and you couldn’t find spare parts. You could ride them until the first breakdown, then it was easier to melt them down. Another thing is the hardy and reliable “Studer”. But in America they didn’t drive it. By that time they had more modern cars, for example, JMC. We can say quite definitely: Studebaker was a very good car, and it brought a lot of benefits. However, we paid for it until 2006. Oddly enough, just nine years ago our last payment under the Lend-Lease agreement went overseas. “Nothing personal. Only business"

Student transmissions

A single-disc dry “flat” clutch (Fig. of all car models, with a central pressure spring, had a mechanical lever drive.

Figure 8. Single-plate clutch with a “flat” basket and a central pressure spring.

All varieties of Studebakers were equipped with the same 5-speed gearboxes, with a fifth overdrive gear.

Gear ratios:

1. - 6.06; 2. - 3.5; 3. - 1.8; 4.- 1.0; 5. - 0.79; Z.H. - 6.0.

Readers may know that in the gearboxes of domestic cars, when reverse gear is engaged, due to the additional gear that ensures reverse rotation of the secondary shaft, the reverse gear is always more powerful than the first speed. But in this case, there is no typo in our text. But the transfer cases differed in the range gears (reduction gear).

For all-wheel drive vehicles, the gear ratios were:

1. – 2.602; 2. – 1.55. For vehicles without a front drive axle, 1. - 1, 82; 2. – 1.55.

The transmission layout included five driveshafts, and an independent arrangement of the gearbox and transfer case.

The Studebaker drive axles had single “straight” main gears (the axis of the drive gear and the axle axles of the wheels lay in the same plane) with a ratio of 6.6 units. The rear axle axle shafts are of the fully unloaded type. The individual wheel hubs were mounted on two tapered roller bearings each. The drive to the front wheels was carried out by ball joints of equal angular velocities.