Studebaker Lark
Encyclopedia
The Studebaker Lark is a "compact car
" which was produced by Studebaker
from 1959 to 1966.
From its introduction in early 1959 until 1962, the Lark was a product of the Studebaker-Packard Corporation
. In mid-1962, the company dropped "Packard" from its name and reverted to its pre-1954 name, the Studebaker Corporation. In addition to being built in Studebaker's South Bend, Indiana
, home plant, the Lark and its descendants were also built in Hamilton, Ontario
, Canada
, from 1959-1966 by Studebaker of Canada Limited
. The cars were also exported to a number of countries around the world as completed units and completely knocked down (CKD) kits.
Lark-based variants represented the bulk of the range produced by Studebaker after 1958 and sold in far greater volume than the contemporary Hawk and Avanti
models. Beginning with the 1963 Cruiser, the Lark name was gradually phased out of the company catalog and by early 1964, Lark-based models were being marketed under Commander, Daytona and Cruiser nameplates only. The Studebaker company, which celebrated its 100th anniversary in 1952, ceased automobile production in 1966.
was under a management contract with Curtiss-Wright Aircraft Company. Studebaker-Packard had been losing money for years when company president Harold E. Churchill came up with the idea of abandoning the full-size car
market in favor of building a new compact car that he hoped would save the company.
The Lark was ingeniously designed around the core bodyshell of the full-sized 1953-1958 Studebakers. By reducing the front and rear overhangs and shortening the wheelbase ahead of the firewall, the car could still seat six people comfortably and hold a surprising amount of luggage. It was hoped that the vehicle would save America's oldest vehicle manufacturer when it was launched in the fall of 1958 as a 1959 model, much like the 1939 Studebaker Champion
had saved the company in the years prior to World War II
. In fact, it was the Champion which Churchill specifically took as his inspiration for the Lark.
Two series of Larks were available, the Lark VI and the Lark VIII, both designations indicated engine type of the cars. Both series were available in "Deluxe" and "Regal" trim levels.
With its simple grille, minimal and tasteful use of chrome and clean lines, the Lark "flew" in the face of most of the established "longer, lower and wider" styling norms fostered by Detroit's "Big Three" automakers (General Motors
, Ford
, and Chrysler
). Studebaker's 1957-58 Scotsman
had proved the existence of a demand for a less-flashy automobile, and while the Lark was not nearly so undecorated as the Scotsman, it was unmistakably purer of line than anything Detroit would offer for 1959.
with dealers of the Big Three manufacturers that did not as yet have their own compacts to sell.
Initial models included two- and four-door sedans, a two-door hardtop coupe
and a two-door station wagon
, with two levels of trim (Deluxe and Regal) offered on most. Aside from American Motors Corporation's Rambler
line, the Lark offered the broadest line of compacts on the U.S. market. Indeed, the Lark was the first car of its size to offer a V-8 engine — the similarly-sized Rambler American
offered only an inline six.
The lineup grew for 1960, when the company issued a convertible (Studebaker's first since 1952) and a four-door station wagon. Two-door wagons were fast falling from favor throughout the industry, despite a minor redesign which made the two-door Lark wagon's tailgate and rear side windows more user-friendly, and indeed the four-door quickly proved the more popular of the two available wagons from Studebaker.
A taxicab
version of the Lark, originally called the "Econ-O-Miler," was built on the station wagon's longer 113 in (2,870.2 mm) wheelbase. The extra 4.5 in (114.3 mm) of wheelbase translated into extra rear seat legroom, which was important in the taxi trade.
For 1959 and 1960, Larks were available with either an L-head (flathead) 170 cu in (2.8 l) six-cylinder engine or the company's 259 cu in (4.2 l) V8. Testers at the time gave high marks to the V-8's performance. A V-8 Lark could turn out a 0 to 60 mph
time of around 10 seconds, which was on par with much larger cars. By comparison, among the early Big Three compacts (Ford Falcon, Mercury Comet
, Chevrolet Corvair
and Plymouth Valiant
) that arrived on the scene in 1960, only the Valiant could break the 20-second mark from 0-60 mph. None of the Big Three compacts offered a V-8 until the second wave of such cars — the so-called "senior compacts" — arrived for 1963.
