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Pre-war Commercial Studebaker Vehicles
 

All the early Studebaker commercial vehicles 1914 through 1917, except the Flanders Delivery (1912) most likely had the "Studebaker" script badge on the front of their radiators.  Some 1916 & 1917 production may have used the Wheel badge shown next.

The wheel badge at the (left) was in use for cars and commercial vehicles from 1916 to 1919 and again for 1926 and 1927.  It was  placed near the top of the radiator shell.  This one was used for exports because of the "MADE IN U.S.A." label seen at the bottom.  Most domestic units used a similar badge without that bottom label shown at the left.  The badge at the (right) was slightly smaller then the first one and was used mid 1928 through 1929.




The badge at the (left) was used from 1928 to 1931.  It is smaller yet then the second badge shown above.  It is unknown when in 1928 this badge may have been created, but clearly both the badge (right) above and this badge were in use at the same time during 1928 and 1929.  The use of the rectangular badge shown below starts in 1930, but we don't know for sure if all commercial vehicles used it.  If we had to guess, the badge at the (left) was most likely used on the lighter vehicles and the one below on the larger trucks, at least for 1930.  Some sort of wheel badge was used on cars and some commercial funeral cars and ambulances through 1935.
 
 
 
 
 
 
 






These two badges replaced the former "Studebaker Wheel" front radiator shell badge used prior to the 1930 introduction of S-series trucks.  The lower badge was used on export trucks as it has the "MADE IN U.S.A." label at the top.  Early in 1930 these badges were only applied to the larger trucks.  Later all trucks would have these badge through 1931.






This badge was the same length, but roughly 1/2 as high as the former badges above.  We are sure there was an equivalent "MADE IN U.S.A." labeled badge for export, but we could not find a photo of it.  Studebaker began using the narrow badge some time in 1932 and most likely it was used until the end of the S-series truck production in March of 1934.




This badge is first seen on the T&W-series trucks, placed on the top of the new grille.  The "V" shaped bottom was most likely done to match the outline of the top of that grille. This badge would have been used on export trucks as it has the "MADE IN U.S.A" label on the top.



This badge began to appear on the sides of the truck hoods from  maybe late 1930, but for sure in 1931.  It's use seems to coincide with the introduction of the S-series trucks, but lasted until the introduction of the 1T&W-series trucks of 1935 which would  used the winged badges. (circa 1931 to 1935)

This side hood badge was used on the J-series trucks starting in January of 1937.  The 2T, 2W, and 2M series production overlapped J-series by four months, so some trucks made in 1937  used the badges covered above and below.  The J-series trucks did not have a grille badge.(This is a reproduction created with a graphic tool and is not exact.)
 
This side hood badge was used on the K-series trucks from 1938 to 1942.  Actually only 597  J-series trucks are built after the release of the M-series in 1941.  The K-series also used a large "S" badge on the lower part of the front grille. (This is a reproduction created with a graphic tool and is not exact.)
 

With the introduction of the 1T&W-series the trucks were given names, the 1 1/2 ton was named "ACE", the 2 ton "BOSS", the 2 1/2 ton "Mogal", and the 3 ton "Chief" (later BIG CHIEF).  The named side hood badge, example shown at the bottom were used on 1T&1W-series.  The winged badges would be used on the front of the grille and on either the side hood for "Standard" or the the doors for "Cab Forward" with the release of the 2T, 2W & 2M-series for 1936.  Their use would end with the release of the J-series trucks.  No truck names would be used until after the war.
Source:  The information and photo above except where noted were extracted from a website "American Auto Emblems" by Mike Shears and his son Murray John Shears.  Click the link to open it in another window, we are sure you will enjoy.

 
The 2T, 2W & 2M series trucks would have for the first time these larger hubcaps (left).  The J-series and K-series trucks would use the even larger and rounder hubcaps shown at the (right).  The smaller trucks (pickups) like the Coupe Express used what ever hubcaps the cars from the same year used.  Other lighter trucks like the Fast-Transport used an even larger , but flatter hubcap not shown.

The early commercial vehicles, through about 1931 used the same or similar radiator caps as were seen on the cars.  From 1932 & 1933 most trucks used a winged cap (#632465), we think it may have been the one shown at the (left).  For 1934 & 1935 a slightly more ornate cap (#634769) was used, we think it most likely is the one shown at the (right).  


(This is a reproduction created with a graphic tool and is not exact.)





Starting in 1936 with the 2T, 2W, 2M truck and then also used on the J-series and K-series trucks was the "Flying Wheel" shown at the (left).  Again like the hubcaps the Coupe Express for each year and maybe a few other commercial vehicles would use the car radiator mascots from that year.





Side Bar:  With regards to all the tells listed and shown above, very few of the commercial vehicles from before the war have survived.  Parts for these restorations, when undertaken were very hard to find.  Most were restored by folks who are no longer with us and their restorations are in museums or very private collections.  Many restorations were not completely accurate because the parts required to do so simply did not exist or could not be found.  The warning here is you may very well be looking at 2T truck with a K-series grille, if you are even lucky enough to be looking at one at all.

