Production by Year - Engine Spec's by Year - Serial numbers and Engine Numbers by Year - Model information by Year
Studebaker's
new car line, doomed to failure from the beginning. Why would I say this you might be thinking right now?
Well
first, if you plan on competing against the small car market of Ford,
Chevy, it hard to do with an automobile which sells for around $1,000
dollars when your competition is selling car for just a little over
half that amount (Ford about $490 average), (Chevy $635 average). The Erskine asking price was even above car lines like GM's Pontiac,
Hudson's Essex, and only equal in price to Nash's Light Six line.
Secondly, one could question Studebaker's commitment, as the Erskine
was for the most part an assembled car, with body by Budd and engine
by Continental. Studebaker clearly had the technology to make it's
own bodies and engines at this time and seemed to have plenty of
capacity. This out sourcing added to the selling price of the
Erkine, as both Budd and Continental had their markup in the body and
engine components.
Thirdly, while Studebaker knows from the start,
that the car would have to have something special going for it
(European beauty and economy with American luxury and efficiency),
Studebaker quickly found luxury in the US market meant Packard,
Cadillac, or maybe even a Pierce-Arrow. The US market just was not
interested in purchasing a small luxury car at this price.
Lastly,
Studebaker had hopes to increase it export volume with the new car,
so it had the engine designed to take advantage of the European
horsepower tax (based on cylinder diameter and the number of
cylinders). This engine design was way under square at 2 5/8 inch bore
by 4 1/2 inch stroke. This lead to an under powered six with high wear
characteristics and premature engine failure. This of coarse
produced unfavorable publicity which is nearly impossible to over
come. All this to help your export business, which was an extremely
small portion of the business anyhow?
The
failure of the Erskine would not be the last time Studebaker would
attempt to crack the small car market, the Rockne, 1939 Studebaker
Champion, and the Lark were yet to come. To what degree, the Erskine
project contributed to Studebaker's eventual bankruptcy is not know,
but you can be guaranteed it did have some impact. In fairness,
hind-sight is twenty twenty, and the Studebaker executives were not
the only ones attempting to increase their market share with new car
lines. Just look at GM's companion car program, which released the
Marquette, Viking, LaSalle, and Pontiac. Corporations at this time
simply did not have the advantage of our current market research. Also, I think it was very hard for the wealthy car executives, in the
1920's, to realize what the little guy wanted or could afford. After
the car market voted, by not purchasing the Erskine, everyone knew.
Summer of
1927
After
initial US sales did not go well, Studebaker made several changes in
the summer of 1927. They first dropped prices of the Sedan and four
passenger Coupe by $30.00. The Tourer was reduced to $895.00 and a
four-passenger sport Roadster was added. This however did not
produce significant new sales and the books indicated only minimal
profit for the Erskine line.
1928 Model
51
This
year the larger 9-F Continental engine replaced the marginal 8-F Continental, now making 43 HP. Larger tires and shock absorbers were
also updates. Prices dropped about $100.00 from the initial start
prices in 1927. A plusher Royal Sedan is released on the top end,
with a new two-door Club Sedan released on the low end. The new Club
Sedan body is built by Studebaker instead of Budd, helping reduce the
cost. In mid-year Studebaker release the Screen and Panel Delivery
models. Production of the Model 51 was slightly less then the 1927
model 50's.
1929 Model
52
The
model 52 is face lifted, looking more American and similar to the
Studebaker line of late 1928. The wheel base increased to 109 inches
and the cars gained about 150 pound in weight. The Coupe, Roadster
and Tourer are discontinued and reversing the trend, prices are
increased (see the charts). In late February, all Erskine production
is moved from Detroit to South Bend. Studebaker is now ready to
abandon the small car, as the sales of the some what larger model 52
has slightly improved. Maybe a yet larger car will fair better?
1930 Model
53
Studebaker
releases a larger Studebaker manufactured body, mounted on a 114 inch
wheel base, driven by a Studebaker L-head six, developed from the
Dictator six. With the exception of the Club Sedan and the two Four-door
Sedan's, all the 1929 body styles are discontinued. Released is an
all new Landau Sedan and modified Regal Sedan; two and four-passenger
coupes; and Tourer. Prices are slightly raised and further raised by
$20 to $40 dollars shortly after introduction. In May, 1930 the
Erskine 53 is renamed “Studebaker Six” with little fan fare. The
only difference, is the “E” on the hubcaps is changed to “S”
and the Erskine radiator badge is changed to the Studebaker Wheel. Thus the Erskine slides into oblivion along with the many other orphaned car lines.
Credits:
Much
of the information presented here with the exception of my thoughts,
comes from the featured article, Turning Wheels – December 2005, by
Fred K. Fox. For a much more in depth reading on the Erskine I
highly recommend getting a copy of this article or finding a copy of
the book “Studebaker The Complete Story” by William A. Cannon and
Fred K. Fox
Author:
Gerald Johnson - Webmaster RRVCSDC.ORG
Year |
Model |
Production Span |
Units Assembled |
1927 |
50 |
12/1926 - 12/1927 |
24,893 |
1928 |
51 |
11/1927 - 10/1928 |
22,275 |
1929 |
52 |
06/1928 - 10/1929 |
25,460 |
1930 |
53 |
11/1920 - 11/1030* |
22,388* |
* Approximately 12,220 Erskines and 10,168 Studebaker Sixes.
Production breakdowns for the various body styles do not exist. Note, the overlapping of production in 1927 & 1928. It is estimated that this was done to use up excess bodies.
