In the history of the American automotive industry, no brand had a longer or more colorful history than the Studebaker Corporation. Beginning in 1852 with the production of horse-drawn wagons, the South Bend firm went on to become the world's largest producer of these type of vehicles in the world. By 1902, the company, like many others, changed its focus to automotive production and initially produced an electric car. In 1904, a two-cylinder gasoline touring vehicle was produced. And nine years later, the company merged with EMF in Detroit. That same year, Studebaker became the third largest producer of automobiles in the United States.
In 1920, production returned to South Bend, where it continued until December of 1963. During all of these years, the company-like all of the American independents-had its highs and lows. A full line of cars and trucks flowed through its production line, but one of the rarest was the Studebaker Diesel series, which was produced for two short years.
Studebaker first experimented with diesel powerplants in 1937, when it introduced the Studebaker J20D truck. This vehicle was powered by a Hercules six-cylinder powerplant that produced 77 horsepower. The option lasted two years with a total output of 86 units. The company's United Kingdom distributor, Studebaker Distributors, offered a six-cylinder optional powerplant for its car line, but the concept received little notice back in South Bend. The company continued to dabble with diesel power after World War II with truck applications, and in 1956 manufactured 264 bus chassis that were powered by a Perkins P6 diesel engine, for shipment to India. More diesel units were offered for the export market in 1957 and again in 1958.
By 1960, the company began to get serious in the domestic truck market, and a low-cost diesel offering seemed the way to go. However, any diesel offering had to be supplied by an outside supplier, and more importantly had to fit the existing production chassis. Since the options were few, Studebaker went to GM for the company's proven 4-53 supplied by Detroit Diesel. Aside from being a proven powerplant, it fit perfectly into Studebaker's C-cab Transtar line. This compact four-cylinder mill displaced 212 cubic inches and produced 130 horses at 2,800 rpm. This unit had a two-cycle design and was blower-equipped, displacing 53 cubic inches per cylinder. The units were also guaranteed by Studebaker to last 100,000 miles.
The introduction of diesel power to the domestic medium-truck market was considered revolutionary and risky, largely because no other American truck manufacturer took the gamble to bring diesels to this market. Studebaker, looking to increase its cash flow, introduced the new line of diesel trucks on April 3, 1961.
Although the cab styling was shared with its gasoline cousins, the diesels were coded, classed, and produced separately. Chromed diesel emblems were added to the cab doors and were stamped into the front grille. Thirty-eight units were produced for 1961. Two weight classes-19,500- and 23,000-pound GVW-were offered. The heavier GVW units were increased to 24,000 pounds in 1963. Five wheelbases were offered, varying from 131 to 195 inches. Both 1-1/2- and 2-ton models came standard with a four-speed manual transmission, combined with a single-speed rear axle. Extra cost options were also available-New Process or Clark five-speed Overdrives, along with two-speed rear axles.