Prelude:  In the early charts below, there is mostly no production numbers, because one they for the most part are not available and two, production numbers are mainly interesting to determine how rare a particular vehicle might be.  As these were commercial vehicles, they most likely were driven into the ground, constructed mostly of wood (prior to 1937) and very few if any have survived.  Thus any unit that survives today is extremely rare regardless of how many might have been produced.

The history of pre-war production and sales of Studebaker's commercial vehicles seems to work best if viewed from two time frames.  The first period actually started, before the first cars to carry a Studebaker badge (1913) were produced, with the 1912 Flanders Delivery.  This period ends suddenly after 1917, when Studebaker abandoned the commercial market to focus on it's car line.  The second period starts in 1926 and ends, with the start of WW II, in the shorted 1942 production year.

Factory production for this period starts with the Flanders 20 Delivery.  Because of the Flanders fragile drive train it most likely was not to successful and no counter part would be offered in Studebaker's 1913 model line-up.

Photo at the left 1914 Panel Delivery.

In 1914 Studebaker would release two 1,500 pound commercial vehicles, an enclosed panel or open express delivery, built on the identical SC passenger car chassis with some reinforcement of the frame and suspension and larger tires.  These two vehicles continued into 1915 with minor improvements and a slightly lower price.  In March 1915 a 14-passenger Jitney Bus was added.  In 1916 Studebaker would release two new chassis, a 1,000 pound 112 inch wheel base unit and a 2,000 pound 125 inch wheel base unit.  The first chassis would be offered in Panel Delivery (closed), Express Delivery (open) and a combination Express and Passenger model with folding seats in the back.  The second chassis would be offered in Open Express, a Stake Truck and a 16-passenger Bus.  Our source does not mention any modification or price changes for 1917, so it appears these models continued unchanged for that year, after which commercial vehicle production stopped until 1926.

In addition to the models listed below (standard production models) a number of specialized vehicles were built on Studebaker chassis, which included fire engines built by Northern Fire Apparatus Company of Minneapolis Minnesota, hearses and ambulances built by McCabe-Powers Company of St. Louis, Missouri and special funeral cars made by Knightstown Buggy Company, Knightstown, Indiana.  Some if not all were sold through Studebaker dealers.  All of these vehicles were produced by Studebaker in Detroit, prior to the move of Studebaker production to South Bend.
Year
Model
Model Description
Type
Price
1912
20
Flanders 20
Delivery
$800.00
1914
3
Express Wagon
Delivery
$1,150.00
1914
3
Delivery Wagon
Delivery
$1,150.00
1915
5
Express Wagon
Delivery
$1,085.00
1915
5
Delivery Wagon
Delivery
$1,085.00
1915
5
14-pass Jitney Bus
Bus
$2,235.00
1916/1917
7
½ Ton Express Delivery
Delivery
$825.00
1916/1917
7
½ Ton Panel Delivery
Delivery
$875.00
1916/1917
7
½ Ton Combo Express/Pass
Delivery
$875.00
1916/1917
7
1 Ton Open Express
Truck
$1,200.00
1916/1917
7
1 Ton Stake
Truck
$1,250.00
1916/1917
7
16-pass Bus
Truck
$1,400.00
Source: Most of the information in the above section comes from “Studebaker the Complete Story” by William A. Cannon and Fred K. Fox
The photo to the right is a period post card
Studebaker is really into bus sales circa 1926

