1949-'53 Studebaker 2R Trucks
South Bend's stylish post-war haulers make unique collectibles
09/22/2018
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Hemmings Motor News
Studebaker wasted little time after WW II answering the peacetime call for new haulers. South Bend's 2R series of trucks rolled out as 1949 models looking decades more advanced than the trucks they replaced--the dowdy but historically significant M series.
The M was Studebaker's first crack at a dedicated light truck; all previous attempts had been passenger cars with cargo beds. Right up until the end of production, the M was a breadwinner for South Bend--in 1947, the company built 23,377 M5s, surpassing the total of all motorized commercial vehicles produced by Studebaker during the years before World War II.
Losing this momentum and market share wasn't an option, so the 2R would have to be attractive enough to draw in buyers, yet tough and practical enough to handle hard work. Raymond Loewy's styling chief, Robert Bourke, was charged with the task of making the 2R appealing to buyers from the swelling Ford and GM camps or perhaps convert some Dodge and International Harvester loyalists.
Hubcaps too were carried over from the car line.
The upright look of the Studebaker M5 was gone, replaced with a rounded, streamlined look, somewhat reminiscent of GM's Advance Design rigs, but somehow more modern. One of the truck's most dramatic styling cues wasn't added by designers but rather subtracted--there were no exterior running boards or steps on this truck, neither beneath the doors nor at the front of the bed. Further distinguishing the 2Rs, they shared no body panels with Studebaker cars, though bits and pieces were swiped from the parts bins: headlamp rims and a hood ornament from the Champion, as well as hubcaps from the Commander. Finally, to ensure that the bed's streamlined look remained dent-free, the sides were double walled--a standard design in years to come, but unusual in the late 1940s. The 2R5 series 1/2-ton trucks were equipped with 6 1/2-foot boxes, the 3/4-ton 2R10 and 2R15 used 8-foot boxes, and all of the 2Rs could be purchased as a cab and chassis or with a stake bed.
Under the sheetmetal, the new 2R wasn't a major departure from the M series trucks. The inline six-cylinder flathead "Econ-O-Miser" engine was carried over and was standard issue for all of Studebaker's light trucks. The standard transmission was a column-shifted three-speed with optional overdrive connected to a stump-pulling 4.82:1 rear gear.
The split windshield remained until 1954.
This month's immaculate feature truck belongs to Andy White of Cochecton, New York, who performed a body-off restoration on the 2R that included extensive sheetmetal repair. White purchased the truck from the estate of Pulitzer Prize-winning American photojournalist Eddie Adams, who is most famous for shooting the picture of a Vietnamese police chief executing a Vietcong prisoner on a Saigon street, during the Tet Offensive.
The Studebaker became an icon to attendees of Adams's annual photography workshops held at his farm in Jeffersonville, New York, and after it was completed, White took the truck back for a reunion.
White said the truck ran well and that the body looked very solid. But as the disassembly progressed, he discovered rust in the cab mounts, the lower doors as well as the front and rear fenders.
Years ago, White's father, then an auto mechanic, discouraged his son from buying a Studebaker, warning him that parts would be difficult to locate.
"I saw one once and thought, boy, I'd like to have a Studebaker," White said. "But my father scared me, saying I'd never find any parts for it."
To some degree, White found that his father was correct, though not for the reasons he might've expected. "Mechanical parts weren't that hard to locate," he said. "Most of the trouble I had with the truck was finding sheetmetal."
It's probably safe to say that you shouldn't be afraid to buy a Studebaker 2R as a project. (White says, hypothetically speaking, he would tackle one again.) They were one of Studebaker's most prolifically produced trucks, yet remain an uncommon enough sight at car shows and cruise nights to make you feel like you've purchased something truly unique. Furthermore, they changed hardly at all from their introduction in 1949 until they were replaced with the updated 3R in 1954, so year-to-year idiosyncrasies shouldn't be an issue.
Popular pricing guides set the low retail of a 1949 1/2-ton 2R5 at $7,450, the average retail at $13,450 and high retail at $30,500. In January of 2011, a beautifully restored 1951 2R5 sold at RM's Arizona auction for $35,750, putting it well above the $20,000-$30,000 auction estimate. Meanwhile a clean-looking '49 2R5 sold at Mecum's St. Paul Auction in June 2010 for the seemingly bargain price of $10,750.
