Most of these were exported to the Soviet Union under Lend-Lease by the US during World War II, since the competing GMC 6×6 CCKW design proved to be more suitable for Western Front conditions.

Studebaker, Yellow Coach (a GM company) and International Harvester all submitted designs that were accepted and went into production in 1941.

Large numbers of Studebaker US6 trucks were supplied to the Soviet Union via the Persian Corridor in Iran under the US's Lend-Lease program.

[citation needed] The truck fulfilled many important roles in service with Soviet military forces during the war, such as towing artillery pieces and anti-tank guns and transporting troops over long distances.

The Soviet Red Army also found them to be a suitable platform for conversion into Katyusha rocket launchers, although this was not their main purpose.

[citation needed] Studebaker US6 trucks were also used by the US military in the construction of the Ledo Road in Burma, and the Alcan Highway in North America, during WWII.

A power take-off could be fitted to operate a winch (mounted just below in front of the radiator) and/or the hydraulic hoist on dump trucks.

[a][7] The Timken T-79 transfer case had high and low ranges, a neutral position and could either engage or disengage the front axle.

[3] The U1 and the U2 cargo trucks (which had a frontally-mounted winch) had a short wheelbase and the spare tire was mounted behind the cab, thus allowing a truck-bed measuring only 9 ft (2.74 m) long.

The Soviet Katyusha multiple rocket launcher could be mounted on their truck-beds (most of the US6 trucks in Red Army service were of the U9 model).

The Studebaker US6 truck became a legendary vehicle with its Soviet operators at the time and was called the "King of Roads" by soldiers[16] due to their reliability and dependability, and is still popular in Russian vehicle-collector circles and clubs.