The second period started in 1926 with a line of commercial busses and continued until 1942.  Little is known, about the portion of the second period, from 1926 to 1930.  With the exception of one 1928 Erskine Panel Delivery we did not find any evidence of other survivors.  The period started in 1926 with the release of a series of intercity buses powered by the Big Six engine.  In June of 1927 the Arlington Funeral car and the Bellevue ambulances were released and we know a little about their selection and price by looking at a period ad which highlighted information about the National Funeral Directors convention of 1929 held in Cincinnati Ohio.  The ad we found has the “Studebaker National Museum's logo and listed Studebaker's offerings and prices for 1929.  Co-incidentally the bodies for these cars were manufactured by Superior Body Company of Lima, Ohio and marketed through Studebaker dealers.  In addition we know from numerous period photographs that a significant number of specialized vehicles hearses, ambulances, buses and delivery vehicles were sold, all using standard Studebaker six or eight car engines and specialized frames and suspension.  Note, that the Westminster Funeral cars and Samaritan Ambulances were powered by either the Commander eight or the President eight, while the Arlington Funeral car and Bellevue ambulances used either the Dictator six or the Commander six.  The ad from 1929 (left) listed DeLuxe Funeral and Ambulances on a 158 inch wheelbase and a Combination Sedan/Ambulance which were not listed in “Studebaker the Complete Story”, thus we don't know if any of these models were actually produced as automotive advertising is notorious for listing things which actually never happened.  From Skip Lackie's truck history, we know that it was not until the 1929 with the release of the GN truck series that a full line of commercial vehicles powered by the 68 horsepower Dictator six engine was made available.  This series ranged from Funeral/Ambulance to 2 Ton truck.
Year
Model
Model Description
Type
Price
1926/1927
N
12 – 15 Passenger Bus
Bus
?
1926/1927
A
18 – 20 Passenger Bus
Bus
?
1926/1927
D
18 – 25 Passenger Bus
Bus
?
19271
EY
Arlington Funeral Car (146 wb)
Car
$2,565.00
19271
EY
DeLuxe Type Funeral Car (158 wb)
Car
$3,550.00
19271
EY
Combination Sedan/Ambulance
Car
$2,585.00
19271
EY
Bellevue Ambulance (146 wb)
Car
$2,685.00
19271
EY
DeLuxe Ambulance (158 wb)
Car
$3,650.00
1928
GD
Arlington Funeral Car (146 wb)
Car
?
1928
GD
Bellevue Ambulance (146 wb)
Car
?
1928
GD
One Ton Commercial (146 wb)
Truck
?
1928
51B
Erskine Panel Delivery
Delivery
1928?
1929
52B
Erskine Panel Delivery
Delivery
?
1928
75
Junior Bus
Bus
?
1928
76
Chassis
Chassis
?
1929/1930
FJ
Westminster Funeral Car
Car
?
1929/1930
FJ
Samaritan Ambulance
Car
?
1929/1930
FE
Westminster Funeral Car
Car
?
1929/1930
FE
Samaritan Ambulance
Car
?
1929/1930
FL
Funeral Car
Car
?
1929/1930
FL
Ambulance
Car
?
1929/1930
GN
Funeral/Ambulance Car
Truck
?
1929/1930
GN-20
¾ ton Delivery
Truck
?
1929/1930
GN-30
1 ton Commercial
Truck
?
1929/1930
GN-40
2 ton Commercial
Truck
?
1929/1930
77
Junior Bus
Bus
?
1929/1930
88
Special Bus
Bus
?
1929/1930
99
Heavy Duty Bus
Bus
?
1929/1930
111
Heavy Duty Bus
Bus
?
1This information was extracted from a period Studebaker advertisement.
Source:  Most of the information in the above section comes from “Studebaker the Complete Story” by William A. Cannon and Fred K. Fox, Skip Lackie “Studebaker Truck History” and Studebaker National Museum period advertisement.
 
In the fall of 1930 Studebaker would release it's first real truck line the S-series trucks, for the 1931 model year.  This series starts with the Dictator passenger car based S-1 ½ ton and included larger trucks from 1 ½ ton to 3 ton models.  The S-series seems to have started in 1930 with the release of the 1 ½ ton model “S” and continued through the 1933 model year, including the S-100, S-101, S-102 Funeral/Ambulances, the S-1 ½-ton delivery, the S-2 1-½ ton truck, S-111 & S-116 delivery, S-4 1 3/4-ton truck, S-6 2-ton truck, and the S-8 3-ton truck.  The S-4 through S-8 production overlaps the later 1934 “T” truck series.  A total of 7,538 S-series trucks were built between August 1930 and March 1934.  The majority were built in South Bend, but a small number were built in Walkersville, Ontario CA in 1931 and 1932.
 
Side Bar:
I have been unable to find prices for any of the S Series Studebaker trucks, but I did find a period advertisement from 1931 which listed prices for 1 ½-ton chassis, 130 inch wheel base at $695.00 and 160 inch wheel base at $765.00.  It appears these were standard as single rear wheels as the ad stated “Duel rear wheels and auxiliary springs optional at extra cost.”  That same ad listed prices for the 2-ton chassis, 136 inch wheel base at $945.00, 148 inch wheel base at $895.00 and 160 inch wheel base at $945.00.  The 2-ton chassis had duel rear wheels standard, but “auxiliary springs optional at extra cost.”  The ad further states that cabs and standard bodies, including panel, screen, express, stake, canopy, grain, cattle and dumps were available (at extra cost but not specified.)  Bumpers were also an extra cost item.
In addition the ad did price a complete ½ ton Panel or Screen at $895.001.
Year
Model
Model Description
Type
Price
1931
S-100
Funeral/Ambulance Car 154wb
Car
?
1932
S-101
Funeral/Ambulance Car 152wb
Car
?
1933
S-102
Funeral/Ambulance Car 152wb
Car
?
1930/1931
S
1 ½ / 2-ton Truck 130/136/148/160wb
Truck
?
1931
S-1
½-ton Delivery (Panel or Screen) 114wb
Delivery
$895.001
1932/1934
S-2
1 ½-ton Truck 130/141/165wb
Truck
?
1932
S-111
Delivery ?wb
Delivery
?
1932
S-116
Delivery ?wb
Delivery
?
1932/1934
S-4
1 3/4-ton Truck 130/141/165wb
Truck
?
1932/1934
S-6
2-Ton Truck 130/141/165wb
Truck
?
1932/1934
S-8
3-ton Truck 130/141/165wb
Truck
?
Model S-2 includes S-21 and S-31
Model S-6 includes S41, S-51 and S-61
Model S-8 includes S-120, S-30, S-140 and S-150
Source:  Most of the information in the above section comes from “Studebaker the Complete Story” by William A. Cannon and Fred K. Fox, Skip Lackie “Studebaker Truck History.”
 
