The Murene: Heuliez’s Bold Vision for the 1970 Porsche 914/6

Vision Forged - There’s something inherently magnetic about the era of automotive experimentation in the late 1960s and early 1970s—a time when designers weren’t just shaping cars, but envisioning the future of mobility. Amidst this backdrop, the Porsche 914/6 took a bold leap beyond its factory lines thanks to the daring vision of French coachbuilder Heuliez. Known today as the Murene, this 1970 prototype is more than a car; it’s a fleeting glimpse of design ambition meeting technical precision, where the boundaries of factory production were gently nudged aside in favor of artistic expression.

The Porsche 914/6 'Murene' Prototype is more than a car; it’s a fleeting glimpse of design ambition meeting technical precision, where the boundaries of factory production were gently nudged aside in favor of artistic expression. (Picture from: DailyTurismo)

The story of Murene begins with Jacques Cooper, a former Raymond Loewy associate, whose curiosity and foresight sparked the project. Cooper persuaded Brissonneau et Lotz, a French engineering firm, to acquire an early 914/6 before its public debut to enter a Porsche design competition, and despite financial turbulence, he brokered a collaboration with independent designer Henri Heuliez. Within just two-and-a-half months, Heuliez had transformed Cooper’s wedge-inspired vision into a fully functioning prototype. Murene became the third and final wedge-inspired design study of that year, joining Eurostyle Torino’s concept by Albrecht von Goertz and Giorgetto Giugiaro’s ItalDesign Tapiro, highlighting the competitive creativity of Porsche’s experimental design era.

The Porsche 914/6 “Murene” Prototype features a thoughtfully crafted cabin blending tradition and bespoke detail, highlighted by a black and tan two-tone interior, leather-trimmed dashboard, and classic corduroy seats with natural patina. (Picture from: DailyTurismo)

Murene’s appearance is unmistakable and distinctly sculptural. The wedge-shaped body rises gracefully toward the rear, replacing the standard Karmann panels with bespoke metalwork. Cooper’s clever touch is evident in the widened B-pillars housing subtle gills, a reimagining of the engine grille, while details like fender-mounted mirrors, custom taillights, and unique badging elevate the design beyond mere functionality. Originally dressed in brown metallic over beige for its 1970 Paris and Geneva debuts, Murene later donned a vibrant metallic orange, reflecting both Heuliez’s personal taste and the daring spirit of automotive experimentation during that period. Five-lug 15” Mahle Gas Burner wheels paired with period-correct Vredestein Sprint Classic tires complete the car’s visually commanding stance.

The Porsche 914/6 “Murene” Prototype presents a distinctly sculptural look with a wedge-shaped body that rises toward the rear, replacing standard Karmann panels with bespoke metalwork. (Picture from: DailyTurismo)

Inside, Murene offers an equally thoughtful experience. The cabin balances tradition and bespoke craftsmanship, featuring a two-tone black and tan palette with leather-trimmed dashboards replacing vinyl. Classic 914 seats in black and corduroy retain their patina, harmonizing with the leather armrests and uniquely styled door panels. A triangular instrument cluster houses three analog Porsche dials—tachometer, speedometer, and temperature gauge—while functional elements such as a Becker AM radio and controls for lights and defrost root the interior firmly in its era, demonstrating that Murene was as much a driver’s car as it was a sculptural statement.

The Porsche 914/6 “Murene” Prototype was later refinished in vibrant metallic orange, paired with 15” Mahle Gas Burner wheels and Vredestein Sprint Classic tires for a striking period-correct stance. (Picture from: DailyTurismo)

Over the decades, Murene remained largely under Heuliez’s personal stewardship until the firm’s closure in 2012, marking more than four decades of careful preservation. Its legacy continued with appearances at the Porsche Museum in 2019, commemorating the 50th anniversary of the 914, and it stands today as a testament to an age when design audacity and engineering finesse converged. More than a prototype, Murene is a bridge between past ambition and present admiration—a rare artifact that encapsulates both the ingenuity of its creators and the timeless appeal of Porsche’s innovative spirit. *** [EKA | FROM VARIOUS SOURCES | DAILYTURISMO ]

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The Packard Hawk Sport Coupe: A Striking Farewell in Motion

Farewell Motion - There’s something quietly compelling about the final chapters of a once-great name—especially in the automotive world, where innovation and identity often race against time. The story of the Packard Hawk Sport Coupe unfolds in exactly that space: a moment where ambition, design brilliance, and corporate reality intersected, leaving behind a car that feels both like a bold statement and a farewell note. 

