1935 Studebaker Dictator Roadster

The Studebaker Corporation began in the mid-1800s when the five sons of John Studebaker learned the trades from their father. In 1852, sons Clement and Henry became blacksmiths in South Bend, Indiana, and brother John built wheelbarrows in Placerville, California. The California Gold Rush fueled his business, and soon he had amassed a small fortune of $8,000. John later moved back east and bought out Henry's share of the Studebaker wagon and carriage building business.

The Studebaker wagons were also very popular, with an estimated 1/4 of the wagons that headed west over the Great Plains wearing the Studebaker name. Along with the westward migration, the Studebaker wagons were also being used by the U.S. Army right through the Civil War.

In 1875, the youngest brother Jacob joined the company. By this point in history, Studebaker claimed to be the largest vehicle house in the country, offering over 40 models at many different price points.

Studebaker began the development of a practical horseless carriage in 1895. Their early attempts used battery/electric propulsion. The Studebaker Electric vehicles were produced from 1902 through 1911. Studebaker bodies were eventually built for both Garford and Everett-Metzger-Flanders, and in 1911, they purchased the E-M-F plant, refinanced as Studebaker, and discontinued electric vehicle production altogether.

By 1919, Studebaker ceased wagon production, and trucks, busses, and six-cylinder passenger cars were all being produced in three separate plants.

By the 1920s, the Studebaker Dictator model had captured 28 various speed and distance records.

The 1930s were a difficult time period for many business due to the Great Depression. It tragically affected Studebaker and by 1933 they were forced into receivership.

Features introduced for 1934 included a synchromesh transmission, freewheeling and X-braced frames. Styling changes were minor.

By March of 1935, Studebaker was out of receivership, Paul Hoffman was corporate president and Harold Vance chairman of the board.

By 1935, fully reorganized and recapitalized, Studebaker brought out the Raymond Loewy/Virgil Exner designed 1935 Dictator. The design featured a lower roofline, a 'Bird in Flight' hood ornament, sharper lines, long hood, V-shaped bumper, and rakish grille. Power was from a 205.3 cubic-inch L-head inline six-cylinder engine offering nearly 90 horsepower. It had four main bearings and a Stromberg single barrel carburetor. The engine was linked to a three-speed synchronized transmission with free-wheeling over drive.

A new feature for 1935 was the 'Miracle Ride' independent front suspension, a semi-floating rear axle, and the 'Hill Holder' system that locked the brake and prevented the vehicle from rolling backwards when the clutch pedal was depressed. Braking was handled by the 11.5 inch Lockheed Vacuum hydraulic units.

There were two series of Dictators consisting of the 1A and the 2A. They both were identical in appearance except in front axle design. The 1A had a solid front axle whereas the slightly more expensive 2A Dictators featured the new independent Planar Wheel suspension that cost $35.00 more on the standard sedans.

This particular 1935 Studebaker Dictator Roadster is finished in a two-tone red and black combination. It was given a comprehensive restoration about a decade ago. In 1993, this Roadster was awarded a National First Prize by the AACA.

By Daniel Vaughan | Apr 2018