Pre-war
Studebaker President History 1927 to 1942
The two links below will take you to a detailed PDF in a separate window containing Model and Engine information.
Click Here for a Chart of Models by Year Click Here for a Chart of Engine Information by Year and Model
Most of the information on these pages comes from "This is a Studebaker Year, Vol. 3" Written by W.A Cannon. Copies of this small paper book can still be found by doing an internet search, and way more information then is contained on this page is in the book. I highly recommend if you are interested in Studebaker history, that you try to find and purchase a copy.
These links will take you to the model year without having to page through everything. "Top" will bring you back.
1927 1928 Late 1928 1929&30 1931 1932 1933 1934 1935 1936 1937 1938 1939 1940 1941 1942
Many of the photos on this page were taken from the internet. They are being used here for historical and educational purposes only. However, if you find your car on this page or the photo belongs to you, and you would like us to remove it, please contact the webmaster and we will respect your wishes. We are a "not for profit" and no commercial value is being derived.
Summary:
When Studebaker guys think of the
President's, most often we think of those large classic cars with the
large straight eight engines from the early thirties. However, the
title was actually first attached to the Model ES Big Six President
of 1927. This model was actually released for production on July 23,
1926 as part of an extensive upgrade of the entire product line. It's custom design was elegant, but the aging chassis did little to
excite. After ten years the Big Six was outdated, long on torque,
but short on RPM and speed. The ES Big Six was manufactured on two
wheel bases, 120 and 127 inches. However only the 127 inch wheel
base cars were Presidents. Shortly the President's would gain a much
larger wheel base. The ES model would also be the first car to carry
the famous “The Spirit of Atalanta” radiator mascot
(Princess of ancient Greek mythology), from the studio of Lorado
Taft, Chicago IL. sculptured by C. Moss.
The first President Eight was the model
FA, January, 1928. It was designed under the direction of chief
engineer Barney Roos, who had come to Studebaker in 1926. These Roos
designed straight eights would within a few years dominate
Studebaker's entire product line.
From mid-year 1928 through 1931 the
President was available in two models with different wheelbases but
the same engine. In 1933 two different wheelbases were offered with
two different engines. 1933 would mark the end of the magnificent
337 cubic inch President engine. After 1933, all pre-war President's
would be powered by the Commander's 250 cubic inch engine, while
Commander's would then use the former Dictator straight eight engine. While these were fine automobiles, they would never garner the
passion owners had for those early 30's Studebaker Presidents with
their massive 337 cubic inch engine.
During the mid to late thirties,
Studebaker lead the way with many innovations like “Planar
Suspension”, “Hill-holder”, overdrive transmissions, and vacuum
shift just to name a few. These were always developed on and first
offered on the President line. Even a semi-automatic transmission,
the “Turbo-matic” was worked on but did not come to fruition as
World War II intervened.
Alas, after 14 years the President's
would come to their end as the war ended civilian production February
of 1942. The name would later be re-introduced in 1955 through 1958,
but never capture the allure of the earlier President's.
Top
This new model was part of the “Custom
Designed” series which included the regular “Big Six” and the
“Standard Six”, with changes from the prior models mainly in the
design of the bodies, which were extensively modified. They were
low-hung and round in design at the roof line and body sides, with
two-tone paint and double belt lines, and luxurious interiors. New
mechanical featured four-wheel brakes, disk wheels, and improved
headlights. The ES Big Six President's were continued until the
release of the President Eight in January of 1928.
Top
This first President Eight was
introduced in the New York Auto show in January of 1928. It was
first offered in five body styles. 5 and 7 passenger sedans, 5 and 7
passengers State sedans and a Limo. The State sedans were equipped
with six wire wheels, while the regulars sedans has wooden wheels. The Wheelbase was 131 inches. The prices ranged from $1,985 to
$2,450 FOB the factory. The double belt line moldings,
enclosed a contrasting color panel. The fenders were crowned and
beaded and a new double bar bumper was installed. A new “8”
badge was mounted to the fender crossbar, later mounted to the
headlight cross bar. Exterior bright work was chromium plated. New
instrument panel was designed and by June the State Cabriolet,
Tourer, and State Tourer models were added.
