The 'other' Argentine Champ

[62champ]

Everyone knows about the Lark-based trucks sold in Argentina in 1961/62. It appears they also imported the standard Champ trucks as well. There seems to be a lot of local supplied parts on these trucks and it was weight rated to carry 1000 kilograms (2205 lbs). Along with the photos, including the link to the original article.

Champ Road Test in Argentina (esp.)

[StudeRich]

There are Lots of Locally Made Parts on that Champ, way more than just the complete Box that resembles a Ford but is not.

[StudeNewby]

I am totally digging that locally-sourced bed. The character lines match perfectly, and the bed actually FITS, making the Champ a stylish mid-sized trailblazer.

[jwitt]

Is that the same dodge bed? That one looks similar but looks like it fits the truck. Not like my 62.

[r1lark]

Studebaker Champ 7E7 V-8 - 1963 A good work item Windshield Magazine No. 34. September 1963

After an "impasse" in the matter of large pick-ups, we now test the Studebaker 7E7. Of all Studebaker production vehicles, this is the least citizen, the most adapted to rural or semi-rural tasks and light freight transport

The overall construction of the vehicle reflects these characteristics in all its details. Starting from the frame, solid and dimensioned in the North American style following the transmission, engine and axles, you get to that already known style of light and comfortable trucks, in which it is about reconciling a certain sense of automobile with benefits of a vehicle Eminently designed for cargo transport. This last circumstance is reflected in some handling details that we will specify later.
For people accustomed to the car, and more so if it is a small and agile European type, the first face-to-face encounter with the 7E7 pick-up may somehow be something to remember.
The external dimensions, although not the largest ones of national production, are notable enough to impose a certain respect on the driver who is going to handle it for the first time. Unconscious calculations of place, space, etc., should be reviewed and for a time made through the conscious system, until the individual adapts to the Studebaker.
Entering the position of driver, the position and the general diagram of distribution of pedals and instruments typical of the standardized North American design are immediately noted.



The steering wheel is inclined at an angle that, according to the canons, tends more horizontally than vertically. It has two rays only and the center of it is at a lower level than the ring, as corresponds to the new theory of safety in case of crashes.
In front of the steering wheel is the board, which has two large dials. One is the speedometer, with its corresponding odometer, and on the other the naphtha tank indicator and the corresponding idiot lights for battery charging and oil pump pressure are placed.
For a cargo vehicle, the seat is comfortable, tall and perpendicular. The gear lever, in the steering column, is thin and easy to operate, once the driver finds the right position of each gear, which is three forward and one rear.


The load capacity is practically demonstrated by the dimensions of the box and by the thousand kilograms of available payload. The skirts of the fenders protrude to a small extent for the inner side of the box

The pedals are large and hard, especially that of the clutch. In the pick-up tested by Windshield it was enough to raise malicious comments about disparate developments of both lower limbs. Following the design style, the accelerator pedal is placed in a rather inclined position, which forces you to press it with the tip of your foot when you reach the end of the course. The hardness of the clutch pedal can be justified by saying that the adjustable coupling mechanism between the engine and the gearbox (commonly called the clutch) must be powerful enough to transmit the powerful torque developed by the 170 HP (factory-dependent) of the motor.


The roll is normal for a vehicle of this size, but it is good in sharp and fast curves

Actually, all the driving effects of the 7E7 are somewhat hard.
In the case of steering, for example it is necessary to make a certain greater effort when what is intended is to park or remove the vehicle from a tight row. In the latter circumstance the fact that the Studebaker "pushes" quite helps. Simply put, you don't stay locked in a row like that. A little clutch, another little throttle, the lever to one and down, and ready, it came out. With a little luck you can pile up a few of those European cars that infest the streets of Buenos Aires.
We repeat again that the Studebaker 7E7 is not the largest in size of the pickups of national industry, but from its cabin a different traffic panorama is dominated from that seen from the steering wheel of a common car.