Drivetrain
There were two L-head six-cylinder powerplants on tap for Studebaker's 2R series trucks: the Econ-O-Miser and the Power-Plus. Initially, light trucks all ran the Econ-O-Miser while 1 1/2-ton and 2-ton trucks used the Power-Plus. The Econ-O-Miser, which was used in the Studebaker Champion, measured 169.6-cu.in. and was rated at 80hp, whereas the Power-Plus, which was used in the Studebaker Commander, checked in at 245-cu.in. with 102hp. Midway through 1950, the 245-inch Power Plus was made available across the board, while the 169.6-inch L-head received a compression ratio increase from 6.5:1 to 7:1, raising the horsepower from 80 to 85. (The 1/2-ton trucks with the 245 six-cylinder were known as 2R6s while 3/4-ton trucks with the larger engines were known as 2R11.) Studebaker didn't offer V-8s in trucks until 1955.
Parts to overhaul these engines are widely available, and the job is about as simple as it gets. The usual precautions apply: Make sure the block and crank are sound before proceeding with a rebuild and beware of any previous amateur repair attempts. White, for instance, recalls spending an inordinate amount of time drilling out and tapping one of the holes used to fasten the valve cover, because someone had snapped the bolt off.
"The engine ran very good but someone had broken off a valve cover bolt and stuck a threaded rod in there...they glued it in," he said.
A three-speed transmission was standard in Studebaker light trucks. To get a four-speed you had to move up to the one-ton 2R15. An overdrive was available as an extra cost option on 2R5 1/2-tons and 2R10 3/4-tons. Studebaker used Borg Warner transmissions and overdrives, which were shared with many manufacturers, so seals, gears bearings, etc. are available. Used transmissions are also easy to find.
The 2R5 was available only with a 4.82:1 gear. The R10 and R15 could be had with gear ratios ranging from 4.85:1 to 6.66:1. Studebaker commonly used Dana rears, Dana 44s in light trucks and Dana 60s in heavy trucks. Finding parts or information today isn't a problem.
Body
Common rust areas for Studebaker trucks include the lower portions of the front and rear fenders, cab mounts, cab corners, cab floors, the lower portions of the doors and virtually anyplace else that water and debris can collect with no hope of ever escaping. (The designation for this series truck is "C-cab," which should help when you're hunting for parts, either reproduction, used or NOS.) The good news is that there are patch panels being made for these trucks, so it won't be necessary to fabricate everything. Classic Enterprises (www.classicent.com), for instance, offers reproduction floor panels, steps, rockers, cab corners, fender patches, cab supports, bedside panels and bed floors. Rear fenders are being reproduced in fiberglass, which is what White used when restoring his 2R5.
Some of the factory paint colors, which changed over the years, included Cherokee Red, Clover Green, Tuscan Tan, Iroquois Blue, Midnight Blue, Chrome Yellow, Manchester Maroon, Velvet Black and Yukon Gray. White's 2R5 is painted a non OEM red in basecoat/clearcoat urethane.
Chassis and Brakes
The 2R5 used a lighter frame than the 3/4-ton R10. The one-ton R-15's frame was heavier still. The 1/2-ton frame rail measured 7 inches tall at its widest, was 2 1/4 inches wide and was made out of 1/8-inch steel. By comparison, the 3/4-ton's frame was fractionally larger and made from 5/32-inch steel. The heaviest one-ton frame offered was made out of 3/16-inch steel. Needless to say, frame rot isn't a common problem with these trucks, though their simple construction makes them easy to repair should the need arise. The 2R series trucks rode on solid axles and leaf springs front and rear, but there were differences in the springs used on 1/2, 3/4, and one-ton trucks. The 2R5 used eight-leaf front springs that measured 40-inches long and 1 3/4 inches wide. The 2R10 also used eight-leaf front springs, but the packs measured 42 inches long by 2 inches wide.
In the rear, the 2R5 used nine-leaf springs, mounted under the axle, measuring 51¾ inches long by 1 3/4 inches wide. The 2R10s rode on 10-leaf springs also mounted under the axle that measured 52-inches long by 2 inches wide. One ton truck springs were mounted above the axle and used a shorter spring pack comprised of fewer but thicker leaves.
Steering on the R5 and R10 were identical with variable ratio 15.4:1 manual boxes. The one-ton truck used a box with a 20:1 ratio.
2R series Studebakers used hydraulic drum brakes at all four corners. The brakes on the 2R5 are self-centering and self adjusting, while brakes on the heavier trucks are self-centering only. Little changed on these chassis year to year; however, 1950 was the first year for tubular shock absorbers on 2Rs, while earlier trucks used the lever type.