To meet the challenge of those new cars head-on, for 1961 Studebaker created a new four-door sedan, the Cruiser, using the Econ-O-Miler taxicab body with an upgraded, more luxurious interior. The resulting car harked back to the long-wheelbase Studebaker Land Cruiser
sedans of the late Forties and early Fifties. These cars can be distinguished from their lesser four-door counterparts by the 1959-60-style roofline and operational vent windows in the rear doors, while other sedans used one-piece glass in the rear doors.
A new option, a canvas-covered folding sunroof dubbed the "Skytop" was introduced as an extra-cost feature for sedans and the two-door hardtop. A mild restyling, too, was carried out. Non-Cruiser sedans and the two-door hardtop received a squared-off roofline, and a new front end design gave the Lark a broader grille and the availability of quad headlamps (as standard equipment on Regal and Cruiser models, optional on Deluxes).
Although the styling was modified, engineering enhancements were the big news for 1961, as the Larks received a performance boost. Studebaker advertised as "the compact with Performability," and this was abetted by the addition of the 289 cu in (4.7 l) V8 from the Hawk family sports car as an option, although this was mainly for Larks intended for police pursuit packages. The bigger news, as far as the general public was concerned, involved the six-cylinder
engine. Studebaker's engineers had long known that their little flathead mill, which dated in its basic form to 1939, was falling farther and farther behind the competition in both power and fuel economy. Lacking the budget to design a completely new engine, the engineering staff converted the 170 engine to overhead valves while retaining much of the basic design. The "new" six, which displaced the same 170 cu. in. as before, went from 90 hp to 112 hp, all without a loss in fuel economy. Indeed, most road testers of the day found the new engine to be easier on fuel than the flathead, and cars so equipped were able to shave nearly four seconds off the all-important 0-60 mph time. The redesigned six, known as the "Skybolt Six," was marketed by Studebaker extensively in 1961.
Other engineering improvements that modernized the '61 Larks included the introduction of cowl ventilation, suspended brake and clutch pedals (accompanied by a firewall-mounted brake master cylinder) and revamped steering systems.
Unfortunately, for all of its new engineering and the mild restyling, sales of the Lark dropped off precipitously for 1961. Even more new competitors were squeezing their way into the marketplace, as Dodge brought out the Lancer
, and General Motors
issued the Buick Special
, Oldsmobile F-85 and Pontiac Tempest
. These new "senior compacts", in addition to their very presence in the market, caused other problems for Studebaker. Most of the Big Three dealers who had signed on with the independent when the Lark debuted dropped the smaller company under pressure from the Detroit manufacturers once the new cars broke cover. Those who did not drop Studebaker outright often put more effort to selling their other product lines.
called upon his friend, noted industrial designer Brooks Stevens
, to effect a striking yet cost-effective 1962 update. Stevens lengthened the car body, especially at the rear, and modernized the interior. Studebaker's board of directors were reportedly pleased with the extent of the changes Stevens was able to make. They could not believe he could do so much for so little money.
In addition to the new styling, Studebaker joined the bucket-seats-and-console craze of the early 1960s with the introduction of the Daytona. In the same way that the Cruiser had become the top-of-the-line four-door for 1961, the new Daytona replaced the Regal as the top-trim convertible and hardtop, although Regal versions of these body styles remained available.
All four-door sedans for 1962 moved to the Cruiser's 113 in (2,870.2 mm) wheelbase body. However, the Cruiser remained the only four-door with rear-door vent windows. Two-door models gained a half-inch in wheelbase, up from 108.5" to 109".
The only model that was deleted from the 1962 lineup was the Deluxe series two-door wagon, which had slipped in popularity since the four-door wagon's debut in 1960. However, some leftover 1961-model two-door wagon bodies were fitted with the new 1962 front clips. This was done to fill a U.S. government fleet order. No one is certain how many were built, although the number was certainly minuscule, and none are known to exist today.
The immediate effect of Stevens' restyle was improved sales. Indeed, had it not been for a strike called by the United Auto Workers
Local 5 in early 1962 at Studebaker's South Bend home plant, writers then and now expressed confidence that the company could have easily sold more than 100,000 of the new cars. Despite the strike, which halted production for 38 days, the company sold over 90,000, far more than had been sold in 1961.
For 1963, Stevens again restyled the Lark. The dated wrap-around windshield was eliminated and the entire "greenhouse" was lightened via the use of thinner door and roof pillars. Doing away with the thick framing that had been a much-criticized feature of Studebaker's bodies since 1953 imparted a much more modern appearance.
