Misplaced Pages

#39960

30-559: The Land Cruiser was introduced at the 1933 Chicago World's Fair as an extensively streamlined sedan. Many of the same aerodynamic features of the car were shared with Pierce-Arrow's Silver Arrow show car that also debuted at the fair when Studebaker assumed operations of Pierce-Arrow in 1928. Work on both automobiles was authorized prior to the company being placed in receivership in March 1933, and Pierce being sold to investors. Production Land Cruisers began to appear in dealer showrooms in

60-505: A heavy diagonal beam to take the stress, and the lubrication of the bearings was not as effective. Other advances for performance were that the valves had spring dampers and the muffler was a straight-through type. With these improvements the engine achieved 122 hp (91 kW). It also had modern filters for air, oil, and fuel, an improved thermostat, and a Lanchester vibration damper. In 1931, Studebaker introduced "Ovaloid" headlights which were oblong in shape and made identification of

90-704: A new body, the Land Cruiser , which was offered on the Dictator , Commander and President. The Land Cruiser models were easily identified by their extreme streamlining features, unusual 4-piece rear window, trunk and the full fender skirts on the rear of the vehicle. The new Presidents were smaller and less impressive than their predecessors, though still fine automobiles, priced at $ 1,245, ($ 28,356 in 2023 dollars ). For 1935, Presidents and Commanders offered an optional steel sliding roof similar to sunroofs common on vehicles today. In 1936, all Studebaker cars featured

120-425: A one-piece curved windshield, an electric clock and carpeting front and rear. Only minor trim changes for 1948 brought a Land Cruiser price of $ 2265, and in 1949 it was increased to $ 2328 ($ 29,811 in 2023 dollars ). Since it was a seller’s market after WWII, Studebaker felt no need to change the basic design of the car, even though they knew that other makers would have “new” cars in 1949. Studebaker coasted along with

150-407: The "Planar" suspension system, and offered the " Startix " automatic engine-starting system as an optional accessory. Vehicles manufactured from 1936 also showed the influence of industrial designer Raymond Loewy , who was hired as Studebaker’s design consultant, and Helen Dryden who specialised in interior styling. Studebaker made its Hill-Holder device (an anti-rollback brake system) standard on

180-400: The "clam digger", was actually a preview of the next generation. The 1953 Land Cruisers were complete departure from the ’47-’52 models. The 1953 model sold retail for $ 2316 ($ 26,375 in 2023 dollars ). They were built on the same frame as the new Starliner and Starlight coupe models but, as with many new models, there were some initial problems, primarily with the fit of the front fenders. With

210-435: The 1947 Studebaker, touted as "First by Far with a Postwar Car", had a completely new body. The new Land Cruiser exclusively rode the company's longest wheelbase (124 in (3,100 mm)), which provided additional legroom for rear seat passengers. It featured center-opening, rear-hinged rear suicide doors and was powered by the larger of Studebaker's two straight-6 engines. The Land Cruiser suggested price of $ 2043 included

240-465: The Commander and President lines, for 1941 Studebaker introduced the ultra-luxurious Skyway Land Cruiser which featured a slightly curved single-pane windshield, rear fender skirts and premium details and fabrics. The 1947 Studebaker models were so revolutionary that it had other car builders scurrying back to their drawing boards. While other manufacturers settled for re-chroming their pre-war models,

270-476: The Commander, replaced it with a large gold “8” in the middle of a chrome “V” (basically they removed one of the three arms of the "star", changing it into a "v".) On the Champion, a gold “S” replaced the “8”. When the other items ran their course, they were replaced by non-tri-star items. These are now collectors items. The construction problems were corrected in the 1954 Land Cruiser models with heavier metal in

300-869: The ES model in internal Studebaker memos. It was powered by a 354 cu in (5,800 cc) six-cylinder engine until the appearance in January 1928 of the smaller and smoother straight-eight engine of 312.5 cu in (5,121 cc). Albert Russel Erskine , Studebaker’s president, spared no expense in his goal of making the President the finest automobile on the American road, with prices ranging from $ 1,985 to $ 2,485 ($ 35,222 to $ 44,094 in 2023 dollars ). Presidents produced from 1928-1933 established land speed records, some of which went unbroken for 35 years. The President benefited from engineering improvements once