Standard interior features were, silk
curtains, assist cords, upholstered arm rests, engraved jeweler
finished hardware, molding and door panels in two-tone walnut or
two-tone lacquer, silver medallions on the door panels, an
upholstered foot rest, heavy ornamental robe rails, and large pockets
on all four doors.The FA's engine displacement was 313
cubic inches making 100 HP, running with a 2 5/8 inch crankshaft, in
five main bearings. The connecting rods were offset to allow greater
main bearing width. The compression ratio was 4.9 to 1. The
camshaft was mounted in six babbitt lined bronze backed bearings and
was gear driven off the crankshaft by a Textolite fabric gear for
quietness. Lubrication was full pressure to rods, mains, and
camshaft, with spray lube to the piston pins and cylinder walls. A
Schebler carburetor, AC fuel pump (run off a lobe on the camshaft),
Delco-Remey distributor (with both manual and automatic advance),
Warner transmission, and Bendix brakes were used.
Top
Mid-year 1928 the entire Studebaker
line was restyled. The cars received a Polo Cap over the windshield,
a flat winged radiator cap replaced the “Atalanta” type, and the
winged motif was carried over on the headlights and cowl lights. There were now two wheelbases, the FA on 131 inches and the FB on 121
inches. Both models used the FB engine, which was now was rated at
109 HP, by increasing the displacement to 337 cubic inches. The
water pump moved from the front of the engine to the left side,
driven by the generator shaft. Fafnir ball bearing spring shackles
were added to eliminate squeaks and rattles. A large selection of
new colors were added to both the car and the belt line panels. A
roadster was added to the line-up in the FB model only. The State
Tourer was only available in the FA Model. Late FA and FB models are
often mistaken for 1929 models, but can be identified by their unique
wheelbases of 131 and 121 inches respectively.
Top
Introduced in January of 1929, they
featured longer and lower lines, resulting from the new double-drop
frame, and a new belt line. The wheelbases of the FE/FH are
increased to 135 inches and 125 inches respectively. Both models are
powered by the FE engine, now making 115 HP, resulting from raising
the compression ratio to 5.1 to 1, a new carburetor and choke
designed, and new intake and exhaust manifolds. The brake size is
increased to 15 by 2 ½ inches and the rear axle is completely
redesigned for quietness and durability. The new Brougham is
available only in the FE line while the Roadster and Cabriolet are
offered only on the FH line. New colors were offered and new comfort
and safety options included, adjustable seats, adjustable brake and
clutch petals, double acting hydraulic shocks, and safety glass. Studebaker really played up the “immediate running change
improvement” motto as being the best policy for the buyer, instead
of waiting for model year improvement in 1930, as they were not
providing a new model design for that year, also pointing out the low
cost of their existing line up which had been reduced in 1929 by as
much as $250. Releases and improvements for 1930 did however
include a new body style, the State Victoria, new muffler design,
valve spring dampeners, and automatic radiator shutters. The
distinctive feature of all 1930 President's, is the French front
windshield treatment without visor.
Top
The 1931 President models, released
July, 1930, included the Model 90 on a 136 inch wheelbase and the
model 80 on the 130 inch wheelbase. They would be the largest
Studebaker President combination to ever be offered. Many collectors
consider the 1931 models to be the pinnacle of Studebaker Classics'. New mechanical features included the “P” engine, which is
redesigned with nine main bearings, making 122 HP, a new carburetor
silencer, new steering gear, a new kick shackle at the left front
spring (to reduce wheel shimmy and road shock to the steering wheel),
and two-shoe duo-servo Bendix brakes. Free wheeling was also a new
feature standard on all President's, which would soon be offered on
almost all other American cars. The front end of the 31's was
markedly altered by a new radiator shell and grill. Oval headlamps
and parking lamps atop the fenders were also new. The body molding
were refined and the windshield was sloped to reduce nighttime glare. The windshield visor was back after being absent for the 1930
models. The bumper was now a single bar design. One of the most
attractive and popular body styles of all time, the Four Season
Convertible Roadster on the Model 80 chassis, is released. It
featured a fold down front windshield, but also had roll-up windows,
so the car could be transformed into a completely closed car.
