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50-610: When Studebaker-Packard's financial situation worsened in 1955 and 1956, company leaders decided, rather than meet the "Big Three" automakers head-on, to compete with low-priced, basic transportation. Using the Studebaker Champion 's two- and four-door sedan and two-door station-wagon bodies, the company created a vehicle which could undercut the prices of minimal-frill competitors the Chevrolet 150 , Ford Custom and Plymouth Plaza . The Scotsman had features reminiscent of

100-469: A feature that is nearly universal among today's pickup trucks: the sliding rear window, which was available from the start, proved to be quite popular among Champ buyers. It was truly one of Studebaker's better ideas, and caught on later among the major truck makers. With a cab based on a sedan body, the Champ was among the first pickups to offer true "car-like" comfort, with a wide, comfortable bench seat and

150-427: A handsomely-styled interior. Other manufacturers took until the late 1960s and early 1970s to follow the Champ's lead. Finally, the last Champs of 1963-64 were among the first American trucks — if not the first — to offer service bodies constructed of fiberglass. Today, such bodies made of fiberglass and composites are still gaining acceptance, with the steel service body remaining the norm. While it didn't prove to be

200-503: A larger version with 101 hp (75 kW). Also for 1955 the Starlight/Starliner labels were dropped, and a wraparound windshield was introduced. The 1956 Champion sedans received very different bodywork, with pronounced "eyebrows" over the headlights and large tailfins. The coupes received the new Hawk -style bodywork with a centrally placed square grille reminiscent of a period Mercedes-Benz. The streamlined shape of

250-569: A push to increase fleet sales, Studebaker also offered the Econ-o-miler in 1958, based on the body of the 120.5 in (3,060 mm) wheelbase President sedan. The Econ-o-miler used the Scotsman's frugal exterior and interior elements and was pushed as a taxi model. In addition, Studebaker's police-package cars in 1958 were often Scotsmans with Commander and President V-8 engines. The Scotsman continued its success in 1958, outselling

300-550: A single truck, and the AM General truck and Hummer plant took over Studebaker's former Chippewa Avenue truck plant in South Bend for military production in late 1964. This plant is now used to store every stock Studebaker part that was left after the company's closing. A section of this plant is used as a store that sells parts to collectors and people taking on restorations. The Champ is seldom given credit for introducing

350-410: A three-speed column shifted manual (AKA: 3 on the tree), with four- and five-speeds optional, as well as overdrive (with the three-speed). Studebaker's Flight-O-Matic (built by Borg-Warner) was the automatic option. This same transmission was used by other manufacturers, including Ford. Given the cobbled-up nature of the truck, sales were fairly good for the 1960 model year "5E" series. Unfortunately, it

400-502: A time when 10-second 0-60 mph times were becoming more common, even among the low-priced field. However, it appears that few complained about poor performance in the early days of the Interstate highway. Following up on the initial success of the first Scotsman, the 1958 models were little changed. A slightly altered grille and round taillamp lenses were adopted, which allowed the company to keep prices as low as possible. Although

450-611: Is an automobile which was produced by the Studebaker Corporation of South Bend, Indiana , from the beginning of the 1939 model year until 1958. It was a full-size car in its first three generations and a mid-size car in its fourth and fifth generation models, serving as the junior model to the Commander . The success of the Champion in 1939 was imperative to Studebaker 's survival following weak sales during

500-483: The "blackout" cars of the shortened 1942 model year, from which chrome trim was eliminated by war-materials rationing, though such refinements have been added by latter-day enthusiasts. Hubcaps and grille were painted; buyers paid extra for a basic recirculating heater for the passenger compartment. Interiors were fitted with painted cardboard panels—gray vinyl being the single standard for upholstery. Rubberized floor coverings replaced carpeting. The only chrome plating

550-510: The 170 remains a serviceable engine for many owners more than 60 years after it went out of production. From the start of production, those desiring V8 power could choose between Studebaker's 259- and 289 cuin engines with either a two- or four-barrel carburetor. Both engines remained largely unchanged during the truck's production run. A wide variety of transmissions, both manual and automatic, were available in Champs. Base models came with

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600-462: The 1938 model year. Unlike most other cars, the Champion was designed from a "clean sheet" and had no restrictions caused by necessarily using older parts or requiring the subsequent use of its components in heavier vehicles. Market research guided the selection of features, but a key principle adhered to was the engineering watchword "weight is the enemy". For its size, it was one of the lightest cars of its era. Its compact straight-six engine outlasted

650-411: The 1958 Champion received added-on tailfins in the back and fender-mounted pods up front to accept four headlamps (two per side) as was the trend in '58, the Scotsman remained finless in the rear and kept the two headlamp system. Promotional materials now referred to the "Studebaker Scotsman" rather than "Studebaker Champion Scotsman", a promotion of sorts from a sub-series to a model in its own right. In