With the introduction of the T & W Series in 1934 there is a somewhat greater commitment to stylizing the truck line and expanding the load capacity.  
The first T&W series trucks 1930/1931 seems to have the vertical side hood louvers, slightly slanted forward at the bottom.  Before this truck, hood side louvers had been vertical, but straight.
 
The trucks had new flowing front fenders with skirts, a new hood and a new slanted grille which covered the radiator for the first time.  The 1934/1935 grille starts out fairly simple with a “V” shape, with a series of vertical bars on either side.  In 1936 a similar grille would be more rounded and sport three sets of single horizontal bars.  The 1936 trucks could be order with either the new more streamlined DeLuxe cab with a sloping two-piece windshield and contrasting color band swiping across the hood to the doors, or use the 1932 to 1934 square cab, still available at a lower cost.  This series includes the T-2 through T-8 and W-8.  Beginning in March of 1934 T-series trucks would also be assembled in Walkersville Canada.  3,146 T-series were built in 1934 and another 370 were assembled in South Bend in the first few month of 1935.  No trucks were built in Walkersville after December of 1934.  The T trucks are Studebaker powered, where the W Series is powered by Waukesha engines (I expect that's the merit for the “W”).
 
The T & W series is succeeded by a limited 1T & 1W series in March of 1935. The poor selling T4 & T8 trucks are eliminated, but a new 1W7 is added.  During this time frame, these models were given names.  The 1T2 was called the Ace, the 1T6 the Boss, the 1W7 the Mogal and the 1W8 the Chief (later the Big Chief).

The photo at the left has horizonal louvers and a side hood Studebaker badge which seems to be confined to the 1T & 1W trucks (1935).  The wing badges are not yet present, but will start some time this same year.
 
At about the middle of the year, those names would be added to the winged Studebaker emblems attached to the grille and hood sides.  The trucks would only bear these names through 1936 and would not be carried on into the J-series trucks which began in January of 1937.  A total of 4,005 1T/1W-series trucks are built only in South Bend from March 1935 to November of 1935
 
In December of 1935 the 2T & 2W series is released.  These trucks would be referred to as the “Standard Series”, more on this later.  These trucks got a new bumper, a more rounded grille and horizontal rather then vertical hood louvers.  Only 1,981 were built from December of 1935 to April of 1937.  Now the rest of the story.  In January of 1936 Studebaker would get into the Cab Over Engine (COE) truck business with the release of their version they called “Cab Forward” (2M-series).  They would share most of the same mechanical components as the conventional trucks, but ran on much shorter wheel bases.  This line of trucks were intended for the metropolitan truck market where maneuvering in alleys and other tight spots would be easier with a shortened truck with similar payloads.  Initially called “Metro”, short for metropolitan, that name was short lived as International-Harvester had a trademark on the name “Metro” and quickly let Studebaker know they would be enforcing it.  Studebaker did however continue the “M” letter designation for it's Cab-Forward trucks.  The M-series trucks did fare a bit better as 2,260 2M-series trucks were built between January of 1936 to February of 1937.
 
Side Bar: Few M-series trucks have survived as the cabs frames were wood with steel sheathing.  While the later Standards series trucks would have all steel cabs, because of low production, the M-series Cab-Forward trucks would be built as described above until the end of their production in 1940.
Year
Model
Model Description
Type
Price
1934
T-2
1 ½-ton Standard Truck 130/141/165wb
Truck
$625.001
1934
T-4
1 ¾-ton Standard Truck 130/141/165wb
Truck
$785.001
1934
T-6
2-ton Standard Truck 141/165/183wb
Truck
$945.001
1934
T-8
3-ton Standard Truck 141/165/183wb
Truck
$945.001
1934
W-8
Big Chief 2-ton Truck141/165/183 wb
Truck
?
1935
T-2
1 ½-2 ton Standard Truck 130/141/165wb
Truck
?
1935
T-6
2-3 ton Standard Truck 141/165/183wb
Truck
?
1935
W-7
Mogul 3-ton 141/165/183wb
Truck
?
1935
W-8
Big Chief 3-ton Truck141/165/183 wb
Truck
?
1936
2T2
Standard Truck-Ace 125/133/157wb
Truck
$565.001
1936
2T2B
Bus 157wb
Bus
 
1936
2M2
Cab Forward Truck 101/125wb
Truck
$595.001
1936
2M6
Metro Boss 101/125/157wb
Truck
?
1936
2M6B
Bus 167wb
Bus
?
1936
2W6
Boss Truck, Standard 133/157/175wb
Truck
?
1936
2W7
Standard Truck 141/165/183wb
Truck
?
1936
2W8
Standard Truck 141/165/183wb
Truck
?
1These prices have been extracted from period advertisements and are for chassis only, not complete trucks.
Source:  Most of the information in the above section comes from “Studebaker the Complete Story” by William A. Cannon and Fred K. Fox, Skip Lackie “Studebaker Truck History.”