The 1958 Packard Hawk Sport Coupe design of this final model bore the unmistakable influence of Raymond Loewy, one of the most celebrated industrial designers of the 20th century. (Picture from: Pinterest)

By the late 1950s, Packard was no longer the powerhouse it had been in earlier decades. After being acquired by Curtiss-Wright in 1956, its operations were reshaped and ultimately downsized. Production shifted to the Studebaker plant in South Bend, Indiana—a move that symbolized both consolidation and compromise. What followed was a short-lived attempt to preserve the Packard identity through a final series of cars, culminating in the Hawk Sport Coupe. 

The 1958 Packard Hawk Sport Coupe’s low-slung profile, dramatic front end, and distinctive proportions gave it a futuristic edge, while still echoing the elegance that Packard was known for. (Picture from: Pinterest)

The design of this final model bore the unmistakable influence of Raymond Loewy, one of the most celebrated industrial designers of the 20th century. Known for blending functionality with striking visual appeal, Loewy had previously shaped the iconic Studebaker Starliner, and the Hawk clearly inherited its DNA. The coupe’s low-slung profile, dramatic front end, and distinctive proportions gave it a futuristic edge, while still echoing the elegance that Packard was known for. It looked confident, even daring—as if unaware that it would be the last of its kind. 

The Packard Hawk Sport Coupe delivered performance to match its bold presence, powered by a McCulloch-supercharged 289-cubic inch V8 engine producing 275 horsepower. (Picture from: Pinterest)

Underneath that bold exterior, the car delivered performance that matched its presence. Equipped with a McCulloch-supercharged 289-cubic inch V8 engine, the Hawk produced an impressive 275 horsepower. Its engineering included twin exhausts, a Stromberg two-barrel carburetor, and a Borg-Warner Flight-O-Matic three-speed automatic transmission. The suspension system—featuring independent front suspension with coil springs and a rear live axle—provided a balance of comfort and control. Capable of reaching around 125 mph, it stood as the fastest production car Packard had ever built. 

The Packard Hawk Sport Coupe offered a refined, driver-focused interior that balanced functional design with subtle luxury, reflecting the transitional character of its era. (Picture from: Silodrome)

Inside, the Hawk offered a refined yet driver-focused environment, reflecting the transitional nature of its era. While not overly extravagant, the cabin maintained a sense of premium craftsmanship, combining functional layout with subtle luxury touches. It was a space designed for engagement rather than excess—an interior that mirrored the car’s overall character: purposeful, stylish, and slightly ahead of its time. | WOTdQaSinbA |

Only 588 units of the Packard Hawk Sport Coupe were ever produced before the Packard name quietly disappeared from the automotive landscape. That limited run transformed the car into more than just a rare collectible—it became a symbol of an ending shaped by both innovation and inevitability. Today, it stands as a reminder that even in decline, a brand can produce something remarkable—something that doesn’t just close a chapter, but leaves a lasting impression long after the engine goes silent. *** [EKA | FROM VARIOUS SOURCES | SILODROME | PINTEREST ]

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The One-of-a-Kind 1966 Jaguar E-Type Redesigned by Raymond Loewy

Avant Grace - Every now and then, the world of car design is graced by a mind that dares to go beyond the blueprint. Raymond Loewy was one such force—an industrial designer whose ideas helped shape the look of the modern world. From elegant trains and futuristic cars to some of the most recognizable products and branding ever made, Loewy's influence left a lasting impression. Over time, we've explored several of his standout creations in the automotive space: the bold 1941 Loewy Lincoln, the sleek 1955 Jaguar XK140 Coupe, the unforgettable 1957 BMW 507 Loewy Concept, and the striking 1959 Lancia Loraymo. Each one carried his unique style and fearless approach to form.

This one-off 1966 Jaguar E-Type, custom-designed by Raymond Loewy with coachwork by Pinchon-Parat, was publicly offered for the first time since 1970. (Picture from: CarsBonham)

But among all those creations, one car stands out—not just because of its rarity, but because it reimagined a legend. Enter the Raymond Loewy E-Type Jaguar, a car that took the already-iconic British sports car and turned it into something truly individual. Only two Jaguars were ever customized by Loewy, and sadly, only one remains today. The first—a 1955 XK140—was lost in a fire. The second—and now the only surviving—1966 Loewy Jaguar was built upon the revolutionary E-Type and turned into a rolling design statement.