Interior Studebaker trucks were decorated inside in typical late 1940s/early 1950s truck fashion: vinyl bench seats, rubber floor mats, metal door panels and metal dash. Standard equipment could vary but usually included dual sun visors, arm rests on driver and passenger's side, an ashtray and a cab light that turned on and off when the doors were opened and closed, door locks and a pressed fiber headliner. The headlamp dimmer switch, vents and engine starter were all foot-controlled.
Studebaker's Truck Climatizer heater was an extra-cost option, as was an automatic tuning radio.
The seat upholstery can be matched by any good upholstery shop, and reproduction headliners, as well as rubber floor mats, are available. Weatherstripping and rubber seals are also being reproduced. Swap meets and Studebaker clubs are a good source for interior trim pieces.
PRODUCTION
1949-1953
2R5 -- 110,500
2R6 (1/2-ton with 245 cu.in. engine) -- 12,150
2R10 -- 37,300
2R11 (3/4 ton with 245 cu.in. engine) -- 10,350
WHAT TO PAY
Low -- $7,450
Average -- $13,450
High -- $30,500
PARTS PRICES
Piston -- $40
Ring set -- $86.52
Gasket set -- $162.82
Intake or exhaust valve -- $12.98
Oil pump -- $131.24
Headliner -- $245
Front floor pan -- $59.95
Spare tire well and mounting kit -- $150
Box end panel -- $160
Swing-away tail lamp and stop lamp -- $140
Cab steps -- $160/$310 set
Rocker panel -- $75
Cab corner -- $105
Lower door skin -- $85
Box floor -- $450
Rear fender (fiberglass) -- $350
SPECIALISTS
Kanter Auto Products
800-526-1096
www.kanter.com
StudebakerParts.Com
602-995-5311
www.studebakerparts.com
Studebaker International
317-462-3124
www.studebaker-intl.com
Egge Machine Company
866-534-3443
www.egge.com
Classic Enterprises
715-537-5422
www.classicent.com
Phil's Studebaker
574-674-0084
www.studebakervendors.com
Rhode Island Wiring Service Inc.
401-789-1955
www.riwire.com
SMS Auto Fabrics
503-263-3535
www.smsautofabrics.com
YnZ's Yesterdays Parts
909-798-1498
www.ynzyesterdaysparts.com
CLUB SCENE
Studebaker Drivers Club
www.studebakerdriversclub.com
763-420-7829
Antique Studebaker Club of America
www.theantiquestudebakerclub.com 763-420-7829
Recent
Photo: General Motors
One of the ultimate C5 Z06s was the 2004 24 Hours of Le Mans Commemorative Edition, acknowledging Corvette Racing’s historic 1-2 class finishes in 2001 and 2002 (also 2004). Just 2,025 Le Mans Commemorative Editions were built assuring their collectability.
As far as the regular Z06 goes, all told, there were 28,388 built over four model years, so they’re not difficult to find these days. It can, however, be difficult to find stock, low-mileage examples, as many owners drove these cars as they were intended and tweaked them with bolt-ons for even better performance.
According to classic.com, average C5 Z06 prices have increased significantly over the last five years from $16,000 in 2019 to $32,000, as of this writing. One of the highest prices recorded for an unmodified example was at Mecum’s Kissimmee sale in January. The car was a 2001 painted Speedway White (one of 352 in that color) with just 218 original miles, and it sold for $71,500 including fees.
In July 2023, a black 2004 Z06, driven fewer than 1,600 miles, sold on Hemmings Auctions for $52,500 - just shy of the car’s original MSRP of $53,485. On the more affordable end, back in 2020, a 2001 Z06 listed as unmodified, but with 154,680 miles on the odometer, changed hands on Hemmings Auctions for $9,000.
These cars have received a lot of attention lately and appeared on many bargain-priced performance car listicles. Their low-buck status seems to have changed as a result and prices have nosed skyward. Still, the first-edition Z06 is an excellent car that offers a lot of track day potential with very low running and maintenance costs. If you’re interested in owning a 2001-’04 Corvette Z06, here are some points to consider.
Body
Image: General Motors Artist: David Kimble
C5 Corvettes used sheet-molded composite body panels made of 40 percent resin, 33 percent calcium-carbonate filler, 20 percent chopped fiberglass, and 7 percent resin and hardeners (used to improve the surface finish of the panels), according to Chevrolet. The floor pan was made from SMC inner and outer panels with balsa wood sandwiched in between. The 2004 Le Mans Commemorative Edition Z06 used a carbon fiber hood to shave 10 pounds off the nose. When inspecting a Z06, you’ll want to inspect the lower portions of the car for signs of damage—the fascias and rocker panels. The three-piece air dam on the front is prone to taking hits because it rides so close to the ground. Replacement air dams are widely available and it’s important that the pieces be installed correctly as the dam helps direct air to the car’s radiator. You will also want to check the floorpan for signs of damage or previous repairs. Floor pans punctured by debris in the road aren’t unheard of on these cars and you’ll want to make sure the repair was performed correctly to guard against leaks. The quarter panels on these cars are bolted on, so check for proper fit and signs of replacement that might indicate previous accident damage. Aftermarket body kits are available for C5s and popular with Z06 owners looking for some additional body width and larger wheelhouse openings.