In January of 1937 production of the J-Series trucks and buses starts.  The standard trucks get a new cab loosely based on the 1937 car line.  This cab is an all metal unit.  The Cab-Forward trucks would continue to use the 1936 cab, wood frame with steel sheathing.  Both series get a new grille, now with three sets of two horizontal cross bars.  The J-5 Coupe Express discussed below did not use this grille, but rather used the Dictator car grille.  The “Coupe Cab” however was shared with the Coupe Express and the Standard-series trucks, thus both have wind wings which no other American made truck would have until after WW II.
 
The big news for 1937 was actually the release of the Coupe Express ½-ton pickup which is based on the 1937 Dictator passenger car.  A limited market for a light-duty pickup and a price 15 percent above the competition did limit the success of an otherwise extraordinary vehicle, which is in great demand today. Nevertheless 3,500 were built in South Bend with another 375 being assembled in Studebaker's new Vernon, California plant between January and July of 1937.  Information about the J-5 Coupe Express will be found in the car line as Studebaker considered the Coupe Express to just be another car model.  A few of the Coupe Express trucks were actually manufactured as woody station wagons, the number is unknown and we expect none have survived.  Also in 1937 Studebaker would change from Waukesha engines to Hercules engines for it's larger trucks and offer a diesel engine option for the first time.
 
Model
Production
Model
Production
J15
4,827
J15M
755
J15B
143
J15MB
2
J20
945
J20M
316
J20B
1
J20MB
60
J20D
37
J25M
65
J25
137
J25MB
25
J30
319
J30M
60
Total
6,409
Total
1,283
 
Year
Model
Model Description
Type
Price
1937
J-5
Coupe Express 116wb
Truck
$595.00
1937
J-15
1 ½-Ton Standard Truck 138wb
Truck
?
1937
J-15B
1 ½-Ton Standard Bus 187wb
Bus
?
1937
J-15M
1 ½-Ton Cab-Forward Truck 101/138/162wb
Truck
?
1937
J-20
2-Ton Standard Truck 138/162/180wb
Truck
?
1937
J-20B
2-ton Standard Bus 187wb
Bus
?
1937
J-20D
2-Ton Diesel Standard Truck 138/162/180wb
Truck
?
1937
J-20M
2-Ton Cab-Forward Truck 101/138/162wb
Truck
?
1937
J-20MB
2-Ton Cab-Forward Bus 187wb
Bus
?
1937
J-25
2 ½-Ton Standard Truck 138/162/180wb
Truck
?
1937
J-25M
1 ½-Ton Cab-Forward Truck 101/138/162wb
Truck
?
1937
J-25MB
2 ½-Ton Cab-Forward Bus 187wb
Bus
?
1937
J-30
3-Ton Standard Truck 142/166/184wb
Truck
?
1937
J-30M
3-Ton Cab-Forward Truck 101/142/166wb
Truck
?
Source: Most of the information in the above section comes from “Studebaker the Complete Story” by William A. Cannon and Fred K. Fox, Skip Lackie “Studebaker Truck History.”
The 1938 to 1940 K-Series trucks began production in November 1937.  K-Series production would overlap the J-Series by a few weeks and last through 1942.  With the war looming, a few would be built between January-August of 1941 (338), (159) more in December of 1941 and another (100) in February of 1942. The K-Series would sport a new grille which now will have a series of simple horizontal bars.  These trucks would also have a large “S” badge on the lower grille.
 
In October of 1937 the K5 Coupe Express would began production a month before the larger trucks.  It's production would coincide with the 1937 car model year and end in July of 1938.  1,000 Coupe Express pickups were built.  The K5 Coupe Express would be based on the 1938 7A Studebaker Six/Commander.  Again a few of the K5 Coupe Express trucks were manufactured as woody station wagons.  In 1939 the L5 Coupe Express is released based on the 9A Commander, the price is reduced and 1,200 units would be built.  This would be the end of the Coupe Express line.  In 1939 through 1941 Studebaker would promote the sale of a Champion Coupe with a pickup box, in place inside the trunk, with the rear deck lid removed, they called them the “Coupe Delivery.” This has lead to some misconceptions that the Coupe Express units were made through 1941, which they were not.
 