700-492: The Big Six. The new OHV six was a novel design, retaining as many existing components as possible while modernizing an engine that had been introduced in 1939. Unfortunately, the little engine's quality came into question early on, with a number of engines developing cracks in the cylinder head. The problem, which occurred most often in engines that had improperly-adjusted valves, was never completely solved, but with proper care,

750-720: The Champion's leaf springs arranged transversely for its bogie suspension. The Champion was phased out in 1958 in preparation for the introduction of the 1959 Studebaker Lark . Prior to this, Studebaker had been placed under receivership, and the company was attempting to return to a profitable position. The Champion was introduced in 1939. Following the design trends of the time, the grille and headlights were partially integrated. Deluxe models came with arm rests and dual wipers. The 164.3 cu in (2.7 L) I6 engine produced 78 horsepower (58 kW; 79 PS). In 1940, Studebaker claimed 27.25 mpg ‑US (8.63 L/100 km; 32.73 mpg ‑imp ). In 1941,

800-478: The Champion, Commander and President lines combined. The Scotsman proved that Studebaker need not attempt to follow the styling trends of the rest of the industry. Building on the Scotsman's clean-lined look, Studebaker engineers and designers quickly and cheaply created a new compact car for 1959, the Lark , not as austere as the Scotsman, but able to seat six adults in a package markedly different from its competitors at

850-562: The Loewy coupes made them popular with land speed racing competitors, both in their stock configuration and modified with chopped tops and other modifications to make them even more streamlined. In 1957, the Champion Scotsman , a stripped-down Champion, was introduced in an attempt to compete with the “Big Three” ( General Motors , Ford , and Chrysler ) as well as Nash in the low-price field. Shortly after its introduction,

900-488: The Scotsman delivered exceptional value and economy. The small six-cylinder engine delivered a claimed 30 mpg ‑US (7.8 L/100 km; 36 mpg ‑imp ) of gasoline when the overdrive transmission was chosen. This was unheard-of mileage for a car of its size in 1957, although it came at a price: With only 101 hp (75 kW), the Scotsman was by no means a high performance car. It took about 20 seconds to reach 60 mph (97 km/h) from rest, at

950-537: The Starliner. In addition to the Loewy Coupe, there was also a 2-door sedan based on a shortened 4-door sedan. The 2-door sedan has a taller profile, and the back side windows in the 2-door sedans are noticeably bigger than the windows in the Loewy Coupe. The Loewy Coupe is substantially more collectible than the 2-door sedans. Although similar, the body pieces on the 2 cars are not interchangeable. The front end of

1000-407: The bodies were given a more streamlined look with a wider, lower grille. The second generation Champion arrived for the abbreviated 1942 model year. In 1946, Studebaker built a limited number of cars based on this body shell in preparation for its new body and design rollout in 1947. All Studebakers built in 1946 were designated Skyway Champion models. Only the Champion series was produced, it being

1050-428: The cab section was very different. While an entirely new cab was out of the question because of cost considerations, the new Lark compact car's body proved to be just the right size and shape to suit the purpose. The engineering staff took a Lark four-door sedan, cut it in half behind the front doors and modified the front half slightly to fit the mounting points on the truck chassis. The only new sheetmetal stamping that

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1100-540: The club were allowed to remove the wagon prototype for preservation. After a multi-year restoration, the car was put on display at the Studebaker National Museum. In 1953, Studebaker was redesigned by Robert Bourke from Raymond Loewy's design studio ("the Loewy Coupe" or "Low Boy"). The 2-door coupe with a central pillar was called the Starlight, while the more expensive hardtop coupe was called

1150-538: The design of their automobiles. Champions won Mobilgas economy runs by posting the highest fuel efficiency tests. During World War II, Champions were coveted for their high efficiency at a time when gas was rationed in the United States . From 1943 to 1945, the Champion engine was used as the powerplant for the Studebaker M29 Weasel personnel and cargo carrier, which also used four sets of

1200-420: The early 1960s, so Studebaker was not necessarily at a competitive disadvantage by not offering the option. From 1960 through 1964, Studebaker offered a sliding back window in the Champ pickup. This utilized the same opening as the single pane rear window, but used a double sliding channel and two panes of glass. One window could be opened until it was flush with the other. This helped with ventilation and access to

1250-518: The employee never sell it. In the 1970s, the car was rediscovered behind a South Bend gas station and no longer owned by the former employee. It has been through several owners and paint colors. In 1954, a new 2-door station wagon called the Conestoga was added to the product line. Power of the L-head inline-six remained unchanged at 85 hp (63 kW), although in 1955 this was replaced by