Top
For the first time since 1928,
Studebaker would offer only one Model in the President line, the
Model 91, running on a one inch shorter chassis then the Model 90 of
1931, at 135 inches. Again the visor is eliminated and the
windshield further slanted. The radiator grill is more wedge-shaped
and sloped at the bottom. Standard wheels are ten-spoke, 18 inch,
steel artillery type, while wire wheels are optional. New mechanical
features include the Startix automatic starting system, a syncro-mesh
transmission, and single plate clutch replaces the old duel set up. The engine is now mounted on rubber at all four points, requiring the
clutch and brake petals to be mounted to the frame instead of the
clutch housing. A vacuum-controlled spark advance is also
introduced. Houdaille shock absorbers are introduced as well. Two
new body styles are available, the St. Regis Brougham and the
Convertible Sedan. The Tourer is dropped from the line up.
Top
Two President models are offered, the
Model 82 at 125 inch wheelbase, five inches shorter then the 1931
Model 80, and the Model 92 at the same 135 inches as the 1932 Model
91. The Model 82 used the smaller Commander Eight with a
displacement of 250.4 cubic inches and making 110 HP. This engine
featured a downdraft manifold and automatic spark advance. In the
depth of the depression few buyers could be found and only slightly
more then 1,000 model 82's were made. The model 92 President
Speedway series would use the 337 cubic inch engine for the last time
and it was now making 132 HP at 3,400 RPM. Only 600 units were
produced, making it one of the most rare Studebaker models and only a
handful still exist. New features for 1933 included Bendix B-K
vacuum boosted power brakes, automatic choke, automatic manifold heat
control, and downdraft carburetor.
Top
One would think that with Studebaker's
bankruptcy problems in 1933 that little if anything would be done in
1934, of coarse this was not the case, in fact an all new body shell,
on a 123 inch wheelbase, was in store for the President this model
year. With pronounced streamlining, recessed trunk, a more rounded
radiator grill, new bumpers, rear lights built in to the rear
fenders, and a all new dash with a large clock like speedometer,
every thing was new and different. The oval headlights, a tradition
since 1931 gave way to round pod style lights mounted on the front
fenders. However, everything for 1934 was on the skin, little would
be done to the mechanical features of the car. The 250 cubic-inch
(former Commander) “B”engine was the only engine offered for
1934, gone was the prestigious 337 cubic-inch engine. Studebaker, in
a effort to spark sales offered the “Year Ahead” line, about June
26th, 1934. About 1,000 President's were made after the
change. The all new “Land Cruiser” was 
introduced for the first
time, sometime in late April. The majority of Land Cruisers would
have the new “Year Ahead” styling, however some may have been
manufactured with the original 1934 styling. The “Land Cruiser”
would be extensively featured at the Chicago “Century of Progress”
exhibition, most likely in the summer of 1934. The “Land Cruiser”
was an early version of the fastback styling which was to come, and
most likely borrowed design ques from Studebaker's association with,
and manufacture of, the Pierce Silver Arrow body. Priced at
something above $1,300, few President Land Cruisers were sold. The
Land Cruiser body style, would by the end of the year, have been
release on both the Commander and Dictator lines.
Top
1935 styling remained for the most part
the same, running on the same 123 inch wheelbase, but a new radiator
grill treatment results again in a pronounced change in appearance of
the front end. However, this is the year of many new mechanical
features for Studebaker, including the new Planar front suspension,
hydraulic brakes, and automatic overdrive transmission.
