Information AboutStudebaker |
Studebaker Corporation, or simply '''Studebaker''', was a United States Wagon and Automobile manufacturer based in South Bend , Indiana . Originally, the company was a producer of industrial Mining wagons, founded in 1852 and incorporated in 1868 1 under the name of the Studebaker Brothers Manufacturing Company. While Studebaker entered the automotive business in 1902 with Electric vehicles and 1904 with Gasoline vehicles, it partnered with other builders of Gasoline -powered vehicles until 1911 . In 1913 , Studebaker introduced the first gasoline-powered automobiles under its own “Studebaker” Brand name. Acquired in 1954 by Packard Motors Company of Detroit , Michigan , Studebaker was a division of the Studebaker Packard Corporation from 1957 to 1962 . In 1962 , it reverted to its previous name, the Studebaker Corporation. While the company left the automobile business in 1966 , Studebaker survived as an independent closed Investment Firm until 1967 when it merged with Worthington to become Studebaker-Worthington Corp. HISTORY 19th century wagonmaker Henry Studebaker was a Farmer , Blacksmith , and wagon-maker who lived near Gettysburg , Pennsylvania in the early 19th Century . By 1860 , he had moved to Ashland , Ohio and taught his five sons to make wagons. They all went into that business as it grew westward with the country. Clement and Henry Studebaker Jr. became blacksmiths and Foundry men in South Bend. They first made metal parts for freight wagons and later expanded into the manufacture of complete wagons. John made Wheelbarrow s in Placerville , California , and Peter made wagons in Saint Joseph . The site of John's business is Chinas Historic Landmark #142. The first major expansion in their business came from their being in the right place to meet the needs of the California Gold Rush in 1849 . When the Gold Rush settled down, John returned to Indiana and bought out Henry's share of the business. They brought in their youngest brother, Jacob, in 1852 . Expansion continued to support westward Migration , but the next major decrease came from supplying wagons for the Union Army in the Civil War . After the War , they reviewed what they had accomplished and set a direction for the company. They reorganized into the Studebaker Brothers Manufacturing Company in 1878 , built around the Motto of "Always give more than you promise." By this time the Railroad and Steamship companies had become the big freight movers in the east. So they set their sights on supplying farmers and others with the means to move themselves and their goods. Peter's business became a branch operation. During the height of westward migration and Wagon Train Pioneering , half of the wagons were Studebakers. They made about a quarter of them, and manufactured the metal fittings to sell to other builders in Missouri for another quarter century. Studebaker Automobiles 1897-1966 ]] , Studebaker offered a full range of models, including the Avanti, Hawk, Wagonaire and Lark based Cruiser, Commander, and Daytona convertible.]] Studebaker experimented with powered vehicles as early as of Elyria, Ohio , and the Everett-Metzger-Flanders (E-M-F) Company of Detroit . Under the agreement with Studebaker, Garford would receive completed Chassis and drivetrains from Ohio and then mate them with Studebaker built Bodies , which were sold under the Studebaker-Garford brand name and at a premium price. Eventually, even the Garford built Engine s began to carry the Studebaker name. However, Garford also built a limited number of cars under its own name, and by 1907 attempted to increase production at the expense of Studebaker. Once the Studebakers discovered what was going on with their partner, John Moehler Studebaker enforced a primacy clause, forcing Garford back onto the scheduled Production Quota s. The decision to drop the Garford was made and the final product rolled off the Assembly Line by 1911 , leaving Garford to try it alone until it was acquired by John North Willys in 1913 . Studebaker's marketing agreement with E-M-F was a different relationship, one that John Studebaker had hoped would give Studebaker a quality Product without the entanglements found in the Garford relationship. Unfortunately, this was not to be the case. Under the terms of the agreement, E-M-F would manufacture vehicles and the Studebakers would distribute them through their wagon dealers. Problems with E-M-F made the Car s unreliable, leading the public to say that E-M-F stood for ''"Every Morning Fix-it."'' Compounding the problems was the internal fighting between E-M-F's principal partners, Mr. Everett, Mr. Flanders and Mr. Metzger. Eventually, two-thirds of the trio left, leaving the bombastic Mr. Metzger to run the operation on his own. J.M. Studebaker, unhappy with E-M-F's poor quality, gained control of the assets and Plant facilities in 1910 . To remedy the damage done by E-M-F, Studebaker paid Mechanic s to visit each unsatisfied owner and replace the defective Parts in their vehicles at a cost to the company of US$ 1 million. Studebaker also began putting its name on new Automobile s produced at the former E-M-F facilities, both as an assurance that the vehicles were well-built, and as its commitment to making automobile production and sales a success. In 1911 , the company reorganized as the Studebaker Corporation.
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