1300-443: The era. The Champ, unlike most American pickups of the 1960s, was never offered with power steering, although such a system was offered on Studebaker's heavier-duty Studebaker Transtar and Diesels. The final "8E" (1963–64) models had an improved steering system that reduced friction and, thus, steering effort, but not to the degree that power steering would have. Of course, power steering was not yet commonplace in light trucks during

1350-427: The few 1964 models that were built. New features introduced for the 8E trucks were suspended pedals (the pedals no longer went through the floorboard), new "2 stage" leaf springs in the rear, and an improved steering box for easier steering. Also, for the first-time air conditioning was an available option. By December 1963, Studebaker's board of directors announced the closure of its South Bend, Indiana factory, and

1400-536: The front of the cargo bed without leaving the cab of the truck. The chassis of the Champ was basically the same as what had been used for Studebaker's ½ and ¾-ton E-series trucks since 1949, a typical ladder frame with solid axles both front and rear. Despite its age, the Champ's chassis components were no more or less modern than those found in GM, Ford, Chrysler or International Harvester trucks, all of which also still used solid axle suspensions. Atop this carryover frame,

1450-476: The last of the company's flathead sixes, either the Lark's 170 cuin (90 hp (67 kW)) or the time-honored 245 cuin " Big Six " (110 hp (82 kW)) which dated to the early 1930s. The 170 engine was upgraded to overhead valves (OHV) for 1961, gaining 22 hp (16 kW) in the process (up to 112 hp (84 kW)), enough of an improvement that Studebaker saw fit to finally discontinue

1500-491: The last such vehicles designed by the company before leaving the automobile manufacturing business in 1966. Designed at a time when Studebaker's truck line had not seen major upgrading in over 10 years, Studebaker engineers were forced to use a number of existing components to fit within the $ 900,000 budget given them by the company's Board of Directors, but the end result was astonishingly fresh and competitive in price, capability and performance with other American-built trucks of

1550-425: The model itself and was produced to the end of the 1964 model year, with a change to an OHV design in 1961. The Champion was one of Studebaker's best-selling models because of its low price (US$ 660 for the 2-door business coupe in 1939, equal to $ 14,457 today), durable engine, and styling. The car's ponton styling was authored by industrial designer Raymond Loewy , who had been under contract with Studebaker for

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1600-406: The model line. The company's leadership mistakenly thought that the 2-door sedans, 4-door sedans, and 1954 Conestoga wagon (described below) would sell better than the 2-door coupes, so the company's resources were focused on the production of the sedans and the wagon. When the prototype convertible was no longer needed, engineer E. T. Reynolds ordered the car to be stripped and the body sent to

1650-485: The model was renamed Studebaker Scotsman . Two engines were available, a 185 cu in (3.0 L) 101 hp (75 kW; 102 PS) "Sweepstakes" L-head I6, or a 289 cu in (4.7 L) 210 hp (157 kW; 213 PS) "Sweepstakes" OHV V8. Studebaker Champ The Studebaker Champ is a light-duty pickup truck produced by the Studebaker Corporation from 1960-1964,

1700-417: The most popular before the war. In 1947, Studebaker completely redesigned the Champion and the Commander , making them the first new cars after World War II . The styling included a new rear window , flat front fenders in the ponton style which had just gone mainstream, as well as convenience features like backlight illumination for gauges and automatic courtesy lights. The Champion made up 65.08% of

1750-468: The new Champion was lower than contemporaries and shares an appearance with the Citroen ;DS . No convertible was offered in 1953. However, in late 1952 Studebaker produced one prototype of a 1953 Commander convertible to determine whether the model could be profitably mass-produced. The car was based on the 1953 2-door Starliner hardtop. The car was later modified to 1954 model specifications and

1800-601: The same as that used on the 1956 Studebakers. Dealers were instructed to avoid installing extra-cost accessories, on the rationale that a buyer who wanted frills on an economical car could buy a regular Champion for an extra $ 200 (equal to $ 2,170 today). Priced below the competition from $ 1,776 (equal to $ 19,267 today) for the two-door sedan, Scotsman sales were projected at 4,000 cars for the short 1957 model year. In fact, over 9,000 were sold—not only to frugal or low-budget customers but also to wealthy notables such as former First Lady Eleanor Roosevelt . For, despite its austerity,

1850-560: The same grille and front sheetmetal as the regular Studebaker trucks. Two new models were added as well, although these were comprised simply of additional engines from which to choose. More pickups were sold than the standard "Deluxe" line. The Scotsman was replaced for the 1960 model year by the Studebaker Champ pickup, which was based on the same truck chassis but with a cab derived from the contemporary Lark four-door sedan. Studebaker Champion The Studebaker Champion