330-474: The President and other "senior" Studebaker models easier. Presidents manufactured in this era were considered to rival more expensive marques such as Cadillac , Packard , Lincoln , and Chrysler’s Imperial model range. Studebaker went into receivership during 1933-34, Albert Erskine committed suicide, and the era of the big, impressive President came to an abrupt end. For 1934, Studebaker trimmed its model lineup and streamlined its vehicles. The company designed

SECTION 10

#1732791490040

360-439: The President in that year. In 1938, the company offered a remote-controlled "Miracle-Shift" transmission which featured a dashboard-mounted shifter. The unit was discontinued in 1939 when the transmission shift lever was moved to the steering column. For 1941, the President received a new body style, a four-door sedan with rear-opening rear doors, as opposed to the then-conventional front-opening (suicide) rear doors. This vehicle

390-442: The company took control of Pierce-Arrow in 1928. The primary advances of the 1931 engine was the increase in displacement to 337 cu in (5,520 cc) and the crankshaft was drilled for oil passage to each of its nine large main bearings . At this time, the straight-eight engines of many other firms had only five bearings; connecting the crank throws of every pair of cylinders between said bearings, their crankshafts had

420-426: The door or could not close it. There were also fewer frame re-enforcements than in subsequent years. As you might imagine, this problem caused many a late night conference and hasty fixes and tended to give the new model a bad name almost immediately. Then a problem with the new (and revolutionary, for its day) mechanical power steering raised its head. It only required 2  psi (0.14  bar ) of pressure to turn

450-432: The earlier model. New, larger brakes were included in the package, shortening stopping distances by 37 ft (11 m) according to Motor Trend. Engine horsepower increased to 127 as the result of a 0.5 compression increase (to 7.5). There was also a smoother looking instrument panel, doing away with the individually hooded gauges of the previous year. The 1954 Land Cruiser sold for $ 2438. All in all, many people are of

480-590: The end of 1958 to make way for the new compact Lark model. A longer wheelbase version of the Lark sedan was offered for fleet sales. Dubbed the Economiler, it was marketed for use as a taxicab, again featuring a roomier back seat area than the regular Larks. For the 1961, Studebaker added a Lark model, the Cruiser, which continued through the 1966 model year. This model was built on the longer wheelbase chassis and

510-409: The engine out of the car, they fit. With the engine in the car, they didn’t. This was found to be primarily the fault of using a thinner gauge steel for the frame. The theory was that if the frame could flex a little, the car would ride better. The problem was, it flexed too much. If you jacked up one corner of the car, to change a tire, for example, the frame flexed so much that you could either not open

540-576: The fall of 1933 as 1934 models. The Land Cruiser was designated as a body style, and classified in the President model range (C Series) for the year. It retailed for $ 1,510. The body style was shared with the President and Commander series for 1936. From 1937–1940, the car was classified as the Commander Cruiser and President Cruiser. The Land Cruiser name officially returned in 1941 and 1942. In addition to offering its Land Cruisers in

570-442: The frames and an additional re-enforcing crossmember. The famous designer, Eleanor LeMaire was retained to brighten up the interiors of the new cars. She demanded 4 more colorful interiors than previously, getting away from the one drab gray pin stripe color of the previous year. These new colors included green, blue and tan as well as an opulent silver-gray. The front grille bars had 5 small vertical fins each to differentiate them from

600-483: The lively new Studebaker V8 engine that year. The front styling stayed virtually the same, with a minor redesign of the three points. Once again, the Land Cruiser had its own wheelbase, at 119"; the Commander now shared the 115" wheelbase of the Champion models. The price was raised to $ 2289. The 1952 Land Cruiser was the last to use real glass for the tail and parking light lenses. Its grille, designated by some as