1927-30 Erskine: Specifications
Year |
1927 |
1928 |
1929 |
1930 |
Model |
50 |
51 |
52 |
53 |
Bore |
2 5/8 |
2 3/4 |
2 3/4 |
3 1/4 |
Stroke |
4 1/2 |
4 1/2 |
4 1/2 |
4 1/8 |
Cubic Inches |
146.1 |
160.4 |
160.4 |
205.3 |
Horse Power |
40 |
43 |
43 |
70 |
Wheel Base |
107 |
107 |
109 |
114 |
Tire Size |
28 x 4.40 |
29 x 4.47 |
4.75 x 20 |
6.25 x 19 |
- Detroit/South Bend -
Year |
Model |
Serial Number |
Engine Number |
1927 |
50 |
|
8F-1 to 30,850 |
1928 |
51 |
|
9F-100,001 to 139,900 |
1929 |
51 |
|
The numbers above include 1929 |
1930 |
51 |
|
E-001 up |
- Canada (Walkerville, ON) -
Year |
Model |
|
1927-28 |
50 |
|
1929 |
52 |
|
1930 |
53* |
|
* In May 1930, the Model 53 became the Studebaker Six. Evidently no Model 51 Erskines were assembled in Canada. On early models (up to serial number 5,001,494 on Detroit cars), the serial number was placed on the instrument panel. After that, it was put on a plate that was attached to the left frame rail under the front fender. The body number and body code were put on a plate that was attached to the corner (left side of the engine) on the firewall. The engine number of the Model 50, 51, and 52 was stamped on an aluminum plate attached to the left rear side of the engine. On the Model 53, the engine number was stamped on a boss located on the right side of the engine just above the water jacket cover plate.
Body Style - No. of Passengers - Body Code - Wheels - Price - Weight (By Year of Manufacture)
Early 1927 Model 50
Body |
Passenger |
Body Code |
Wheels |
Price |
Weight |
|
5 |
W |
Wood |
$995 |
2,400 |
Custom Coupe w/rumble seat |
4 |
E |
|
|
2,330 |
|
5 |
T |
|
|
2,300 |
|
2 |
Q |
|
|
2,265 |
August 1927 Model 50
Body |
|
|
|
|
|
|
5 |
W |
|
$965 |
2,425 |
|
5 |
|
Wire |
$990 |
2,470 |
Sedan w/bucket seats (4dr) |
5 |
|
|
|
2,445 |
Sedan w/bucket seats (4dr) |
5 |
|
|
|
2,485 |
|
4 |
|
|
|
2,330 |
|
4 |
|
|
|
2,365 |
|
5 |
|
|
$915 |
2,300 |
|
5 |
|
|
$940 |
2,335 |
|
2 |
|
|
$895 |
2,265 |
Sport Roadster w/rumble seat |
4 |
J |
|
|
2,305 |
1928 Model 51
|
|
|
|
|
|
Club Sedan (2dr) |
5 |
F |
Wood |
$795 |
2,365 |
Sedan (4dr) |
5 |
W |
Wood |
$885 |
2,425 |
Royal Sedan (4dr) |
5 |
W |
Wood
|
$965 |
2,445 |
Sport Coupe w/rumble seat |
4 |
E |
Wood
|
$965 |
2,365 |
Tourer** |
5 |
T |
Wood
|
$915 |
2,300 |
Business Coupe |
2 |
Q |
Wood
|
$895 |
2,265 |
Sport Roadster w/rumble seat |
4 |
J |
WIRE*
|
$965 |
2,305 |
Cabriolet*** |
2 |
E |
Wood
|
$845 |
? |
Cabriolet*** |
4 |
E |
Wood
|
? |
? |
Screen Delivery*** |
2 |
B |
Wood
|
? |
? |
Panel Delivery*** |
2 |
B |
Wood
|
? |
? |
*Except for the standard wire wheels on the Sport Roadster, wire wheels were not strongly promoted for the Model 51.
They were available on special order for an extra charge. Later in the year they listed for an extra $35. This price would have taken some models up to $1,000, something Studebaker was trying to avoid. **Later in the year listed at $835. ***Mid-Year models.
1929 Model 52
Body |
Passenger |
Body Code |
Wheels |
Price |
Weight |
Club Sedan (2dr) |
5 |
F |
Wood |
$860 |
2,535 |
Sedan (4er) |
5 |
W |
Wood |
$945 |
2,600 |
Royal Sedan (4dr)* |
5 |
W |
Wire (6) |
$1,045 |
2,745 |
Cabriolet |
2 |
E |
Wood |
$875 |
2,420 |
Royal Cabriolet w/rumble seat* |
4 |
E |
Wire (6) |
$995 |
2,605 |
Screen Delivery |
2 |
B |
Wood |
? |
? |
Panel Delivery |
2 |
B |
Wood |
? |
? |
*Six wire wheels were standard on Royal models. Other models could be ordered with five wire wheels for an extra $35.
1930 Model 53
Body |
Passenger |
Body Code |
Wheels |
Price |
Weight |
Club Sedan (2dr) |
5 |
F |
Wood |
$895 |
2,875 |
Sedan (4dr) |
5 |
W |
Wood |
$965 |
2,950 |
Regal Sedan (4dr)* |
5 |
W |
Wire (6) |
$1,065 |
3,100 |
Landau Sedan (4dr)* |
5 |
U |
Wire (6) |
$1,095 |
3,110 |
Regal Coupe w/rumble seat |
4 |
E |
Wood |
$945 |
2,890 |
Tourer |
5 |
T |
Wood |
$965 |
2,840 |
Business Coupe |
2 |
Q |
Wood |
$895 |
2,835 |
*Six wire wheels were standard on Regal Sedan and Landau Sedan. Other models could be ordered with five wire wheels for an extra $35.
Credits:
Production information courtesy of Richard Quinn. The other information in these charts, was taken from, Turning Wheels - December 2005, from the feature article written by Fred k. Fox. Any errors in translation are strictly the fault of the author of this website article.
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