Net gross sales totaled $477,066,000. And Studebaker's market share, which had improved yearly since 1936, reached a brand new high of 4.25 percent (or greater than 5 % together with truck gross sales). His overdrive-geared up check model clocked 0-60 mph in 12.5 seconds and reached practically one hundred mph. A 14-month model "year" (July 15, 1949, to September 27, 1950) produced 343,164 automobiles -- probably the most for any automobile in Studebaker's long historical past. Findings at the positioning have led to the proposal of a brand new model of Late Woodland culture in the area. Engineers led by Stanwood Sparrow began work in 1948, with improvement headed by engine specialist T. S. Scherger. Do you know where the tradition of kissing underneath the mistletoe started? Some analysts started speculating that the big Three might quickly be the massive Four. A Land Cruiser posted 27.6 -- nearly three mpg better than the previous 12 months's Commander Six. Within the 1951 Mobilgas Economy Run, a Commander won Class B with a 28-mpg average. Arriving as standard for the 1951 Land Cruiser and Commander, the Studebaker V-8 was an oversquare design with 232.9 cubic inches on a bore and stroke of 3.38x3.25 inches.
Ford Motor Company wanted to buy Automatic Drive for its 1951 line, but Studebaker declined, thus missing a chance to make appreciable additional cash. Automatic Drive was superior to most competitive automatics in a number of ways. But the big engineering news was Automatic Drive transmission. Studebaker was the one independent besides Packard to develop its own automated transmission. With that, Studebaker might once more claim to be America's most profitable independent vehicle maker. This transmission continued via 1954, after which Studebaker switched to the less-expensive Flight-O-Matic. Selecting Reverse at more than 10 mph automatically put the transmission in Neutral to prevent harm. Both put spark plugs above the exhaust manifold for easy access, a feature missing within the later Ford and Chevy overhead-valve V-8s. The consequence was one other Studebaker exclusive among the independents, and years ahead of the Chevy, Ford, and Plymouth overhead-valve V-8s. Just like the trendsetting 1949 Oldsmobile and Cadillac engines, it was a light, compact, and efficient overhead-valve design.
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