Top
The big change for 1936 is the advent
of a new stamping process which allowed the entire roof to be made
from one stamping (the all-steel top), first developed by General
Motors in 1935 and called the “Turret Top”. The windshield now
had a very pronounced slope and was V-shaped, with a center divider. The body's are noticeably roomer. A new radiator ornament is
released, but of coarse the cap is now under the hood. Free-wheeling, overdrive, and Startix are now extra cost options
along with the newly release “Hill-holder”. The President's
engine HP is increased to 115 and the wheelbase is increased to 125
inches. Miss Helen Dryden is hired for interior design, resulting in
the most dramatic interiors ever seen in Studebaker cars to that
point. The convertible Roadster and Land Cruiser from 34 & 35
are dropped from the line up. Top
Studebaker is one of the first auto makers to announce it's cars, showing them on September 15th, 1936. Once again the radiator grill becomes the focal design change, along with a new one-piece hood. The horizontal grids of the grill, extend rearward along the sides of the hood to form the hood louvers. Helen is again doing interior designs. Chassis improvements include a hypoid rear axle, double-drop frame with box section side rail and X-member, Hancock rotary door latches, and double action shock absorbers. Optional manual overdrive from 1935-36 is carried over, however a new optional "positive-control automatic over-drive" is added. Note that rotary door latches would become the standard safety feature of the car industry. The President's engine was for the most part unchanged except for minor details, it was rated at 115 HP and used an aluminum head with a 6.5 to 1 compression ratio. The car remained on the 125 inch wheelbase.
Top
For
this year, the body was extensively restyled, the engine moved
forward three inches and both the width and length of the cabin
increased. The wheelbase was reduced to 122 inches and overall
weight reduced by about 200 pounds. The head lights seem to be
partially recessed into the front fenders, but are actually specially
designed pods mounted on the fenders, they are unique to the 1938
model. The President's engine is reduced back to 110 HP, resulting
from a reduction in compression ratio to 6.0 to 1. Performance,
however remains much the same as a result of the weight reduction. The water pump is moved to the front, driven by a belt attached to
the fan pulley. New steering linkage with transverse link and
symmetrical tie rods were introduced. The brake drum diameter is
decreased, but the width is increased. The “Hill-holder is now
standard equipment and the big innovation for the model year is an
optional vacuum shift device. This device was not well received and
did not appear the next year. The transmission is laid on it's side,
thus reducing the front compartment “tunnel” height. The
optional over-drive reverted to the one used on the 35 – 36 models. The Convertible Sedan returns to the line up.
Top
In this model
year, the famous Raymond Lowery is hired to do a “facelift” of
the 1938 models. He again turns to the front of the car eliminating
the center radiator grill and placing two separated die-cast grills,
well out on the fender aprons. The headlights are recessed into the
front fenders with oval lenses. The new optional “Climatizer” is
installed under the drivers seat, the former location of the battery,
which is moved under the hood. The gear shift can now be optionally
mounted to the steering column. The over-drive option is again
modified and a new transmission design is installed.
Top
Studebaker had
been occupied with the design and release of the Champion, so almost
no changes were made to this model year. The front end again
received minor styling changes and the headlights are now sealed
beam, the hood latches from the inside of the car, and the windshield
area is increased for better visibility. The transmission is again
redesigned, this time in the shifting mechanism.
Top
This model year,
the Land Cruiser model is reinstated. Later in the year a
Sedan-Coupe was added, with it's unique one-piece curved windshield. All models can be had in either the Custom, Deluxe-tone, or Skyway
series. Custom models were plain Jane automobiles, they had fender
lamps, but no other extra trim. The Deluxe-tone cars had chrome
instrument panel moldings and two-tone interiors and exteriors. The
Skyway model had wide chrome bands around all the windows, chrome
fender lights, two-tone instrument panels, two-tone exteriors with
tapering contrast color band, and bolster type pleated upholstery. The performance of the 41 President is improved by reinstating the
6.5 to 1 compression ratio, resulting in 117 HP.
Top
The 1941 car line
was carried over to the 1942 season with little change. The front,
as always is were the changes were mostly made, with a more massive
grill and heavier wrap-around bumpers. The real news for 1942 was
the “Turbo-Matic” transmission, using a fluid coupling in
conjunction with an automatic clutch and three-speed transmission. Low gear was not normally used, second gear would be for city driving
and high gear for normal driving. Over-drive was provided for second
and high. There was no clutch petal. However, do to production
delays and World War II, this semi-automatic, although extensively
advertised, never got into production. Full automatics, developed
after the war, make the design obsolete. Only 3,500 President's are
made, none with “Turbo-Matic”.
Top