In 1938 Studebaker would also release the “Fast-Transport”, a new 1-ton pickup.  It came as a wide, steel floored, flat sided, “Express” body.  Later it would be available in Chassis & Cab, Chassis and Cowl, Custom Panel or Stake Body.  For 1939/1940 Studebaker would add a narrow box version which had none of the fender well inside the box.  It was dubbed the “Standard-Express” and the wide version would now be called the “Custom-Express”.  Interesting enough, the the wide version would become very popular in the 1960's with the introduction of the “Fleetside” pickup box design (the entire fender well inside the box.)  Later yet, in the 1970's, they would reintroduce the older style pickup boxes where the entire fender was outside the box and call them “Flareside”.  So, it would appear the “Fast-Transport” of 1938 to 1940 was way ahead of it's time.
 
Model
Production
Model
Production
K10
1,003
 
 
K15
4,482
K15M
863
K15B
217
K15MB
109
K20
1,104
K20M
372
K20B
6
K20MB
68
K20D
29
K20MR
964
K25
2,290
K25M
87
K25B
5
K25MB
30
 
 
K25MR
7
K30
116
K30M
69
Total
9,252
Total
2,569
 
Year
Model
Model Description
Type
Price
1938
K-5
Coupe Express 116.5wb
Truck
$735.00
1939
L-5
Coupe Express 116.5wb
Truck
$695.00
1938
K-10
1-Ton Fast Transport Express 130wb
Truck
$960.00
1939/1940
K-10
1-Ton Fast Transport Custom Express 130wb
Truck
$870.00
1939/1940
K-10
1-Ton Fast Transport Standard Express 130wb
Truck
$832.00
1938/1940
K-15
1 ½-Ton Standard Truck 138/162wb
Truck
?
1938/1940
K-15B
1 ½-Ton Standard Bus 187wb
Bus
?
1938/1940
K-15M
1 ½-Ton Cab-Forward Truck 101/138/162wb
Truck
?
1938/1940
K-20
2-Ton Standard Truck 138/162/180wb
Truck
?
1938/1940
K-20B
2-Ton Standard Bus 187wb
Bus
?
1938/1940
K-20D
2-Ton Diesel Standard Truck 138/162/180wb
Truck
?
1938/1940
K-20M
2-Ton Cab-Forward Truck 101/138/162wb
Truck
?
1938/1940
K-20MB
2-Ton Cab-Forward Bus 187wb
Bus
?
1938/1940
K-25
2 ½-Ton Standard Truck 138/162/180wb
Truck
?
1938/1940
K-25M
1 ½-Ton Cab-Forward Truck 101/138/162wb
Truck
?
1938/1940
J-25MB
2 ½-Ton Cab-Forward Bus 187wb
Bus
?
1938/1940
K-30
3-Ton Standard Truck 142/166/184wb
Truck
?
1938/1940
K-30M
3-Ton Cab-Forward Truck 101/142/166wb
Truck
?
Source:  Most of the information in the above section comes from “Studebaker the Complete Story” by William A. Cannon and Fred K. Fox, Skip Lackie “Studebaker Truck History.”
In 1941 Studebaker has made a decision to concentrate it's commercial offering to pickup's and light-duty trucks.  The M-Series is release in ½ ton (M5), 1-ton (M15), 1 ½-ton (M16).  Experts think the M10 number may have been reserved for a ¾-ton model which was never released.  The M5 and M15 used the 170-ci 80-hp engine, while the M16 gets the 226-ci Commander Six.  The trucks would come in either standard or DeLuxe trim.  Standard trucks has painted grilles and black fenders.  Deluxe models had stainless steel grille bars, bright metal side trim moldings, body colored fenders and a hood ornament.  
 
Shown in the ad at the left (upper image) is the 1941 M5 DeLuxe, note that while it is still called a Coupe Express, it has nothing in common with the earlier car based Coupe Express pickups.
 
The DeLuxe packages were not available in 1942, this may have been because of war material shortages or simply because the DeLuxe packages did not sell well.  The M-series has quite a few parts that are borrowed from the 1941 Champion car line and in a unique design have several parts like fenders and running boards which are interchangeable from side to side or from front to back.  Production of the M5 Starts in November of 1940 while the M15 & M16 would not start until December of 1940.  From Skip Lackie's Truck History, there were 1,085 M-series truck built in 1940, 9,215 in 1941 and 1,515 in 1942.  There was no break-down of these numbers by model.  From Richard Quinn's May/June 1999 article in the Antique Studebaker Review, there were 4,685 M-5's built in 1941 model year and another 174 built in the shortened 1942 model year.
 
