Studebaker PickUp

1	1954 Studebaker	1954 Studebaker	1958 Studebaker 3E6D 4Х4	1958 Studebaker Transtar 4x4 Pickup 6ED	1958 Studebaker four-wheel drive Transtar	1959 Studebaker 4x4 1/2 ton. Series 4E. Factory NAPCO 4 wheel drive.	1959 Scotsman 4X4 With Logo "S"	Studebaker NAVY Trucks	1960 Studebaker 1 ton 4x4 a 5E13D
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3	1945 Studebaker truck project 4x4 custom axles and running gear . NV 4500 5 speed truck transmission with ranger torque split overdrive allows you to split any gear. Truck has Rockwell 5 ton axles comes with extra set of Rockwell 5 ton axles. Front Axle TrasferCase PowerTrain Rear Axle	1954 Studebaker, chev 4x4 3/4 ton frame, 500 cadillac motor.... did every stitch myself	Always looking toward increasing market, Studebaker partnered with NAPCO a, to offer FWD in its light trucks. As far back as 1951, NAPCO had been offering four-wheel-drive conversion kits for several makes of trucks. By the late 1950s, Chevrolet and GMC were probably its biggest customers but NAPCO was happy to have Studebaker’s business and the 4x4 kits were installed on the assembly line. Dealers could order crated kits to be installed locally at their service department on suitable 4x2 Studebaker trucks. The Studebaker 4x4s were announced July 1957 and went on sale late in the year as ’58 models. The only transmission offered for the 4x4s was a four-speed Warner Gear T-98A. A divorced Spicer 23 transfer case split power to a Dana 44 front axle (converted by NAPCO for the Studebaker application), a semi-float, tapered axle Dana 44 rear for the 1/2-tons and a Dana 60 full-float for the 3/4-ton.	Four-wheel drive was available on 1/2 and 3/4-ton models Studebaker E-series truck beginning in 1957. Studebaker did not make the 4WD equipment themselves, but (in common with Chevrolet and GMC at the time) purchased the hardware from NAPCO (Northwestern Auto Parts Company). The only transmission offered for the 4x4s was a four-speed Warner Gear T-98A. A divorced Spicer 23 transfer case split power to a Dana 44 front axle (converted by NAPCO for the Studebaker application), a semi-float, tapered axle Dana 44 rear for the 1?2-tons and a Dana 60 full-float for the 3/4-ton. 6ED Model PowerTrain Front Axle FrontAxle PowerTrain Engine To Transfer TransferCase Bottom	Half-ton (4E2, 4E3, 4E7), ?-ton (4E11, 4E12), and 1-ton (4E13, 4E14) models with either the 289-ci V8 or Commander 6 were available with 4WD and carried a D prefix on their model numbers. The 3E7D and 4E7D model 4WD pickups may be the most desirable Studebaker truck – limited in production, brawny-looking, powerful enough to be capable of being driven in modern traffic, and now highly collectible.	The Transtar name returned on the 1-ton and larger models, and continued to use the aging C cab and 1957 fiberglass grille. Both Standard (C2) and Deluxe (C4) trim were still available, but the external chrome trim that previously indicated a Deluxe model was now painted white. Most of this chrome trim, including the chrome front bumper, was no longer available, even as extra-cost options. The 1?-ton 5E16 and 5E28 reappeared in the sales catalogs. Sadly, four-wheel drive was not available in the Champs, so the only 4WD models actually listed in the catalog were the 1-ton 5E13 and 5E14. Curiously, however, Studebaker Service Bulletin number 352 of February 1960 (copies of which were sent to all Studebaker dealers) was completely devoted to describing the 1960 truck line, and listed as still being available the (1959-model, C-cab) 4E6D, 4E7D, 4E11D, and 4E12D 4WD models.31 Despite its miniscule sales in 1959, the company clearly was unwilling to give up on the 4WD truck market.t	And in May 1959, many of the Deluxe goodies, including the big fiberglass grille, could be added to a Scotsman as extra-cost options. Models dropped included the ?-ton model 10 (again) and 2-ton model 17. The 2-ton model 38 was also deleted from the catalog, though ten were built in late 1958 as 3E38s. The Champion 6 and Commander 6 were not available for domestic sale in any ?-ton pickups except Scotsman models. However, small numbers of Deluxe pickups (models 4E5 and 4E6) were made throughout the year for export, both as B/U and CKD units. The 1?-ton 4E16 and 4E28 did not appear in domestic sales literature, though more than a hundred of each were built in 1959 for both export and domestic sales.	The most notable anomalies were the quasi-famous U.S. Navy 4x4s. In 1959, Studebaker had bid on a Government contract to build 65 V8-powered, ?-ton pickups with 4WD for the U.S. Navy. Total calendar year 1960 Champ and Transtar production was 8008 B/U and 2046 CKD, for a total of 10,054 units. Studebaker’s latest contract for U.S. Army trucks ended in May 1960; 2334 units were built in the first five months of the year.	1960 Studebaker 1 ton 4x4 which is a 5E13D So, if this is truely a 1960 Studebaker 1 ton 4x4 which is a 5E13D, this has to be one of 2 built that year. As you can see it has the V8 emblem on the side, and it has a pickup box, which the one that was found recently has the flatbed on it, and there was only 1 made with a pickup box that year. That makes this truck the one that was shipped to Plattsburg, NY. on 4/5/1960. It is serial number 5E13D-3359. The only discrepancy that I can see from the info that I have, is that this truck appears to have a C2 cab, as opposed to the paperwork which says it is a C4. It is doubtful that this is a 1959 4E13D, due to the fact that both of the ones that were built in 1959 were sold without pickup boxes.