Inside the cars, a completely new instrument panel with full instrumentation (sans idiot light
s) was installed, although the designers were not able to integrate the available air conditioning into the panel; the evaporator and vents were still hung beneath the dash in a space-robbing box. For the ladies, an "Exclusive Beauty Vanity" with a mirror and makeup tray was fitted in the glove compartment on most models. Just in case anyone would forget that Studebaker's glove box contained the vanity feature, the fronts were adorned with the word "Vanity" in golden script.
Aside from the Avanti
, the biggest product news for Studebaker in 1963 was the introduction of the novel sliding-roof Wagonaire
. Designed by Stevens, the Wagonaire was perhaps the greatest advance in station wagons since the late-1940s introduction of the all-steel body. Dealers found that while buyers were curious in the sliding roof of the Wagonaire, many were hesitant to consider them seriously. When combined with reports of water leakage that many of the early models experienced, management deemed that a less exotic fixed roof wagon was needed. These were added at mid year.
Elsewhere in the lineup, the Cruiser was given heavy promotion as a sensibly-sized luxury car. The brochures referred to it as "America's First and Only Limousette." To separate it from the Lark, Studebaker eliminated the "LARK" lettering from the front fenders and added fancier side trim. Inside, buyers could choose luxurious broadcloth upholstery, lending credence to Studebaker's luxury push for the Cruiser.
The Daytona line was expanded for 1963, adding the new Wagonaire to the continuing convertible and hardtop. A new Custom trim level, which used side trim similar to that used on the 1962 Daytonas, stepped into the Regal's former place. Daytona's received new side trim that started as a narrow molding on the front fenders and widened toward the rear. The basic design of this trim was shared with the Cruiser.
With the elimination of the "Deluxe" Lark, this left the formerly "hi-line" Regal models demoted to Studebaker's base model when the 1963 cars were introduced. Regal's were simple badged as a "Lark" and received a thin stainless steel trim piece that extended from the tip of the front fender to the end of the rear fender. While the interiors were plain, they were far from spartan. The regal line shared the newly introduced padded dash, with "Vanity", with its higher priced sister models, and the vinyl interior for some exterior colors featured three colors and textures of vinyl, but with less tufting. Buyers could also option a Regal with any of the engine and transmission choices found in the higher priced models.
In mid-1963, Studebaker introduced the Standard series, a totally stripped line of Larks in the vein of the 1957-58 Scotsman
, was introduced, bumping the Regal up a notch in the model hierarchy. While it — like the Cruiser at the other end of the line — was obviously a Lark, it bore no Lark nameplates, just "Studebaker" scripts (first used on 1956 Hawks) on the front fenders. In addition, the Standard, in keeping with its frugal image, carried no side trim, and had a plainer interior with no vanity, just a simple glove box with a lid that opened at the top. Mainly promoted as a fleet vehicle, the Standard offered good value; the two-door sedan carried a base price of only US$
1,935, equal to $. This price was very competitive with other companies' small- and mid-sized cars.
On the engineering front, disc brakes made by Bendix
(first offered on the Avanti) were made available; at $97.95 (equal to $ today), they were a good value and greatly improved the cars' stopping power. In the engine lineup, in addition to the existing six-cylinder and V8 engines of the past, new options were added for the 1963 model year. Unsupercharged "R1" and supercharged "R2" 289 V8s from the Avanti were made available. Buyers choosing those engines late in the model year could also order a "Super Performance Package," which added a host of high-performance goodies aimed at making the cars not only go faster, but handle better. Cars equipped with the package were called "Super Larks."
Unfortunately, though the 1963 models were seen as an extension of the improvements made the previous year, the buying public by this time was looking for more than just a mild change, and sales fell, this time to around 77,000 cars.
The new look debuted along with the company's plan to phase out the Lark name entirely. The lowest-priced models were renamed Challenger (replacing the 1963-1/2 Standard), while the Commander name (which had last made an appearance in the Studebaker lineup on the last full-size cars in 1958) replaced the Regal trim level. The Daytona series added a four-door sedan (replacing the 1963 Custom four-door), and the Cruiser continued at the top of the line. All models except the Cruiser offered a Wagonaire.
Challenger and Commander models came standard with single headlamps, the first time since 1961 that a Lark-based vehicle offered them. Dual lamps were an extra-cost option.
