The Studebaker manufacturing process began with each automobile built on the company’s twin assembly lines which were earmarked to fill a dealer’s specific orders. The line setting area would arrange for new vehicle orders that were teletyped by an individual to correspond with other key point manufacturing areas throughout the Studebaker's plant for vehicle assembly. This was because the men and women working on the line had to make sure vehicle assemblies arrived in sequence for vehicle production.
One of the first stages in production was stamping out the steel body parts such as fenders and hoods. Manufacturing parts for the assembly line was a demanding task because the quantities of parts to make the models were determined by the purchasing factory scheduling section from monthly estimates of sale requirements.
The Studebaker bodies would start out as rectangular sheets which were produced into several body parts. The huge hydraulic press machines would then produce the steel between forming dies which was under tremendous pressure to build because automobile body parts were built in sections, then spot welded into solid units for vehicle line assembly.
In comparison to the Studebaker body, the frame took less time in the preparatory stages. The frame would start upside down on an assembling line for convenient attachment of its under parts including axles, springs, shock absorbers and breaks. A conveyor would than move the frame into the final assembly line.
The Studebaker body, engine, and frame would then move into a connection point called the “body drop”. At this time, the frame would obtain both a gas tank and gas supply lines. The frame was then turned over to receive a steering post, gears, emergency break, cables, and a rear bumper. The engine would be released from its conveyor which was then lowered bolted into place. During the final assembly, front end fenders, headlights, grill, radiator, wheels and were attached. After assembly, each speedometer and headlight was checked and adjusted for its final ride down the inspection line. Once completed, the vehicle was ready to drive off the line and hit the road for the consumer market.
The Studebaker centenary celebration, “100 Years on the Road”, took place on February 18, 1952. Several guest speakers such as Mr. Walter P. Reuther, President of International Union UAW-CIO, and Harold S. Vance, Chairman and President of Studebaker, honored the centennial event at the south bend civic dinner. Many union members present such as Mr. William L. Gregory, Vice President of Union Meetings andMr George C. Hupp, President of Studebaker Local 5 of UAW-CIO were active proud members of Studebaker and its manufacturing process.
(Left to Right) Walter P. Reuther, President of International Union UAW-CIO and
Harold S. Vance, Chairman and President of Studebaker
(Left to Right) Mr. William L. Gregory, Vice President of Union Meetings and
Mr George C. Hupp, President of Studebaker Local 5 of UAW-CIO
Today, Studebaker collectors and historians are still very much active within the Studebaker car clubs. The Studebaker models will always be a part of American Automotive History and its culture.
A special thanks to Robert Tate, Automotive Historian and Researcher, for donating the story to the MotorCities Story of the Week program. Photographs courtesy of Robert Tate’s personal collection (Bibliography: ASA E. Hall, Langworth M. Richard “The Studebaker Century a National Heritage “Dragonwyck publishing New Hampshire. 1983.)
Please do not use any photographs without the permission of the Robert Tate or MotorCities National Heritage Area. For further information contact Robert Tate at btate@motorcities.org. If you have a story that you would like to donate to be featured as a MotorCities Story of the Week, email Lisa Ambriez at lambriez@motorcities.org
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