Year
Model
Model Description
Type
Price
1941
M5
½-ton Coupe Express Standard 113wb
Pickup
$664.001
1941
M5
½-ton Coupe Express DeLuxe 113wb
Pickup
$689.001
1941
M15
1-ton Standard Express 120wb
Pickup
$815.001
1941
M15
1-ton Standard Truck 128/152wb
Truck
?
1941
M16
1 ½-ton Heavy Duty Truck 128/152/195wb
Truck
?
1942
M5
½-ton Coupe Express Standard 113wb
Pickup
$695.001
1942
M15
1-ton Standard Express 120wb
Pickup
$846.001
1942
M15
1-ton Standard Truck 128/152wb
Truck
?
1942
M16
1 ½-ton Heavy Duty Truck 128/152/195wb
Truck
?
1Turning Wheels – October 2005 Page 9 & 10 Fred K. Fox feature article.
 
Model Year Type WB Serial # Engine # Engine
20 1912 Flanders Delivery 100 ? ? Flanders
3 1914 Delivery 108 ? ? Studebaker Four
5 1915 Delivery 108 ? ? Studebaker Four
7 1916/1917 Delivery 112 ? ? Studebaker Four
Ton Truck 125 ? ?
Jitney Bus 125 ? ?
N 1926/1927 12-15 Passenger Bus 158 ? ? Big Six
A 1926/1927 18-20 Passenger Bus 184 ? ? Big Six
D 1926/1927 12-15 Passenger Bus 184 ? ? Big Six
EY 1927 Arlington Funeral Car 146 3,750,000 to 3,370,300 ? Dictator Six
Bellevue Ambulance
GD 1928 Arlington Funeral Car 146 3,750,351 to 3,371,524 ? Dictator Six
Bellevue Ambulance
1-Ton Commercial 140
51B 1928 Erskine Panel Delivery 109 5,038,005 to 5,047,401 1f-1 up Continental 9F
GK 1929 Arlington Funeral Car 146 3,751,550 to 3,753,009 GK-1 up Commander Six
Bellevue Ambulance
1-Ton Commercial
52B 1929 Erskine Panel Delivery 109 5,047,402 up ? Continental 9F
Erskine Screen Delivery
75 1928 Junior Bus 158 ? ? Big Six
Heavy Duty Bus 184
76 1928 Chassis ? ? ? Big Six
FJ 1929/1930 Westminster Funeral Car 146 8,900,001 to 8,900,300 FJ-1 up Commander Eight
Samantan Ambulance
FE 1929/1930 Funeral Car & Ambulance 135 6,013,001 to 6,022,000 ? President Eight
FL 1929/1930 Funeral Car & Ambulance 156 3,300,001 to 3,300,065 FL-1 up President Eight
GN 1929/1930 Funeral Car & Ambulance 146 3,760,001 to 3,761,350 GN-1 up Dictator Six
GN-20 ¼ Ton Commercial 115
GN-30 1-Ton Commercial 130
GN-40 2-Ton Commercial 146
77 1929/1930 Junior Bus 158 3,251,351 up ? President Eight
88 Special Bus 184
99 Heavy Duty Bus
111 Heavy Duty Bus 184 3,251,756 up ?
220
S-100 1931 Funeral Car & Ambulance 154 8,900,301 to 8,900,400
Commander Eight
S-101 1932 Funeral Car & Ambulance 152 8,900,401 to 8,900,600
S-102 1933 Funeral Car & Ambulance 152 8,900,601 up
S 1930/1931 1 ½ Ton Truck 130 3,400,001 up 1T-101 up Studebaker Six
160 3,425,001 up
136 3,500,001 up 2T-101 up
148 3,450,001 up
160 3,475,001 up
S1 1931 ½ Ton Delivery 114 3,375,001 up T-101 up Studebaker Six
S2 1932/1934 1/ Ton Truck 130 3,402,001 up 1T-3,301 up Studebaker Six
145 3,350,001 up
165 3,426,101 up
S-111 1932 Delivery ? 5,900,01 to 95,900,050 ? Studebaker Six
S-116 9,900,001 to,900,025 ?
S-4 1932/1934 1 ¾ Ton Truck 130 3,415,001 up 1T-4,601 up Studebaker Six
141 3.365,001 up
165 3,440,001 up
S-6 1932/1934 2 Ton Truck 141 3,500,301 up 2T-3,501 up Studebaker Six
153 3,451,001 up
165 3,477,001 up
S-8 1932/1934 3 Ton Truck 141 3,525,001 up 3T-101 up Studebaker Six
153 5,550,001 up
165 3.575,001 up
183 3,600,001 up
T-2 1934 1 ½ Ton Standard Truck 130 T2-101 up 1T-6,301 up Studebaker Six
141
165
T-4 1934 1 ¾ Ton Standard Truck 130 T4-101 up 1T-6,301 up Studebaker Six
141
165
T-6 1934 2 Ton Standard Truck 141 T6-101 up 2T-5,901 up Studebaker Six
153
165
T-8 1934 3 Ton Standard Truck 141 T8-101 up 3T-1,301 up Studebaker Six
165
183
W-8 1934 Big Chief 2 Truck 141 W8-101 up 6-110-352,296 up Waukesha 6-110