Early promotional materials referred to the Challenger and Commander as Larks, but aside from Lark emblems on the roof sail panels on Challengers, there was no Lark identification on the cars, as Studebaker replaced the Lark emblems elsewhere on the car with the company's "circle-S" logo.
Inside, the cars were only slightly modified, with minor changes made in upholstery, glovebox opening, and gauge position. The speedometer, which in 1963 had resided in the right-hand "hole" in the gauge cluster, was moved to the center position, with the optional clock or tachometer placed on the right.
A purpose-built Marshal model in three body styles was marketed to police departments. Brochures claimed that "130 mph is merely incidental", the Marshal was available in "Pursuit", "Patrol", and "City" versions.
Magazine road test reviews of the new cars were generally positive. One of the more-popular automotive magazines of the day even got to help build the car they would test. Gene Booth, the editor of Car Life magazine, went to South Bend and assisted in building a Daytona hardtop with the full R4 Super Performance Package. This car ended up being the only Studebaker equipped from the factory with the optional 304.5 cubic-inch, dual-quad "R4" engine.
Despite styling changes, innovative models like the Wagonaire
, the high-performance R-series engines and Super Performance Packages (inspired by the Avanti
) that were developed with the help of "Mr. Indy 500" Andy Granatelli
(who headed Studebaker's Paxton Products and STP
divisions), sales did not increase. By the early autumn of 1963, Studebaker's board of directors acted to slow down the South Bend assembly lines. At the start of the model year, the company was building 60 cars per hour. By late October 1963, some 2,500 workers were laid off and the line speed was reduced.
Rumors were spreading in the media that the board of directors and the company's president, Sherwood Egbert
, were at odds over the future of the automotive division. The board's opinion was that it was finally time to find a way out of the auto business. Lending strength to the board's argument were the undeniable facts that Studebaker's subsidiary companies were profitable, while the growing losses at the Automotive Division were literally bleeding the corporation dry.
Despite being terminally ill with cancer, Egbert fought the directors tooth and nail in his efforts to continue auto operations. However, when he had to undergo further cancer surgery (his third since 1962) that month, the board took the opportunity to force Egbert out and execute their plan to wind up automotive production.
Although it would by necessity have to be done slowly and methodically, lest the company expose itself to contract lawsuits from angry dealers (which would have drained even more precious revenue from the company's depleted coffers), the directors quickly put their plan into action. Meeting with the leaders of UAW Local 5, which represented Studebaker's assembly workers, the decision was made to close the South Bend plant and continue production at the company's small Canadian factory in Hamilton, Ontario
, which could, it was believed, be operated at a profit.
The closure of the South Bend
plant was announced on December 9, 1963, and the final Lark-type car, a Bordeaux Red 1964 Daytona two-door hardtop (originally intended for shipment to a dealer in Pennsylvania
), rolled off the assembly line on December 20. This car is now housed at the Studebaker Museum in South Bend.
The "second series" Canadian-built '64 lineup wasn't much different from the South Bend offerings; however, the entire Challenger series (along with the Hawk
and Avanti
) was dropped. Six-cylinder Daytona models that had not previously been offered in the U.S. (but had been available in Canada and export markets) were added to the U.S. lineup.
Another new addition was the Commander Special, which combined the low-priced Commander two-door sedan with the interior of the sporty Daytona. A good value for the money, it proved mildly popular and would serve as the basis for another model in 1965.
Under the hood, all of the R-series engines were discontinued, although remaining engines continued to be sold by Paxton Products for some time afterward. Engines for the Canadian-built late-1964 models came from South Bend until the end of the model year. When the union contract ended in May 1964, the foundry was closed. Enough engines were completed to build-out the 1964 model run, which ended that summer.
Spotters can distinguish original second-series '64 cars by their solid white steering wheels; cars built in South Bend were built with steering wheels that either matched the interior color or were two-toned with white as the upper and lower color. Also, cars without clocks had a blank plate in the instrument cluster which read "STUDEBAKER CORPORATION" on South Bend cars and "STUDEBAKER OF CANADA" on Hamilton cars.
