Studebaker Special

The Studebaker Special (also known as Studebaker Indy Car) was a series of factory-backed open-wheel racing cars developed by the Studebaker Corporation for competition in the Indianapolis 500 during the early 1930s. Built to exploit the American Automobile Association's (AAA) "Junk Formula", which incentivized stock production-based entries over expensive, purpose-built pure racing machinery, the five-car team fielded for the 1932 race represented an unprecedented engineering effort by a major American passenger car manufacturer. By using roughly 85% stock mechanical components derived from the Studebaker President road car, the 1932 Studebaker Special program successfully demonstrated that mass-produced automotive engineering could endure the punishing stresses of top-tier professional motor racing. The team achieved remarkable structural success at the 1932 Indianapolis 500, with all five entries qualifying and the lead car clinching a third-place finish.

Background and the "junk formula"

Following the 1929 racing season, AAA Contest Board officials, led by Indianapolis Motor Speedway owner Eddie Rickenbacker, instituted sweeping regulatory changes designed to revitalize the sport amid the onset of the Great Depression. During the 1920s, the field had become dominated by highly specialized, incredibly expensive, single-seat racing cars most notably powered by supercharged 91-cubic-inch (1.5-liter) Miller and Duesenberg engines. While technologically advanced, these machines bore no mechanical relevance to consumer automobiles, and escalating costs threatened to deplete starting grids. The new rules, colloquially termed the "Junk Formula," banned superchargers on four-stroke engines, mandated a two-person cockpit (requiring a riding mechanic), raised the minimum car weight to 1,750 pounds (790 kg), and increased maximum engine displacement to 366 cubic inches (6.0 liters). Recognizing an opportunity to market the ruggedness of its commercial products, Studebaker's management authorized a factory racing program directed by chief engineer Albert Russel Erskine. After backing semi-privateer entries in 1930 and 1931, Studebaker commissioned a dedicated, company-financed, five-car team for the 1932 event.

Design and technical specifications

The 1932 Studebaker Specials were engineered to prioritize mechanical durability and parts commonality over outright top speed. Rather than constructing the cars entirely in-house, Studebaker contracted famed race car builder Herman Rigling of Indianapolis to fabricate the chassis frames and bodywork.

Engine

The heart of the racer was the Studebaker President inline-eight engine. The blocks, crankshafts, pistons, valves, and rods were pulled directly from the regular assembly line in South Bend, Indiana. Modified for racing trim, the 336.7-cubic-inch (5.5-liter) engine featured an increased compression ratio and a custom manifold utilizing four Winfield carburetors. In this configuration, the powerplant produced approximately 200 horsepower (150 kW) at 4,000 RPM, compared to the 132 horsepower of the standard road-going model.

Chassis and running gear

The mechanical architecture relied almost entirely on Studebaker's production parts bins:

• Transmission: Stock three-speed manual passenger car gearboxes were utilized without structural changes.
• Axles and Suspension: Factory-spec front and rear axles were fitted, supported by heavy-duty semi-elliptic leaf springs.
• Braking System: Mechanical drum brakes were sourced directly from the Studebaker Six commercial model.
• Bodywork: Rigling fabricated narrow, lightweight aluminum "boattail" speedster bodies over the frames to comply with the two-man cockpit rules.

The cost to construct each vehicle was approximately $3,500 (equivalent to roughly $80,000 in 2026 value), representing a minute fraction of the cost required to field a contemporary purebred Miller or Duesenberg racer. Upon completion, the five cars were not shipped via transporters; instead, they were driven directly on public roads from the South Bend factory to the Indianapolis Motor Speedway for tire trials and qualifying.

1932 Indianapolis 500

The 1932 running of the International 500-Mile Sweepstakes was held on Monday, May 30. The Studebaker factory team strategy focused on maintaining a steady, calculated pace, relying on the assumption that specialized racers would suffer catastrophic mechanical failures under the grueling 500-mile distance. All five factory entries successfully qualified for the 40-car starting grid. While the cars proved mechanically bulletproof, their sheer weight and high torque inflicted severe punishment on contemporary bias-ply racing tires, forcing frequent, un-scheduled pit stops for replacements.

The race was won by Fred Frame driving a Hartz-Miller racer. However, Studebaker dominated the narrative regarding reliability, becoming the first manufacturer in Indianapolis history to have a five-car factory team qualify, complete the race, and see all five vehicles place within the top sixteen finishers. The lead car, driven by Cliff Bergere, completed the entire 500 miles without a single mechanical adjustment, stopping only for fuel, oil, and fresh rubber.

Legacy and surviving examples

The success of the 1932 campaign prompted Studebaker to return in 1933 with more aerodynamic, wind-tunnel-tested bodies and specialized racing blocks, sweeping the 6th through 12th positions. However, the deepening fiscal crisis of the Great Depression forced Studebaker into receivership in mid-1933, resulting in the immediate cancellation of the factory racing division. The 1932 Specials left a lasting engineering legacy, proving to the global automotive industry that standard production-line components could withstand sustained operational limits exceeding 140 miles per hour (230 km/h). Of the five original 1932 factory cars, only a small handful survive today:

• The #22 Car: The third-place finisher driven by Cliff Bergere is preserved in the permanent collection of the Indianapolis Motor Speedway Museum.
• The #18 Car: Driven by Peter Kreis, this car remains operational in private ownership and frequently appears at global vintage motorsport gatherings, such as the Monterey Historics.
• The #25 Car: Reconfigured with a streamlined body for the 1933 race (renumbered #34), this vehicle was permanently acquired by the Studebaker National Museum in South Bend, Indiana, in 2023.

Notes

• 1. The AAA Contest Board implemented these weight and displacement rules explicitly to curb the dominance of high-cost single-seat racing components.
• 2. The riding mechanic was responsible for tracking flag positions, checking rear traffic, and manually pumping fuel pressure during operation.