This history of Studebaker trucks .
With little to no money available for facelifts, the 3E Transtars were continued into model year 1958 with no styling changes at all. Nevertheless, several new models were added. After a year’s absence, the Champion-engined 3E10 returned, but only for export sales. New for 1958 was a low-priced model 3E1 Scotsman pickup with the Champion 6, a modified 2R grille, the old (smaller) 2R/3R bumper, and no chrome trim. The big news for 1958 was the availability of a four-wheel drive option on all V8 and Commander 6-powered 1/2-ton, 3/4-ton, and 1-ton models. The 4WD models were assembled using hardware provided by Northwestern Auto Parts Company (NAPCO) , which had built 4WD conversion kits for Chevrolet , GMC, and Studebaker trucks for several years. Series 3E trucks with 4WD came with 4-speed transmissions, 2-speed transfer cases with power take-off capability, and heavy duty brakes and suspension components. Among other modifications, installation of the transfer case required relocation of the fuel tank to the rear of the truck. This in turn necessitated relocating the spare tire to the a special carrier built into the right rear fender. 4WD-equipped trucks were designated with a “D” suffix on their model number, but were not serialized separately. The 4WD conversion added a lot to the cost, however. A price list attached to Studebaker Sales Letter T-5(b) of December 19, 1957 showed a Factory List Price of $2693 for a V8-equipped, 4WD, model 3E7D half-ton pickup. That was $1245 more than the $1448 cost of a Champion 6-equipped model 3E1 Scotsman pickup.
The 1959 4E Series Trucks
The 3E-series Packard pickups present an intriguing mystery. First, although Hall and Langworth26 present a plausible explanation for the existence of such a vehicle, at this late date there is no way to really verify the details of their original production, supposed revisions, and eventual sale. Second is the fact that factory publicity photographs exist of a 1958 ?-ton, 4WD Packard pickup, model 3E12D-2227,28that is equipped with a special front bumper, tow hooks, and winch. However, the aforementioned 144 ?-ton 3E7s were neither 4WD nor were they ?-ton 3E12s, so it’s possible that they were not the Packard pickups shipped to Argentina. If they weren’t, then their export customer is unknown. In his history of the 3E-series trucks29, Fred Fox includes production numbers for 3E-series 4WD trucks that were developed by an analysis of individual production orders by another party. This summary shows that 32 model 3E11D and another 32 model 3E12D pickups were built for export, presumably to Argentina. This was an unusually large number of 4WD trucks to be built for export in a single year, and does lend plausibility to the claim that the 3E pickups shipped to Argentina were ?-ton, 4WD units like the one pictured in the publicity photo. Unfortunately, there’s no way to verify these numbers, as Studebaker’s 1958 3E-series production records do not separately break out 4WD production in that year, and only show nine model 4E11Ds and 21 model 4E12Ds built in 1959. None of these 4WD trucks are identified as being previous-year 3E-series trucks (which the Packard pickups supposedly were). Given the above, it’s entirely possible that the 3E12D Packard pickup shown in the publicity photo was a one-of-kind, B/U unit produced for publicity and photography purposes – and may be the “Truck Pilot Job” produced in December 1957.
Total 4E production (including the ten 3E38s and 144 3E7s built for export during the 4E production run, but not including the 4E-series trucks built after 5E-series production began) was 9385 trucks. Fred Fox30 gives total 4E-series truck production of 8890 units, 7255 of which were intended for domestic sale. Production of 1960-model trucks was delayed until early 1960, so calendar year 1959 numbers were down at 5578 B/U and 1236 CKD (including 504 for Mexico), for a total of 6814 units. Four-wheel drive truck sales were a big disappointment; only 86 4E-series 4WD units were built for the 1959 model year. As noted above, most of these were for export. Production of Army trucks under another U.S. Government contract started on May 25, 1959. A total of 4283 military trucks were built in 1959.
The 1961 6E Series Trucks
The 1961 Studebaker trucks were designated as the 6E series, and production began on August 24, 1960, a month after the production of 5E trucks ended. In 1960, Studebaker was one of the last American auto manufacturers still offering L-head engines, so enough money was found to convert the 1939 Champion 170-ci 6-cylinder engine to overhead valves. This increased its output to 110 hp, and allowed the company to finally discontinue production of the 245.6-ci Commander 6, after a production run (in several displacements) of 28 years. Accordingly, the ?-ton model 6, ?-ton model 11, 1-ton model 14, and 1?-ton model 16 were all dropped from the catalog. The Champion 6-powered ?-ton model returned as a Champ model 6E10. The big news for the 1961-model Champs was the optional availability of wide new slab-sided Spaceside P2 pickup boxes, which had previously been used on 1959-1960 Dodge Sweptside pickups. Studebaker purchased the dies and tooling for the 6? and 8-foot P2 boxes from Chrysler, and designed a new front panel and a new tailgate stamped with the Studebaker name to go with them. The narrower 1956-60 P1 boxes remained standard equipment. The cancellation of the Commander 6-engined models meant that the Transtar name was reduced to the V8-powered 1-ton 6E13, 1?-ton 6E28, and 2-ton 6E40. A 9-foot P1-style box was still available on the 6E13. The only 4WD model in the catalog was the 1-ton 6E13D.
Studebaker m15 (1945) 1945 Studebaker truck project 4x4 custom axles and running gear . NV 4500 5 speed truck transmission with ranger torque split overdrive allows you to split any gear . This set up alone cost $3, 000 . Truck has Rockwell 5 ton axles comes with extra set of Rockwell 5 ton axles.

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