With the end of engine production in South Bend, Studebaker's Hamilton plant no longer had a source of engines. The company was forced to search for an outside supplier. The small engineering staff quickly gathered and thoroughly tested engines from both General Motors and Ford
. The Ford engines (basically the Falcon/Fairlane six-cylinder and V-8) would not fit without expensive modifications to the cars, while the GM (Chevrolet designs built by the company's McKinnon Industries subsidiary) engines fit perfectly.
The only hang-up was how to mate the new engines to the Borg-Warner transmissions that the company preferred to continue using.
Fortunately, according the late E.T. Reynolds, a Studebaker engineer, Checker Motors had started using Chevrolet engines in their taxicab and Marathon
lines at about the same time that Studebaker began considering doing the same. Like Studebaker, Checker had long used Borg-Warner transmissions, and that company's engineers had created an adapter to mate them to the engines. Checker made its parts available to Studebaker, and the company began purchasing engines from GM for the 1965 model year. The chosen powerplants were basically the same as found in the Chevrolet Chevy II. The Studebaker six was replaced by a 194 cu in (3.2 l) 120 hp six, and the well-known 283 cu in (4.6 l) 195 hp V8 replaced both Studebaker's 259 and 289 engines.
For 1965, the Commander was offered in two- and four-door sedan form along with a Wagonaire. The Cruiser four-door sedan was still available, as was the Daytona Wagonaire. The Daytona convertible, hardtop and four-door sedan models were all discontinued, however. Aside from the Wagonaire, the only other 1965 Daytona was the vinyl-roofed two-door Sports Sedan, which drew its inspiration from the late-1964 Commander Special. All models continued the 1964 design with only minor detail changes, the most significant being that the Commander gained standard quad headlamps, replacing the dual lamps that had been standard the previous year.
Sales, unfortunately, continued to plunge; fewer than 20,000 Studebakers were built in 1965, and some blamed the poor results on Studebaker of Canada's decision to make no year-to-year style changes (a plan that worked well for Volkswagen, but not for a company like Studebaker which had long made annual changes). Others, many Studebaker loyalists included, felt that the GM-powered cars built in Canada were not true Studebakers. The term "Chevybaker" was coined early on for these cars, bringing to mind the "Packardbaker
" nickname of the 1957 and 1958 Packards
built on the Studebaker President body.
, grilles, and engine identification emblems on the front fenders. The redesign, which was evidently begun by Brooks Stevens, was completed by the Detroit design firm of Marcks Hazelquist Powers.
Bob Marcks, who later worked as a designer and product planner at Chrysler
, commented in a 1970s interview that the general feeling shared by both designers and management was that Studebaker's cars needed to project a more upscale image. To do this on Studebaker's limited budget, the designers chose colors and upholstery materials comparable to those seen in Cadillac
s and Lincolns
, rather than the plainer variety that one might expect in a lower-priced car. The tasteful nylon brocade upholstery with contrasting-color vinyl trim that was standard in the Cruiser particularly reflected this philosophy.
Studebaker's final engineering innovation, flow-through "Refreshaire" ventilation with air extractor vents integrated into the taillamp assemblies, debuted on the 1966 models to wide acclaim. Refreshaire virtually eliminated the need for opening the vent windows
in the front doors. In fact, the Cruiser, which had, since its 1961 introduction, been equipped with opening rear-door vent windows, lost that feature with the advent of Refreshaire.
Under the hood, a larger 230 cu in (3.8 l) 140 hp six-cylinder engine was added as an option, first available only with an automatic transmission. Later in the model run, however, the bigger six was made available with any of Studebaker's three transmission options.
The only change to the 1966 model lineup was that the Wagonaire was now on its own and thus no longer part of either the Commander or Daytona series. The station wagon bore "Studebaker" nameplates on its front fenders and shared the Commander's grille and exterior trim, but had a Daytona-grade interior. The fixed-roof option returned after a one-year hiatus, and the rear-facing third seat was dropped from the option list.
All of the other models, Commander, Daytona and Cruiser, were continued. The Commander, however, received some notable additional standard equipment in January 1966 as the company began including the Climatizer heater/defroster, windshield washer and other items at no additional cost.