Something else to be aware of - common among all Corvettes, not just C5s - are electrical grounding issues related to the composite body. These can cause a wide variety of mysterious conditions and usually the problem isn’t difficult to solve but can be difficult to trace.
Z06 exterior colors over the C5 generation included: Black, Torch Red and Millennium Yellow from 2001-’04; Speedway White, which was only available in 2001; Quicksilver, which was offered from 2001-’03 and replaced by Machine Silver in ’04; Electron Blue, which was offered in 2002-’03; and LeMans Blue Metallic was used on the ’04 Le Mans edition Z06. All of the LeMans editions were painted blue with silver and red graphics modeled after the 2003 C5R race car.
Chassis and Suspension
Among the most scarce of all C5 Z06s is 2004 24 Hours of Le Mans Commemorative Edition acknowledging Corvette Racing’s historic 1-2 class finishes in 2001 and 2002 (also 2004). Just 2,025 Le Mans Commemorative Editions were built, and they command a premium today. All of the LeMans Commemorative Editions were painted blue with silver and red graphics - a color scheme modeled after the 2003 C5R race car.
Photo: General Motors
The C5 Z06 was based on a pair of 13-foot long, continuous chassis rails, hydroformed in a die using fluid pressure - it was a very rigid platform and a first for the Corvette. Another substantial change in the C5 chassis, that made it an ideal production road racer, was the use of a rear transaxle. By moving the gearbox to the rear, the weight distribution nearly hit the 50/50 sweet spot, plus it freed up space in the cabin. An enclosed stamped-steel driveshaft tunnel (a torque tube) between the engine and the transaxle made the chassis even stiffer. The suspension hard parts were made from aluminum and transverse mounted leafs handled the bumps. The C5 front suspension used a setup similar to the late-edition C4s, with revisions, while the rear was an entirely new design with upper and lower A-arms and constant velocity joints replacing the old five-link/universal joint setup. Without a doubt, the C5 chassis transformed the Corvette. In addition to the superior handling, the cabin was easier to enter and exit, more comfortable to drive and the ride was less punishing—even the track-ready Z06. To ensure the Z06’s track readiness, it had unique FE4 suspension with a larger front stabilizer bar, a stiffer rear spring, revised camber settings and forged wheels that were 1-inch wider front and rear than a standard Corvette. The Z06’s steering was sped up too: 2.46 turns lock-to-lock versus 2.66 on standard C5s. Brakes were shared across the C5 line—four-wheel discs with 12.8-inch rotors front and 12-inch rear. The calipers were two-piston units but treated to a red finish on the Z06. Many owners choose to upgrade the stock brakes with aftermarket units. The stock rotors are fine for street use but have shown not to hold up well on cars that are driven hard on the track.
The 2004 model year Z06 benefitted from suspension revisions and new shock absorbers that were developed by GM through extensive testing. These units were a vast improvement over prior years. There are aftermarket options available that approach the performance of the factory ’04-edition shocks—which can be expensive and difficult to find today. Many owners have found that OEM C6 Z06 shocks are also a good fit at a lower price. The C5 chassis is a rugged and proven sports car platform that was designed to serve reliably for many miles. When shopping, take note of the typical items that wear out with age: anti-sway bar bushings/end links, control arm bushings, rear cradle bushings, ball joints etc. Be sure to ask about any maintenance work that might have been performed. A fresh set of tires is a selling point on these cars as well. The stock size Eagle F1 tires cost more than $400 apiece for the 265/40R17 fronts, and more than $600 apiece for the 295/35R18 rears - if you can find them. The selection of tires available in the factory sizes is limited these days so when it comes time for replacement you might have to consider alternatives like 255/40/17 or 275/40/17 fronts and 285/35/18 rears.
