Studebaker and the rest of the WWII story

Studebaker US6-62 trucks near the factory powerhouse ready for shipment.

Earlier we wrote about some of the military vehicles in the Studebaker National Museum in South Bend, Ind., ranging from the company’s wagon-making days to its World War II MV’s such as trucks and go-anywhere Weasels. This follow-up provides a little more details about the company’s contributions to the “Arsenal of Freedom.”

After Japan bombed Pearl Harbor and brought America into World War II, American industry responded patriotically. Automobile companies quickly halted production of civilian cars and trucks and converted their assembly lines to war goods manufacturing. Even some of the larger automobile dealers used their shops and shop equipment to make all types of products that the United States fighting forces needed. It was recorded that 5,600 Studebaker employees went off to war and 111 of them died.

French, Belgian and Dutch armies used 1939 Studebaker K-Series cargo trucks.

Studebaker was also among the car companies that made military goods. The South Bend, Ind. corporation’s primary contributions to World War II were the manufacture of a variety of different military trucks such as the 6x6 US6-62 cargo truck and the production of aircraft engines and lightweight tracked vehicles called Weasels.

Weasels were used to carry personnel and cargo in snowy countries like Norway. The U.S. Army Ordnance Department took over the 800-acre Studebaker Proving Grounds on March 29, 1943 and used it for testing trucks, half-tracks, tank retrievers, armored cars, cargo carriers, scout cars and other military units until June 30, 1945.

A Studebaker 6 x 6 SWB cargo truck photographed in South Bend Park.

The war raged in Europe for several years before the U.S. got involved and most, if not all American automakers were making military vehicles for the armed forces of other countries. Studebaker sold several hundred civilian-style trucks to the French army. Most of these were 1939 K30 3-ton models with brush guards on the front, dual rear wheels and canvas canopies. Many were converted to operate by burning charcoal from coal.

When Germany invaded France, the German army also took over a large number of these trucks. German soldiers continued to use them throughout the war. The Dutch and Belgian armies also ordered quantities of K-Series Studebaker military trucks.

1940 Studebaker K15 military-type ambulance used by the Chinese Red Cross.

A prototype of a Studebaker Model K15 1-1/2-ton military truck was seen in a 1940 photograph. Apparently, this unit was not awarded a contract by any government. Studebaker did sell K-Series truck chassis to the Chinese government. China added its own cabs and cargo beds to them and used them on the Burma Road. Several 1940 Studebaker K15 ambulances were delivered to the Chinese Red Cross. They had dual rear wheels, open rear sides with canvas covers and roll-down side window curtains.

As the war cloud spread over more nations, the U.S. government asked some American truck manufacturers to produce pilot models of military trucks. Studebaker added military-style hood and fenders to its M-Series trucks and integrated chassis components made by other companies into the design, to win a government contract.

Production started in the spring of 1941. Then, after civilian auto production was halted early in 1942, the company swung into volume production of military units, building about 4,000 per month. That compared to a total of 4,724 military trucks made during the whole of 1941. More than 50 percent of the trucks were sent to Russia under the lend-lease agreement. By the end of World War II, the total number of trucks was 197,678.

The 1940 K15F 1-1/2-ton prototype military truck that didn’t get a government contract.

Speaking of numbers, Studebaker also made 63,789 air-cooled nine-cylinder Wright Cyclone R-1820 engines for Boeing-built B-17 “Flying Fortress” bomber airplanes. The manufacturing contracts for these, signed in January 1941, were a real boon for the company as they involved the government financing the erection of three new factories that were then leased to Studebaker. The aero engine projects provided jobs for about 9,400 workers in the cities of South Bend, Ind., Fort Wayne, Ind. and Chicago, Ill.

Studebaker also made some R-1820s in its Los Angeles, Calif., factory where 2,475 Pratt and Whitney aircraft engines for twin-engine Lockheed PV-1 Ventura Naval patrol bombers were also put together. These were air-cooled, 2000-hp R-2800 radial engines.

A U.S. Army 2-1/2-ton LWB 6 x 6 cargo truck with soft cab and canvas canopy.

Studebaker’s third major WWII contribution was the Weasel, which was designed by Studebaker engineers and utilized the 170-cid flathead six used in Studebaker Champion automobiles. The Weasel concept came from a Brit named Geoffrey Nathanial Pyke, who envisioned a snow-crawling military vehicle to be used for fighting in snowy European locales. Pyke’s idea did not get favorable reactions in Great Britain, but on April 11, 1942 a decision was made to get a United State automaker involved. Dwight D. Eisenhower, who would become the U.S. president in the early 1950s, lobbied for making the Weasel.

A combat-ready Weasel. This one is in the Studebaker Museum.

Studebaker was chosen for the job for two reasons. First, it still had some unused factory capacity. Second, the company’s engineering department could use a little more work. Studebaker chief engineer Roy E. Cole spearheaded the Weasel’s development. It was configured as a tracked vehicle with an amphibious tub and rear-mounted engine.

Test versions were called T15s and some design flaws showed up when they were tested. The weight of the rear engine made them dig into snow when climbing steep hills, and they also threw off the tracks more easily than expected. Still, about 1,000 T15s were built. They were also identified with an M28 military model designation. The “Weasel” name came from the fact that the machine could go almost anywhere.

A patriotic anti-Nazi photo pictured the 100,000th Multiple-Drive military truck.

Due to the problems encountered with the early versions, Studebaker went back to the drawing board to create a second type with significant improvements. The test versions of these were designated T24s and the production-type units were designated M29s for military. With twice as many bogie wheels (32) and 15 more track plates per side — not to mention 58 grease fittings — the M29 solved most of the earlier problems.

A third type of Weasel — the M29C Water Weasel — was introduced in July 1943. It had front and rear floatation cells, a surf guard bow, track aprons and two rudders. Tools like a shovel and axe were relocated to the top of the flotation cell and the body was completely sealed. There were drain plugs to install when in water and remove when on land. If this wasn’t done, the M29C would sink in water or fill up with water if rained on.

A low-side cargo body gets winched onto on a Studebaker US 6 x 6 truck.

Studebaker’s war production gave the company a much-needed shot in the arm, after struggling through the Great Depression with battered financials. In 1938 the company had a $1.76 million dollar loss on total sales of $43.8 million dollars. By 1941, it had a $2.49 million profit on $115.7 million in sales. The respective numbers were $2.05 million profit on $221.4 million in sales in 1942; $2.84 million profit on $364.2 million in sales in 1943; $4.04 million profit on $415.7 million in sales in 1944 and $3.28 million profit on $212.8 million in sales in 1945. This represented a tenfold increase in sales income during WWII and put Studebaker in an envious position for battle in the postwar car market.