Unfortunately, despite the clever restyling, luxurious interiors, engineering advancements, and added standard equipment, sales not so much dropped, but were not enough to satisfy the Studebaker board. Actually no reasonable number would have satisfied the board, which was determined to exit the auto business. According to Gordan Grundy the Canadian operation earned between 1 and 2 million each year after the move, a truth never revealed by South Bend which turned a blind eye. The press if they mentioned Studebaker at all might have just as an after thought like Road & Track in 1966 saying in a new car issue that "Studebakers are still being built", or like another publication "Doing everything but turning over". There were no North American auto publications willing to lend a hand to the oldest vehicle maker in the world, save the Canadian Track and Traffic. The operation could have succeeded and even thrived, especially under a plan whereby CMI, Canadian Motor Industries would take over Studebaker production and plants, thereby releasing the Board and South Bend once and for all. This plan which included distribuiton rights for Toyota, and rebadging some Isuzu Bellets as Studebakers. The regular lineup of Studebaker models would also continue. There was even talk of reviving the Avanti line. Whether this would have entailed an agreement with Newman & Altman of South Bend to build the Avanti independently or another agreement is not known as the CMI story fell apart just before it was to take effect. There were many possibilities in the works in 1966 just as there had been with Packard in 1956. Had any fork in the road been taken, we might still have Studebaker with us today, but the will simply was no longer there. Gordan Grundy had made an all out effort to keep the automobiles rolling just as had Packard's James Nance.
Most of the Board in South Bend knew the shutdown two years earlier as the first step in ending auto production completely, but surviving evidence indicates that they did not inform Gordon Grundy of this. Grundy, who along with his small staff, had been working with Marcks Hazelquist Powers on a facelifted 1967 model and into 1970, approached the board in early 1966 seeking less than $300,000 in tooling funds (a pittance by Detroit standards) for the job. What emerged was a redesigned rear bumper designed to minimize the cars "high" rear. Much to his dismay, he was told that there would be no 1967 production. The board then moved to close Hamilton as soon as possible, and the last Studebaker car, a Timberline Turquoise Cruiser four-door sedan, was built on March 16, 1966 (some sources claim the car was built on March 17). It was the last of only 8,935 (some sources incorrectly state 8,947) Studebakers built for 1966 and the end of a transportation legacy that stretched back some 114 years.
in South Bend, Indiana
. The final U.S. built Lark-type was retained by the company instead of being delivered to the Pennsylvania dealer who had ordered it. The car has approximately 30 mi (48.3 km) on its odometer. The final Canadian car, a 1966 Cruiser, was driven several thousand miles by a company executive (records indicate that it was built for delivery to the company's Parts and Service Division in South Bend). It was eventually retired to the company's collection and has been restored in recent years to as-new condition.
Ilin Plant at Haifa, Israel continued to produce the car through 1966.
construction made it very easy for custom coachbuilders and designers to create new interpretations of the cars both for Studebaker and for others who wanted something "a little different."
The noted Italian coachbuilder and designer Pietro Frua
rebodied a very small number of Larks in 1960. Two four-door sedans are known to still exist, but both are in need of extensive restoration. It appears that at least one two-door model was also built, but it is not known if this car still exists. The Frua Larks are notable for their distinctive straight-lined bodies and generous use of glass.
In addition, American designer Brooks Stevens
created several special concept car
s on the basic Lark chassis. Three of these cars, a four-door sedan with suicide doors, a sliding-roof station wagon (called the Skyview) and a two-door Sceptre sports coupe exist today and are housed in the Studebaker National Museum
.
The Lark convertible lent its reinforced X-frame chassis to the Avanti
and Brooks Stevens' Excalibur
, both of which would be manufactured in limited numbers long after Studebaker was out of the automotive business, although Excalibur switched to a custom-designed chassis when its supply of Studebaker frames ran out. Avanti Motors would continue to use the basic chassis into the early 1980s.
Israeli Presidential car in 1964 was a special designed LWB Lark. It was a 4 door convertible . It had short life due to technical problems.
with the Canada Cycle & Motor Co (Vic) Pty Ltd having been granted the rights to build Studebakers under license in that country. Australian production ceased in 1966 although 1965 models rather than current models had been assembled in that final year. Unlike the American market cars, the Australian cars used the Lark nameplate through to the end.
Compact car
A compact car , or small family car , is a classification of cars which are larger than a supermini but smaller than or equal to a mid-size car...
" which was produced by Studebaker
Studebaker
Studebaker Corporation was a United States wagon and automobile manufacturer based in South Bend, Indiana. Founded in 1852 and incorporated in 1868 under the name of the Studebaker Brothers Manufacturing Company, the company was originally a producer of wagons for farmers, miners, and the...
from 1959 to 1966.