Engine
Image: General Motors Artist: David Kimble
The 5.7-liter LS6 arrived in 2001 with 385 horsepower and made the jump to 405 horsepower in 2002. It was an evolution of the standard Corvette’s LS1 with improvements to the block and pistons, better flowing heads with revised combustion chambers, a more aggressive camshaft, a redesigned intake and more. The LS6 is an excellent and proven performance engine that will serve many thousands of trouble-free miles. Initially, excessive oil consumption was an issue, but the problem was addressed in a Technical Service Bulletin. Replacement piston rings (due to a sealing issue) and a replacement engine valley cover (due to leaking) were prescribed for circa-2001 engines affected, and the changes were made in production to later LS6s. Reports and discussions of valve spring failures on 2002-’03 engines in particular also abound on internet forums. Replacing valve springs is a relatively cheap and inexpensive upgrade and is worth considering if the seller hasn’t performed the work already. Some of these engines have also suffered from separated harmonic balancers and balancer bolts that loosen and allow the balancer to come off - check for a wobbling lower engine pulley when the engine is running. The factory balancer is a press-on fit but there are aftermarket versions available that can be pinned to the crankshaft. Upgraded balancer bolts are also available.
Transmission and Axle
The Z06’s instrument cluster bears the logo of the popular performance package, and the tach has a 6,500 rpm redline.
Photo: General Motors
The Z06 used the TREMEC T-56 gearbox but it was equipped with more aggressive gear ratios for harder acceleration than the base Corvette. The trans was rear-mounted to a Getrag differential shared with all C5 Corvettes. Z06s were equipped with a 3.42:1 gear set with shot-peened ring and pinions.
The T-56 is an excellent gearbox, but miles and abuse can take a toll leading to some of the typical manual transmission maladies: grinding between gears, sticking in gear, popping out of gear etc. Sometimes the issue can be as simple as the shifter or the mount being loose, but some of these symptoms could also be signs of worn synchros or a damaged shift fork. The good news is parts are widely available and finding a knowledgeable rebuilder isn’t difficult.
The C5’s Getrag differential is a bulletproof and reliable unit that can withstand plenty of driving and punishment. The biggest issue with these has been seal leaks—something that was addressed in a circa-2003 technical service bulletin covering all C5 Corvettes. The TSB recommended replacement of the output shaft seal and the differential side cover O-ring. If a Z06 you’re looking at hasn’t had the work done and appears to be leaking, those seals are likely the culprit—and most frequently it's the output shaft seal. (Some techs recommend not disturbing the side cover if it isn’t leaking.)
Some C5 owners have also experienced issues with the clutch pedal sticking in the down position or returning slowly. Sometimes this can be solved by flushing and replacing the fluid in the hydraulic system. There are also aftermarket clutch return spring kits that can deliver more positive pedal action - once the fluid has been replaced and the system bled (an important maintenance item).
Interior
Z06 interiors were black or black with red accents and embroidered headrests. The Le Mans Commemorative Edition (shown) had graphite-colored upholstery with the Corvette emblem in the headrests instead of the Z06 logo.
Photo: General Motors
C5 Z06s had a unique instrument cluster with a Z06 callout on the tachometer and a 6,500 redline indicated. The bucket seats had additional side bolstering and embroidered Z06 logos on the headrests. Colors were limited to black, black and red and there was a graphite-colored interior for commemorative-edition ’04s with the Corvette crossed-flags emblems stitched into the headrests. It’s common to see worn leather side bolsters and seating surfaces in these cars but there are aftermarket covers and kits available to update shabby looking buckets. Many owners have complained of wind noise in C5s as the window seals age. Water leaks around the weather stripping is also a common problem. A locked steering wheel that can’t be unlocked, accompanied by the “Service Steering Column” message on the driver information display was one of the most common C5 interior issues reported. A 2004 recall addressed the issue (the recall number was 04006) and any car you’re considering should have had the recall work performed. Some owners took matters into their own hands and installed an aftermarket bypass kit that allowed the lock to function without interference from the car’s body control module. These seem to solve the problem as well.
Parts Prices
The Z06’s LS6 V-8 is generally a dependable engine. Horsepower was rated at 385 in 2001 and 405 from 2002-’04. Broken valve springs are a known issue, particularly on some 2002-’03 engines.
Photo: General Motors
- Air dam $114
- Brake rotor $60
- Carpet kit $680
- Harmonic balancer (aftermarket) $340
- Harmonic balancer bolt $41
- Seat covers $1,400
- Tires (front) $453
- Tires (front) $620
- Valve spring kit $100
What To Pay
Add $1,000-$2,000 for 2004 Le Mans Commemorative Edition
Did we leave out your favorite? If so, let us know in the comments. And if you're interested in reading more about classic American luxury cars, keep a lookout for the special feature in the July issue of Hemmings Motor News.
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