The robust 170 HP Studebaker Star engine, Valves on the lid, water cooled

In most cases the roofs of the cars are seen and, with a bit of luck, you can put hand in hand with the buses, especially with those new ones that do not have crashes or scratches.
The transit of the city with the empty box is light, within the limits imposed by the characteristics of the vehicle, and the powerful "thrust", both in the material order (HP) and in the psychological (fear of others), facilitates hugely homework.
The 7E7 is long, with a box for 1,000 kilograms of cargo, although in this case it is perhaps more interesting the volume of the load and not the weight of it. That is why the parking problem acquires certain important signs in the congested streets of downtown Buenos Aires, and today the center of any major city in the country.


The interior of the vehicle is the closest thing to a car without being

Leaving the citizen sphere, the Studebaker 7E7 is entering more into the environment. Open routes suit you, and fast medium-distance transport is where you find your fairest expression.
The suspension is well calculated, considering that it has to withstand load differences of up to 1,000 kilos. With the empty box it is maybe a little jumpy. With load, this circumstance changes remarkably, although in honor of the truth, the qualities of stability diminish, the curves have to be taken more open, etc.
In this matter there is a difference of criterion between the windshield testers. In the opinion of some, the fact that the load prevents skating of the inner rear wheel increases stability; the opinion of the other is contrary in this specific case.


Simple and net design board. Asymmetric clutch and brake pedals

Straight behaves well. The longitudinal direction of travel is not easily lost and the lateral winds, both natural and those produced by some other vehicle that comes against, influence in a minimum order. Let's say that to get it out of line it takes more than a breeze of three curls. The size of the wheels obviously influences its stability conditions.
For rural jobs and bad roads, 7E7 is perfectly reliable. During the road tests, carried out by the Windshield testers, a lot was traveled on dirt roads, under almost all the characteristics that they can present.
On the track there is no problem. The trail for the field roads is correct and you can put both wheels on the track. The height of the axles makes it almost impossible to stay hung, especially since the rigid front axle, which is lower than half of the corresponding wheels, acts as a bulldozer, and this is not an exaggeration (170 HP).



Part of the route was made with mud, the worst mud that can be found on roads in the west of the province of Buenos Aires, that is, the mud that is formed immediately after the bulldozers and smoothing machines have passed and that ultimately results , a pasty and homogeneous layer in which you have to make your mark.
The Studebaker is tested had no swamps; He walked with the common decks for route and city. This caused the tractor wheels to skid at the lowest throttle pressure. Then, the formula for success was used, which consisted of regulating in third without worrying about anything else. Of course, making a mark.


The approach of the 7E7 with the car is remarkable in this profile. The side is clear, without forms that do not meet a strictly utilitarian criterion. The box is separated from the cabin itself

So for a hundred and fifty kilometers. For greater abundance, let's say that for thirty of the one hundred and fifty kilometers we pushed a 1938 Chevrolet bumper with bumper, that is, the one that would have its mark was him. This is a demonstration of quite respectable power and resulted in a slight increase in the temperature of the cooling water.
In the area where the mud was not so deep, it was lighter.
Between seventy and eighty kilometers was the limit of adhesion of the rear covers, but anyway, it is a respectable speed to walk in the mud "chirle" with vaulted road.
The longitudinal stability resulted in this occasion at the height we expected, given the length between axles and the large size of the road. It is easy to maintain in its line and the corrections are made with a light touch at the wheel, and in the necessary cases, with a light step on the accelerator, with which the HP start working and the pick up straightens easily, before the eyes of the strange countryman, who looks without understanding.



The differences in acceleration between tests without load and load are not excessive. The test weight for the loaded test was 500 kg., Which, although not the maximum admissible, is a good sample.
Regarding the brakes, they proved to be stable in terms of wear absorption capacity, and, notably, in the distance tests, especially those carried out at high speed, the runs with load were easier and more comfortable than those made with the unloaded vehicle, in the sense of longitudinal stability of braking.
Generally speaking, the Studebaker 7E7 pick up is a good vehicle for light and fast loading. The concept should not be extended and taken as a personal transport car, because consumption is somewhat high for that purpose and the capacity of the cabin, just three people, does not match the sense of a car for transporting people.
The Studebaker is a good work item. The demonstration of power made by the tested vehicle is more than enough as an example of what can be obtained from it, especially in rural roads and in short and medium distance fast transport, as well as in city loads.