From its introduction in early 1959 until 1962, the Lark was a product of the Studebaker-Packard Corporation
Studebaker-Packard Corporation
The Studebaker-Packard Corporation was the entity created by the purchase of the Studebaker Corporation of South Bend, Indiana, by the Packard Motor Car Company of Detroit, Michigan, in 1954.Packard acquired Studebaker in the transaction...
. In mid-1962, the company dropped "Packard" from its name and reverted to its pre-1954 name, the Studebaker Corporation. In addition to being built in Studebaker's South Bend, Indiana
South Bend, Indiana
The city of South Bend is the county seat of St. Joseph County, Indiana, United States, on the St. Joseph River near its southernmost bend, from which it derives its name. As of the 2010 Census, the city had a total of 101,168 residents; its Metropolitan Statistical Area had a population of 316,663...
, home plant, the Lark and its descendants were also built in Hamilton, Ontario
Hamilton, Ontario
Hamilton is a port city in the Canadian province of Ontario. Conceived by George Hamilton when he purchased the Durand farm shortly after the War of 1812, Hamilton has become the centre of a densely populated and industrialized region at the west end of Lake Ontario known as the Golden Horseshoe...
, Canada
Canada
Canada is a North American country consisting of ten provinces and three territories. Located in the northern part of the continent, it extends from the Atlantic Ocean in the east to the Pacific Ocean in the west, and northward into the Arctic Ocean...
, from 1959-1966 by Studebaker of Canada Limited
Studebaker Canada Ltd.
Studebaker of Canada Ltd. was the name given to Studebaker Corporation's Canadian manufacturing arm.While Studebaker produced cars in Canada prior to World War II, Studebaker's first modern automobile factory was established at Hamilton, Ontario in 1947, in an anti-aircraft gun plant purchased from...
. The cars were also exported to a number of countries around the world as completed units and completely knocked down (CKD) kits.
Lark-based variants represented the bulk of the range produced by Studebaker after 1958 and sold in far greater volume than the contemporary Hawk and Avanti
Studebaker Avanti
See also Avanti cars The Studebaker Avanti was a sports coupé built by the Studebaker Corporation at the direction of its president Sherwood Egbert between June 1962 and December 1963...
models. Beginning with the 1963 Cruiser, the Lark name was gradually phased out of the company catalog and by early 1964, Lark-based models were being marketed under Commander, Daytona and Cruiser nameplates only. The Studebaker company, which celebrated its 100th anniversary in 1952, ceased automobile production in 1966.
Development
At the time the Lark was conceived, Studebaker-Packard CorporationStudebaker-Packard Corporation
The Studebaker-Packard Corporation was the entity created by the purchase of the Studebaker Corporation of South Bend, Indiana, by the Packard Motor Car Company of Detroit, Michigan, in 1954.Packard acquired Studebaker in the transaction...
was under a management contract with Curtiss-Wright Aircraft Company. Studebaker-Packard had been losing money for years when company president Harold E. Churchill came up with the idea of abandoning the full-size car
Full-size car
A full-size car is a marketing term used in North America for an automobile larger than a mid-size car. In the United States, the EPA uses "large car" to denote full-size cars....
market in favor of building a new compact car that he hoped would save the company.
The Lark was ingeniously designed around the core bodyshell of the full-sized 1953-1958 Studebakers. By reducing the front and rear overhangs and shortening the wheelbase ahead of the firewall, the car could still seat six people comfortably and hold a surprising amount of luggage. It was hoped that the vehicle would save America's oldest vehicle manufacturer when it was launched in the fall of 1958 as a 1959 model, much like the 1939 Studebaker Champion
Studebaker Champion
The Studebaker Champion is an automobile which was produced by the Studebaker Corporation of South Bend, Indiana from the beginning of the 1939 model year until 1958....
had saved the company in the years prior to World War II
World War II
World War II, or the Second World War , was a global conflict lasting from 1939 to 1945, involving most of the world's nations—including all of the great powers—eventually forming two opposing military alliances: the Allies and the Axis...
. In fact, it was the Champion which Churchill specifically took as his inspiration for the Lark.
Two series of Larks were available, the Lark VI and the Lark VIII, both designations indicated engine type of the cars. Both series were available in "Deluxe" and "Regal" trim levels.