Raymond Loewy posed with his custom Jaguar XKE in 1966. (Picture from: MyCarQuest)

Built in collaboration with French coachbuilders Pinchon-Parat in Sens, France, the car was more than a showpiece. Loewy actually drove it during his time living in France and Monaco, using it as a personal expression of his design philosophy. The car stayed mechanically untouched—no performance upgrades or engine swaps. Instead, all the creative energy went into reshaping its appearance.

This one-off 1966 Jaguar E-Type, custom-designed by Raymond Loewy with coachwork by Pinchon-Parat, was publicly offered for the first time since 1970. (Picture from: CarsBonham)

Loewy had the E-Type’s body shortened both at the front (by 25 cm) and the rear (by 12 cm), giving it a more compact and aggressive profile. The front end was reimagined with a dual-headlight setup behind plastic covers, a look that echoed jet-age styling cues. The traditional grille was swapped out for a large, oval-shaped metal intake, likely boosting the airflow and solving the original model’s known cooling issues.

This one-off 1966 Jaguar E-Type, custom-designed by Raymond Loewy with coachwork by Pinchon-Parat, was publicly offered for the first time since 1970. (Picture from: CarsBonham)

The changes continued around the back, where Chevrolet Corvair tail lights replaced the standard Jaguar units, seamlessly integrated into the rear panels. The twin exhaust pipes no longer exited below the license plate but instead flared outward at sharp angles, adding to the car’s futuristic feel. A glass spoiler—rare and bold for the time—was placed on the rear edge of the roof, giving the silhouette a final visual punch.

This one-off 1966 Jaguar E-Type, custom-designed by Raymond Loewy with coachwork by Pinchon-Parat, was publicly offered for the first time since 1970. (Picture from: CarsBonham)

One of the most forward-thinking touches was a large red brake light mounted inside the cabin, clearly visible through a rear window that was 25% larger than the factory design. This brake light, activated by the pedal, anticipated modern safety standards long before they became law. It was classic Loewy—function meeting form in perfect balance.

 

The interior, meanwhile, stayed true to Jaguar’s original layout, letting the exterior do all the talking. And what a conversation piece it remains. Every line and angle on the car reflects Loewy's obsession with clean, purposeful design. This wasn’t just a car—it was an idea in motion.

This one-off 1966 Jaguar E-Type, custom-designed by Raymond Loewy with coachwork by Pinchon-Parat, was publicly offered for the first time since 1970. (Picture from: CarsBonham)

After Loewy parted ways with the car, it changed hands within France until the 1970s, when a young architect and car designer named James Murry Hunt came across a classified ad—likely in The New York Times or The Wall Street Journal. Hunt, who had once studied under Loewy himself, purchased the car sight unseen and brought it to San Diego, California, where it quietly lived for the next 40 years. Tucked away in a garage, this one-of-a-kind Jaguar was all but forgotten by the wider automotive world.

This one-off 1966 Jaguar E-Type, custom-designed by Raymond Loewy with coachwork by Pinchon-Parat, was publicly offered for the first time since 1970. (Picture from: CarsBonham)

Yet today, it resurfaces as a remarkable piece of history—untouched, unrestored, and still wearing the creative fingerprints of one of the 20th century’s greatest designers. Though it now requires servicing, particularly to the brakes, it remains in strong running condition and holds immense potential for concours events or serious collectors looking for something no one else has. | Q_Xpzq9lrWc |

The Raymond Loewy E-Type Jaguar is more than just rare. It’s a symbol of what happens when iconic design meets fearless imagination. With every curve and custom feature, it tells a story not just of automotive history, but of a man who never stopped shaping the future—even when it came to something as timeless as the Jaguar E-Type. *** [EKA | FROM VARIOUS SOURCES | CARS.BONHAM | SUPERCARS.NET | MYCARREQUEST | CARSTYLING.RU ]

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Speed and Style: The Legacy of the Studebaker Avanti

Unique ONES - In the fast-paced world of automotive business, challenges are inevitable, even for iconic models like the Studebaker Avanti. Launched by the Studebaker Corporation between June 1962 and December 1963, the Avanti aimed to redefine luxury coupes with its unique blend of performance and style. Marketed as "America's only high-performance coupe with a capacity of four passengers," it promised a thrilling driving experience coupled with safety features.