Test complemented with photos of the note "Here is the Studebaker 7E7"
Windshield Magazine No. 30 May 1963




CONCLUSIONS

Pro

• Engine power
• Extraordinary torque
• Comfortable ride with load
• Reliability for rural jobs

Against

• Without heating
• Very hard drive clutch pedal

MAXIMUM SPEED 141,400 KM / H
Average of two runs in opposite directions

Test equipment

- Ronald Hansen
- Guillermo Martire
- Emilio R. del Valle (n)
- The tests at the Municipal Autodrome of the city of Buenos Aires: acceleration, tapley, braking, etc. were made by Mr. Ben Stanfield de Los Cedros SA

ACCELERATION
	Without load	With load
0 - 20 km / h	2s 3/5	2s 3/5
0 - 40 km / h	3s 3/5	4s 2/5
0 - 60 km / h	8s	9s 2/5
0 - 80 km / h	13s 4/5	14s 3/5
0 - 100 km / h	24s 4/5	26s 3/5
0 - 120 km / h	29s 2/5	34.9 s
0 - 500 m	25s	26s

THE ACCELERATION OF THE STUDEBAKER 7E7 IS PRESERVED PROPORTIONALLY THROUGH THE TESTS CARRIED OUT WITH AND WITHOUT LOAD. THE POINTS OF CHANGE FROM SECOND TO THIRD, APPROXIMATELY AT 60 KM / H, ARE THE SAME FOR THE LOADED TEST AND THE DOWNLOADED ACCELERATION TEST. EVIDENTLY 500 KG ARE FEW TO ESTABLISH A GREAT DIFFERENCE IN ACCELERATION

CONSUMPTION
Speed	No load (km / l)	With load (km / l)
On high speed route	5.2	5.0
at 80 km / h	7.2	7.2
In town	5.1	5.1

BRAKING DISTANCE
Vel	Without load	With load
20 Km / h - 0	1.60 m	3.20 m
40 Km / h - 0	5.10 m	8.60 m
60 Km / h - 0	13.90 m	18.30 m
80 Km / h - 0	36.80 m	38.60 m
100 Km / h - 0	65.10 m	62.70 m
120 Km / h - 0	101.20 m

THE CHANGING OF THE BRAKING TIME THROUGH TEN CONSECUTIVE BRAKES HAS THE SAME WAY THAT IN THE EVENT OF THE ACCELERATION TO FOLLOW A SIMILAR CURVE BETWEEN THE TESTS CARRIED OUT WITH THE BOX LOADED WITH 500 KG AND THOSE CARRIED OUT WITHOUT LOAD. IN THE EVENT OF THE TEST WITH LOAD, THE BRAKING TIMES ARE MINOR, DUE TO THE GREATER ADHERENCE TO THE SOIL OF THE REAR TRAIN

SPEED ERROR Vel Indicated Vel Real 20 20 40 37.2 60 56.7 80 74.8 100 92.3 120 110.4 140 130.2

TURN DIAMETER On the right 12.00 m On the left 13.50 m MAXIMUM SPEED IN EACH RUN Run Number Vel I 60 km / h II 94 km / h III 141.4 km / h

THE VISIBILITY OF THE STUDEBAKER 7E7 IS WHAT CAN BE EXPECTED FROM A SMALL TRUCK. FORWARD, THE DRIVER'S VISUAL FINDS THE NEW FLOOR AT 6.1 METERS AND BACK THIS DIMENSION EXTENDS UNTIL REACHING THE 16.7 METERS. THE DISTANCES OF BRAKING ARE CONSERVED COUPLES WITH AND WITHOUT LOAD, NOTING AT THE END A BETTER BRAKE WITH LOAD, BY WEIGHT IN THE BOX LOADED ON THE REAR TRAIN. TURN DIAMETERS ARE NOT EQUAL








Grill design reminiscent of "Lark"



BODY DETAILS TABLE

- Electric start
- Contact key start
- Single horn (optional double)
- Steering wheel horn ring. Middle button
- Opening front door forward
- Meter oil pressure type light
- Meter naphtha needle
- temperature gauge water needle
- has partial kilometers
- light type ammeter
- Ashtray (one)
- Space radio
-
Windshield washer - Electric windshield wiper
- Dashboard light switch - Turn
indicator
- Door
lock on a door -
Gas tank lock - Air vents
- Button-type door handles
- Plastic upholstery
- Rubber mat
- Roof and interior of plastic doors
- Sun visors (two)
- Draw windows