630-401: The most advanced automatic transmission of the day. It featured reverse gear lock-out, hill-holder, anti-creep and a locking torque converter which allowed direct drive with virtually no converter power loss in high gear. The price of the 1950 Land Cruiser went down to $ 2187. Sales in 1951 skyrocketed, an increase of almost 12,000 over 1950. This can probably be attributed to the introduction of

SECTION 20

#1732791490040

660-454: The old bodies until 1952. But 1950 saw the “Next Look in Cars" — Studebaker’s answer to the other manufacturer's 1949 models. Considered very radical for the era, it had three-point front styling, popularly known as the “bullet-nose”, similar in style to the 1949 Ford. Over 10,000 more Land Cruisers were sold in 1950 than in 1949. Studebaker Automatic Drive was introduced mid-year and was arguably

690-506: The opinion that the 1954 Land Cruiser was better designed than the 1955 Ultra-Vista wrap around windshield President models. While it was in keeping with most other brands of the era, the large amount of chrome (demanded by the sales department) caused many people to shy away from the ’55 Studebakers. In 1955, the name was changed. Top-trimmed Studebakers from 1955–1958 went by the Studebaker President name (revived from

720-498: The prewar President models). For 1956, an upscale President Classic sedan was offered. The President Classic used the longer 120.5" wheelbase of the Hawks, and like the 1947–1950 Land Cruisers used the additional length to create a roomier rear passenger area. The President Classic was continued for 1957–1958, though no longer carrying the "Classic" model name. After a four-year run, The President models, in turn, were dropped at

750-446: The shortened 1942 model, after which the President was discontinued. The Skyway designation was, however, used for shortened 1946 Studebaker Champions . Studebaker reintroduced the President nameplate in 1955 when it was applied to all premium-trimmed vehicles. The most noteworthy of these later Presidents was the 1955 Studebaker Speedster . The President name was discontinued after the 1958 model year, when Studebaker began focusing on

780-731: The steering wheel but it was noisy. Only 100 of these units were sold before Studebaker began using GM Saginaw type units. The Studebaker company had a problem with the Mercedes-Benz company. A few years in the future, Studebaker would be the American distributor for that brand, but in 1953, the M-B tri-star emblem was turned upside down and put on the front and rear of Studebaker cars, minus the encircling ring. (Mercedes-Benz cars were still relatively unknown in America at that time, so most people probably would never have drawn any connection between

810-494: The two brands.) In the upper part, the Commander had a gold “8” while the Champion a gold “S”. The upside-down tri-star was used elsewhere in the car. The wheel covers, back-up light lenses, radio delete plate, horn button and the rear ashtray on the Starliner/Starlight coupe—all had this emblem. M-B complained and Studebaker hastily re-designed the emblems. On the hood and trunk, they removed the M-B look-alike and on

840-716: Was a better equipped and more luxurious version of the 4-door Lark and was designed to harken back to the Studebaker Land Cruiser sedans of the late Forties and early Fifties. Century of Progress Too Many Requests If you report this error to the Wikimedia System Administrators, please include the details below. Request from 172.68.168.226 via cp1108 cp1108, Varnish XID 252998430 Upstream caches: cp1108 int Error: 429, Too Many Requests at Thu, 28 Nov 2024 10:58:10 GMT Studebaker President The Studebaker President

870-523: Was designated the Land Cruiser, recognizable by its concealed running-boards and lack of rear quarter-windows. The Land Cruiser was available in the beginning of 1941, in the Custom and DeLuxetone series. In mid year 1941, the Skyway series was introduced, with a Land Cruiser included. The Skyway had an upgrade in upholstery, and lacked the double strip of chrome down the side of the car. This style continued for

900-551: Was the premier automobile model manufactured by the Studebaker Corporation of South Bend, Indiana (US) from 1926 until 1942. The nameplate was reintroduced in 1955 and used until the end of the 1958 model when the name was retired. Prior to mid-1926, Studebaker’s premium model was the Studebaker Big Six . The first automobile bearing the name President was unveiled on July 23, 1926, designated as

#39960