165
183
T-2 1935 1 ½-2 Ton Standard Truck 130 1T2-1,801 up 1T-8,551 up Studebaker Six
141
165
T-6 1935 2-3 Ton Standard Truck 141 1T6-1,001 up 2T-7,151 up Studebaker Six
153
165
183
W-7 1935 Mogal 3 Truck 141 W8-101 up 6BK-366,676 up Waukesha BK
165
183
W-8 1935 Big Chief 3 Truck 141 1W8-501 up 6-110-358308 up Waukesha 610
165
183
2T-2 1936 Standard Truck Ace 125 2T2-4,401 up 1T-12,001 up Studebaker Six
133
157
2T28 1936 Bus 157 2T28-101 up 1T-12,001 up Studebaker Six
2M2 1936 Cab Forward Truck 101 2M2-101 up 1T-12,001 up Studebaker Six
125
2M6 1936 Metro Boss 125 2M6-101 up 6BM-379,456 up Waukesha BM
157
2M6B 1936 Bus 167 2M6B-101 up 6BM-379,456 up Waukesha BM
2W6 1936 Boss Truck Standard 133 2W6-101 up 6BM-379,456 up Waukesha BM
157
175
2W7 1936 Standard Truck 141 2W7-401 up 6BK-367,291 up Waukesha BK
165
183
2W8 1936 Standard Truck 141 2W8-801 up 6-110-269,837 up Waukesha 6-110
165
183
J-5 1937 Coupe Express 116 J5-001 up T-701 up Studebaker Six
J15 1937 1 ½ Ton Standard Truck 138 J15-001 up 1T-16,301 up Studebaker Six
J15B 1937 1 ½ Ton Bus 187 J15B-001 up 1T-16,301 up Studebaker Six
J15M 1937 1 ½ Ton Cab Forward 101 J15M-001 up 1T-16,301 up Studebaker Six
138
162
J20 1937 2-ton Standard Truck 138 J20-001 up JXB 567,931 up Hercules JXB
162
180
J20M 1937 2-ton Cab Forward Truck 101 J20M-001 up JXB 567,931 up Hercules JXB
138
162
J20MB 1937 2-ton Cab Forward Bus 187 J20MB-001 up JXB 567,931 up Hercules JXB
J25 1937 2 1/2-ton Standard Truck 138 J25-001 up JXD 567,243 up Hercules JXD
162
180
J25M 1937 2 1/2-ton Cab Forward 101 J25M-001 up JXD 567,243 up Hercules JXD
138
162
J25MB 1937 2 1/2-ton Cab Forward Bus 187 J25MB-001 up JXD 567,243 up Hercules JXD
J30 1937 3-ton Standard Truck 142 J30-001 up WXC3-168,003 up Hercules WXC3
166
184
J30M 1937 3-ton Cab Forward Truck 101 J30M-001 up WXC3-168,003 up Hercules WXC3
138
162
K-5 1938 Coupe Express 116 K5-001 up T-4,301 up Studebaker Six
H-7,801 up
K10 1938/1940 1-ton Fast Transport 130 K-10,001 up OT-101 up Studebaker Six
K-15 1938/1940 1 ½ Ton Standard Truck 138 K15-001 up 1T-21,931 up Studebaker Six
162
K15B 1938/1940 Standard Bus 187 K15B-001 up 1T-21,935 up Studebaker Six
K15M 1938/1940 Cab Forward Truck 101 K15M-001 up 1T-21,935 up Studebaker Six
138
162
K20 1938/1940 2-ton Standard Truck 138 K20-001 up JXB 592,276 up Hercules JXB
162
180
K20M 1938/1940 2-ton Cab Forward Truck 101 K20M-001 up JXB 592,276 up Hercules JXB
138
162
K20MB 1938/1940 2-ton Cab Forward Bus 187 K20MB-001 up JXB 592,276 up Hercules JXB
K25 1938/1940 2 1/2-ton Standard Truck 138 K25-001 up JXD 597,644 up Hercules JXD
162
180
K25M 1938/1940 2 1/2-ton Cab Forward 101 K25M-001 up JXD 597,644 up Hercules JXD
138
162
K30 1938/1940 3-ton Standard Truck 142 K30-001 up WXC3-469,604 up Hercules WXC3
166
184
K30M 1938/1940 3-ton Cab Forward Truck 101 K30M-001 up WXC3-469,604 up Hercules WXC3
138
166
L5 1939 Coupe Express 116 L5-001 up H-42,501 up Studebaker Six
M5 1941/1946 Coupe Express 113 M5-001 up 1M-001 up Champion Six
M15 1941/1942 Standard Truck 120 M15-001 up 2M-001 up Champion Six
128
152
M16 1941/1942 Heavy Duty Truck 128 M16-001 up 3M-001 up Champion Six
152
195
Notes: Where ever you find a “?” it represents that the information is unknown.  Data for model S-2 include S-21 & S-31.  Data for model S-6 include S-41, S-51 & S-61.  Data for model S-8 include S-120, S-130, S-140 & S-150.
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