The air outlet of the driver's cab is achieved by the sliding rear window on both sides. Backward visibility is optimal

IMPERMEABILITY

- Earth: Filtration through door frames
- Water: Abundant filtration through the lower door frame

Technical characteristics

Motor

Studebaker Star type. 8 cylinders in V. Cylinder diameter 90.46 mm Piston stroke 82.55 mm. Total displacement 4,200 cm3. 7: 1 compression ratio. Power 170 HP at 4,200 rpm. Valves on the cylinder cover. Cooling by forced circulation water. System capacity: 20/21 liters. Lubrication forced by gear pump. Battery ignition - distributor

Transmission

Dry single disc clutch. Mechanical control Disc diameter 25.4 cm. Gearbox 3 gears forward and 1 reverse. Synchronized 2nd and 3rd. Relationships: 1st 3.17: 1 2nd 1.75: 1 3rd 1: 1 MA 3.76: 1 Rear coupling type hypoid. 3.73: 1 ratio

Suspensions

Front: Rigid axle with longitudinal spring springs. Hydraulic telescopic shock absorbers Rear: Rigid shaft with longitudinal elastics with overload elastics, hydraulic telescopic shock absorbers

Brakes

Self-centering four-wheel bell hydraulics. Mechanical parking brake on the rear wheels

Address

Type Ross TA - 12

Overall dimensions

Total length 5,100 mm Maximum width 1885 mm Maximum height 1,650 mm Wheelbase 3,099 mm Front trail 1,483 mm Rear trail 1,563.5 mm Rolled 650 x 16 Total weight 1,360 kg Maximum permissible load 1,000 kg

NOTE FOR FORISTAS, WEBMASTERS, ETC. If you liked this test and you are going to use it in a forum, website or any other publication, please do not forget to mention that you obtained it from Yesterday's Test in addition to including a link to this site. Thank you.

[StudeNewby]

Fascinating article, Paul! Thanks for the translation and posting.

[StudeNewby]

Is that the same dodge bed? That one looks similar but looks like it fits the truck. Not like my 62.

The bed on this truck was designed and made by Studebaker's Argentinian partner for marketing in South America.

[jwitt]

It's a shame they didn't use that bed for U.S production. Looks much better than the old dodge bed

[62SY4]

As StudeRich pointed out in post #2 the bed is eerily similar to a Ford bed, specifically the contemporary South American build Fords. The belt line and squared rear inside edge match, the wheel opening is slightly different as is the taillight panel. Note this is not the same bed as the US built 61-63 integral bed Ford F100/250

[8E45E]

As StudeRich pointed out in post #2 the bed is eerily similar to a Ford bed, specifically the contemporary South American build Fords. The belt line and squared rear inside edge match, the wheel opening is slightly different as is the taillight panel. Note this is not the same bed as the US built 61-63 integral bed Ford F100/250

That is far better visually that what Ford belatedly offered in North America because of complaints of their new Styleside (integerated cab & box) models buckling under load. Like the Champs with the P2 Spaceside box, the late '61-'63 Ford (& Mercury trucks in Canada) with the separate box were also a mismatch as Ford used their earlier 1957-'60 box on the 1961 style cab:



Craig

[StudeNewby]

It's a shame they didn't use that bed for U.S production. Looks much better than the old dodge bed

True, Jasper. But I bet the Argentine bed wouldn't hold a 4x8 sheet of plywood!

[kurtruk]

Quote:
IMPERMEABILITY

- Earth: Filtration through door frames
- Water: Abundant filtration through the lower door frame

[t walgamuth]

Very nice looking bed with the character line going to the tail.

[64V19816]

Argentina presents a Lot of “challenging” road conditions. Somehow I doubt these Studebakers had the durability for really awful conditions, Very Pretty though :-)

[56 Rando]

Question, I thought these Argentine trucks were built on a car chassis? Why the straight axle front end?