The Studebaker Avanti launched by the Studebaker Corporation between June 1962 and December 1963. (Picture from: TimesColonist)

Just to let you know, when the Studebaker Avanti was announced in 1962, Studebaker's history already traced back 110 years to 1852. It all started when Clem and Henry Studebaker opened a blacksmith and wagon shop in South Bend, Indiana. Considered a pivotal milestone in the post-war automotive industry, the Avanti featured a streamlined fiberglass body mounted on a modified Studebaker Lark Daytona Convertible chassis.

The Studebaker Avanti conceptualized by Studebaker president Sherwood Egbert during a flight, captured attention with its avant-garde aesthetic. (Picture from: TheAvanti)

Its design, conceptualized by Studebaker president Sherwood Egbert during a flight, captured attention with its avant-garde aesthetic. Crafted by a team (consisted primarily of Bob Andrews, John Ebstein, and Tom Kellogg) led by Raymond Loewy, the Avanti dazzled the public when unveiled on April 26, 1962, at the New York International Automobile Show. The debut coincided with the Annual Shareholders' Meeting, generating excitement and anticipation among enthusiasts.

The Studebaker Avanti was crafted by a team led by Raymond Loewy and aimed to redefine luxury coupes with its unique blend of performance and style. (Picture from: Wikipedia)

To further elevate its profile, the Avanti found itself in the hands of racing champion Rodger Ward, winner of the 1962 Indianapolis 500. His ownership added prestige, cementing the Avanti's status as a symbol of speed and sophistication.

The Studebaker Avanti housed a formidable 289 cubic inch OHV V8 engine, capable of unleashing 240 horsepower. (Picture from: TheAvanti)

Underneath its stylish exterior, the Avanti housed a formidable 289 cubic inch OHV V8 engine, capable of unleashing 240 horsepower. With an impressive 0-60 mph acceleration in under 8 seconds and a top speed of 139 mph, it offered exhilarating performance unmatched by its competitors.

The Studebaker Avanti's interior includes bucket seats, a padded dashboard, a central console, and overhead light switches. (Picture from: Wikipedia)

Furthermore, Studebaker took the Avanti to the Bonneville Salt Flats where it set 29 production car records in 1963, eventually achieving a top speed of nearly 170 mph in the flying mile with Andy Granatelli, chief driver and chief engineer at Studebacker Racing behind the wheel.

Despite its initial acclaim, the Avanti encountered setbacks in production, including issues with suppliers and delays in manufacturing. These challenges hampered the company's ability to meet demand, resulting in numerous order cancellations from dealers and customers alike.

The Studebaker Avanti featured a streamlined fiberglass body mounted on a modified Studebaker Lark Daytona Convertible chassis. (Picture from: Wikipedia)

Sadly, the Avanti's production came to an abrupt halt at the end of 1963, just a year and a half after its launch. With only around 5,800 units manufactured, its journey was cut short, leaving behind a legacy of innovation and ambition in the automotive industry.

In retrospect, the Studebaker Avanti remains a testament to the pursuit of excellence, its brief yet impactful presence leaving an indelible mark on automotive history. Despite its challenges, it continues to be celebrated for its daring design and spirited performance, reminding us of the enduring allure of timeless classics. *** [EKA | FROM VARIOUS SOURCES | THEAVANTI | MOTORTREND | TIMESCOLONIST | WIKIPEDIA ]

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Is this the first ever transparent bubble-roof sports car?

Unique ONES - Of course you still remember to the Ford Mustang 'Shorty' that we discussed some time ago, the car was designed by Vincent Gardner in 1963. Turn out, previously this talented automotive designer has contributed to the development of the Cord 810 model which then sent him to work under direction of Raymond Loewy at Studebaker and a few years later co-designed the AMC AMX/2.

The Gardner Special custom car designed by Vincent Gardner, and built based on the 1947 Studebaker Champion. (Picture from: ConceptCarz)

In the course of his career as an automotive designer, apart from participating in the development of several models for several well-known American automotive manufacturers, it turns out that Vincent Gardner has also developed models independently. The self-developed custom car known as the Gardner Special was built based on the 1947 Studebaker Champion.