1900-526: The savior of the Studebaker truck line, the Champ also pointed the way to a smaller yet still rugged pickup, something Dodge later claimed as a "first" with their mid-sized Dakota , which was introduced as a 1987 model, nearly 27 years after the Champ. Today, the Champs that still exist are highly prized for their interesting combination of passenger-car comfort and style and their rugged mechanical durability (the sixes' head problems notwithstanding). About

1950-405: The secret graveyard at the company's proving grounds west of South Bend. A non-engineering employee requested permission to purchase the complete car, rather than see it rot away at the proving grounds with other, earlier prototypes of other cars and trucks. Chief engineer Gene Hardig discussed the request with E. T. Reynolds. They agreed to let the employee purchase the car on the condition that

2000-424: The time. To serve a target market for a low-priced, basic pickup truck , Studebaker produced a Scotsman truck based on the lines of the 1949-53 style of grille and front-end sheetmetal, with a few modifications. Most trucks in the 1950s had as standard one tail-lamp, one interior sun visor, one windshield wiper, and one arm-rest—all on the driver's side. The Scotsman followed this philosophy with one exception: there

2050-400: The total sales for the automaker in 1947. The 169.9 cu in (2.8 L) I6 engine produced 80 hp (60 kW; 81 PS) in 1947. In 1950, output was increased to 85 hp (63 kW; 86 PS). Also, new styling (new grille , sheet metal, and rear end) was introduced, as well as an automatic transmission by Borg-Warner. One of the new styling features on the cars was

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2100-490: The trucks were among the casualties of the company's consolidation around an abbreviated family-car lineup in its Hamilton, Ontario , Canada assembly plant. When they purchased the rights and tooling to the Studebaker Avanti in 1964, Nate Altman and Leo Newman also acquired the rights and tooling to Studebaker's trucks. However, Altman and Newman, for reasons which are lost to history, never built as much as

2150-431: The wraparound, "greenhouse" rear window that was on 2-door, 5-passenger coupes from 1947 to 1951, at first just an option, in 1950 it was given its own trim line, the Starlight coupe . The "spinner" grille was introduced in 1950, similar to that of a 1949 Ford , but was dropped again for the 1952 model year. A single four-door, wood-bodied station wagon prototype was also designed. It appeared at several car shows, but

2200-483: Was all downhill from there. 1961's 6E series saw the addition of a full-width cargo box, the Spaceside, for which Studebaker had purchased the tooling from Dodge. It didn't help sales, however, nor did the problems which developed early on with the redesigned six-cylinder engine. Very little was changed on the Champ in 1962 (7E series) Although a few changes were made on the 1963 8E series, the 8E series would include

2250-445: Was made available after a deal between Studebaker and Dodge . Both cargo boxes were available in short (112" wheelbase) and long (122" wheelbase) versions. The original, narrow box, codenamed "P1" by Studebaker, went out of production in late 1961. The wide "P2" box was the only option available thereafter. Studebaker equipped the Champ with engines that had served well in the company's lineup for years. Buyers in 1960 could choose

2300-497: Was never put into production. The car was then driven for several years by employees to run company errands. Around 1955, the body was removed from the chassis and was sent to the secret graveyard in the wooded infield of the high-speed oval at the company's proving ground west of South Bend. In the early 1970s, members of the Studebaker Drivers Club discovered the body of the wagon prototype. Around 1980, members of

2350-578: Was no arm-rest. Externally, the Scotsman had simple plaid decals and no chrome trim. Stripping to a more basic level allowed Studebaker to advertise the lowest-priced pickup in the U.S. in 1958; it cost less than $ 1,500 to drive home a standard Scotsman pickup. The model sold reasonably well, though the general car and truck market was down in 1958. The Scotsman truck, unlike the car, was continued in 1959, exchanging its plaid decal nameplates for chromed "S" and "Studebaker" emblems. An inexpensive "Deluxe Equipment Group" enabled buyers to fit their Scotsmans with

2400-404: Was occasionally driven around South Bend by engineers. Additional structural reinforcements were needed to reduce body flexure. Even though the car was equipped with the 232 cu in (3.80 L) V8, the added structural weight increased the car's 0–60 mph acceleration time to an unacceptable level. In addition, the company did not have the financial resources to add another body type to

2450-402: Was on the front and rear bumpers and some minor interior parts. Painted bumpers were an option to reduce the cost of the car even further. On two-door models, the rear windows were fixed without winders. Standard windshield wipers were vacuum-powered , resulting in reduced performance as engine load increased. The only apparent frill was Studebaker's heavily promoted " Cyclops Eye" speedometer,

2500-462: Was required was the back wall of the new cab. Funds were allocated to give the Champ a new horizontal-bar grille that delivered a "tougher" look than the Lark's mesh. For the first two model years (1960-61), Champs would also carry over the 1949-vintage cargo box, which had been widened slightly for 1956. The wide cargo box, introduced in early calendar 1961, was from the Dodge C-Series , and

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