The Gardner Special custom car was one of the first dedicated "bubbletop" canopies, predating the craze that would grace hot rod show cars like the Orbitron, Predicta, etc in the 1950s and 1960. (Picture from: Mecum)

At that time the donor car was bought by Gardner in 1947 while worked under Raymond Loewy, after which he tried to realize his own idea of the perfect Studebaker inside and out. Despite the employment contract, apparently he carried out all the entire process of converting the Studebaker Champion into the Gardner Special by himself in his spare time.

The Gardner Spacial Custom car has a new grille, hood, deck and pair of taillights, and the firewall and cockpit moved back around 45 centimeter. (Picture from: Mecum)

Although at first glance at some of the details, it looks similar to the original Studebaker Champion car, basically there were no body parts that have not changed. Like the windshield, cockpit and doors shifted a little back about 45 centimeters compared to the donor model, making the bonnet look much longer.

The Gardner Special custom car designed by Vincent Gardner, and built based on the 1947 Studebaker Champion. (Picture from: Mecum)

At the same time, Gardner lowered the entire front area from the lights to the windows. A completely transparent roof extends overhead, which is designed to be removable. Uniquely, the clear plastic top came in two pieces, so it could be split and stored in the cavernous boot, but there were no side windows to offer full weather protection.

The interior of the The Gardner Special was trimmed with understated natural tan cowhide, and two holes on either side of the grille joined with the heater (mounted to a vertical wall above the toe board) to draw fresh air into the car. (Picture from: Mecum)

Some pundits even claim it was one of the first dedicated "bubbletop" canopies, predating the craze that would grace hot rod show cars like the Orbitron, Predicta, etc in the 1950s and 1960s. At the rear, it directs the exhaust pipe outward in the center of the round taillight. Inside, he reduced design to essentials by relocating the display to four round instruments under the dash, with all switches and buttons are located on the left side of the steering column.

The Gardner Special custom car is powered by a 2.7-liter inline six-cylinder engine with 80 hp, which is sent power to the rear wheels via a three-speed gearbox. (Picture from: Mecum)

Unlike many dream cars and concept cars of the time, the Studebaker Gardner Special was a fully functional car. And this was impressively demonstrated by Vince Gardner and his wife while driving the car in the 1949 Press-on-Regardless Rally, they winning after 24 hours of driving by scoring 903 out of a possible 1,000 points.

Uniquely, the clear plastic top of the Gardner Special custom car came in two pieces, so it could be split and stored in the cavernous boot. (Picture from: ConceptCarz)

At the same year, Gardner showed the one-and-only car of his creation at the 1st National Roadster Show in Oakland, California, and received the 'Most Magnificent Custom Roadster' award. Not much is known about the following decades. 

After its extensive restoration ended in 2012 and the car celebrated its public debut again at the Amelia Island Concours d'Elegance. The Studebaker Gardner Special later also stood at the Pebble Beach Concours d'Elegance, where it managed to get the 2nd place of the American Sports Customs Class behind the wild-looking Norman Timbs Special.

The Gardner Special custom car's front axle is equipped with independent wheel suspension, a stiff axle with leaf springs is used at the rear, coupled with drum brakes on all four wheels ensure deceleration. (Picture from: Mecum)

This days, the Studebaker Gardner Special is in excellent condition. Under the long hood is a 2.7-liter inline six-cylinder engine with 80 hp, which is sent power to the rear wheels via a three-speed gearbox. While the front axle is equipped with independent wheel suspension, a stiff axle with leaf springs is used at the rear. Drum brakes on all four wheels ensure deceleration.

In 2019, the Studebaker Gardner Special was on the list of cars to be auctioned at Bonhams as part of Monterey Car Week. The auction house expects a hammer price of between $350,000 and $450,000. And in the end the unique car was sold for $390,000.😎*** [EKA | FROM VARIOUS SOURCES | BONHAM | SECRET-CLASSIC | MECUM | JUSTCARS | CONCEPTCARZ | HOTRODHOTLINE | THECARTHATNEVERMADEITETC ]

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The scarce and forgotten Studebaker Champion lines

Unique ONES - In the past, if we look at the design of cars, especially those produced in the 1950s to 1960s, we could be seen there're many inspired by the world of aviation and space exploration. And of the many cars from that era, one of them was the Studebaker Champion which featured what was touted as a future design at the time.

The 1950 Studebaker Champion Starlite Coupe (3rd Generation). (Picture from: OtoBlitz)

The history of this model dates back to 1939, when the defunct American car brand Studebaker presented its new mid-range model, the Studebaker Champion. For the company, this car model was very important, because in a relatively short time it was proven to be successful in sales, so that it was able to expel the company, which at that time was experiencing serious financial problems.

The 1939 Studebaker Champion Series G 4-Door Sedan (1st Generation). (Picture from: Wikipedia)

There are many unique things that started the development of the Studebaker Champion. Unlike other models, the development of the Champion started from a blank sheet of paper, that is, without specifying the technical components of the larger model series. One of the most important goals in the developer's specification is to reduce weight. Ultimately, the Studebaker Champion is the lightest car in its class. Also new was the tappet-driven inline six-cylinder engine, which Studebaker kept with only a few changes until the car's end of production in 1961.

The M29 Weasel personnel carrier is a World War II tracked vehicle of the US Army, built by Studebaker with the Champion's engine and leaf springs. (Picture from: Wikipedia)

So, this Studebaker Champion was produced from 1939 to 1961 which consisted of 5 generations. As quoted from Wikipedia, this car was produced based on a design made by Raymond Loewy, a French automotive designer who has been a consultant for the American automaker Studebaker since 1938. 

The 1946 Studebaker Champion Skyway Cruising Sedan (2nd Generation). (Picture from: Flickr)

Initially the design made by Loewy was considered radical to be applied to car models at that time, so that it was almost pushed aside by the design proposed by Virgil Exner who was then serving as Studebaker's Chief Designer. It is known that Exner also proposed a design that was quite surprising to Studebaker top-brass at the time. However, after going through a long debate, finally Loewy's design which applied ultra-modern but simple lines was chosen, and then poured into design drawings by Robert E. Bourke.

The 1954 Studebaker Champion Regal Starliner (4th Generation). (Picture from: Wikipedia)

Unfortunately, even though it has a distinctive shape that resembles a 'propeller' on its nose, the Champion doesn't even fly. Powered by an S6 engine with a capacity of 170 cubic inches (2,786 cc), which is only capable of producing around 85 bhp/63 KW of power at 4,000 rpm. This makes it seem as if the Champion is teetering in the car market.

The 1957 Studebaker Champion DeLuxe 4-Door Sedan (5th Generation). (Picture from: Wikipedia)

Even so, from a technical point of view and driving comfort, the Studebaker Champion deserves a thumbs up, especially the handling, where the Champion can be turned more easily, because it has a capable 'A-Double' arm and coil spring suspension for the front wheels which have been embedded with anti-skid dampers.

Rear three-quarter view of  the 1950 Studebaker Champion Starlite Coupe (3rd Generation). (Picture from: OtoBlitz)

In 1942, the second generation still debuted with the Raymond Loewy design, but production had to stop between 1943 and 1945, while the Champion's engine and leaf springs were used in the M29 Weasel personnel carrier of the American military. After the 2nd World War, the pre-war design and platform were retained, but Loewy, together with Virgil Exner, designed a new body for 1947.

Interior view of  the 1950 Studebaker Champion Starlite Coupe (3rd Generation). (Picture from: OtoBlitz)

For the 1950 Studebaker Champion Starlight Coupe also offered an automatic transmission system, which was developed in collaboration with BorgWarner. This system offers direct anti-skid steering torque shifting, which is useful for avoiding the car and the driver from the bad consequences of an accident.

The 1950 Studebaker Champion Starlite Coupe (3rd Generation) is powered by an S6 engine with a capacity of 170 cubic inches (2,786 cc), which is only capable of producing around 85 bhp/63 KW of power at 4,000 rpm. (Picture from: OtoBlitz)

This was the first new American car design of the post war period, which allowed Studebaker to beat the 'American big-three' (Chrysler, GM and Ford). Price, equipment, low consumption and reliability quickly made these vehicles popular with customers. Unfortunately, a newly developed successor model did not appear until 1953.

A total of 343,164 units of the Studebaker Champion including the Starlite Coupe were successfully sold during its production period, with a tag of $1,500 to $2,500 (approximately Rp.20 million to Rp.30 million) at that time. However, as time goes by, Studebaker was finally unable to compete with the other automotive manufacturers in Detroit which were again controlled by the American big-three automakers trio. *** [EKA | FROM VARIOUS SOURCES | WIKIPEDIA | SECRET-CLASSIC ]

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