With its simple grille, minimal and tasteful use of chrome and clean lines, the Lark "flew" in the face of most of the established "longer, lower and wider" styling norms fostered by Detroit's "Big Three" automakers (General Motors
General Motors
General Motors Company , commonly known as GM, formerly incorporated as General Motors Corporation, is an American multinational automotive corporation headquartered in Detroit, Michigan and the world's second-largest automaker in 2010...
, Ford
Ford Motor Company
Ford Motor Company is an American multinational automaker based in Dearborn, Michigan, a suburb of Detroit. The automaker was founded by Henry Ford and incorporated on June 16, 1903. In addition to the Ford and Lincoln brands, Ford also owns a small stake in Mazda in Japan and Aston Martin in the UK...
, and Chrysler
Chrysler
Chrysler Group LLC is a multinational automaker headquartered in Auburn Hills, Michigan, USA. Chrysler was first organized as the Chrysler Corporation in 1925....
). Studebaker's 1957-58 Scotsman
Studebaker Scotsman
The Scotsman was an automobile series produced by the Studebaker Packard Corporation of South Bend, Indiana, during model years 1957 and 1958, and a low-priced series of pickup trucks in 1958 and 1959...
had proved the existence of a demand for a less-flashy automobile, and while the Lark was not nearly so undecorated as the Scotsman, it was unmistakably purer of line than anything Detroit would offer for 1959.
1959 - 1961
Sales of the Lark were good for the 1959 and 1960 model year, thanks to the fact that Studebaker had obtained "dual" dealershipsCar dealership
A car dealership or vehicle local distribution is a business that sells new or used cars at the retail level, based on a dealership contract with an automaker or its sales subsidiary. It employs automobile salespeople to do the selling...
with dealers of the Big Three manufacturers that did not as yet have their own compacts to sell.
Initial models included two- and four-door sedans, a two-door hardtop coupe
Coupé
A coupé or coupe is a closed car body style , the precise definition of which varies from manufacturer to manufacturer, and over time...
and a two-door station wagon
Station wagon
A station wagon is a body style variant of a sedan/saloon with its roof extended rearward over a shared passenger/cargo volume with access at the back via a third or fifth door , instead of a trunk lid...
, with two levels of trim (Deluxe and Regal) offered on most. Aside from American Motors Corporation's Rambler
Rambler (automobile)
Rambler was an automobile brand name used by the Thomas B. Jeffery Company between 1900 and 1914, then by its successor, Nash Motors from 1950 to 1954, and finally by Nash's successor, American Motors Corporation from 1954 to 1969...
line, the Lark offered the broadest line of compacts on the U.S. market. Indeed, the Lark was the first car of its size to offer a V-8 engine — the similarly-sized Rambler American
Rambler American
The Rambler American is an automobile manufactured by the American Motors Corporation between 1958 and 1969. The American was the second incarnation of AMC's forerunner Nash Motors second-generation Rambler compact that was sold under the Nash and Hudson Motors marques from 1954 and 1955.The...
offered only an inline six.
The lineup grew for 1960, when the company issued a convertible (Studebaker's first since 1952) and a four-door station wagon. Two-door wagons were fast falling from favor throughout the industry, despite a minor redesign which made the two-door Lark wagon's tailgate and rear side windows more user-friendly, and indeed the four-door quickly proved the more popular of the two available wagons from Studebaker.
A taxicab
Taxicab
A taxicab, also taxi or cab, is a type of vehicle for hire with a driver, used by a single passenger or small group of passengers, often for a non-shared ride. A taxicab conveys passengers between locations of their choice...
version of the Lark, originally called the "Econ-O-Miler," was built on the station wagon's longer 113 in (2,870.2 mm) wheelbase. The extra 4.5 in (114.3 mm) of wheelbase translated into extra rear seat legroom, which was important in the taxi trade.
For 1959 and 1960, Larks were available with either an L-head (flathead) 170 cu in (2.8 l) six-cylinder engine or the company's 259 cu in (4.2 l) V8. Testers at the time gave high marks to the V-8's performance. A V-8 Lark could turn out a 0 to 60 mph
0 to 60 mph
The time it takes to accelerate from 0 to 60 mph is a commonly used performance measure for automotive acceleration in the United States and the United Kingdom. In the rest of the world 0 to 100 km/h is used...
time of around 10 seconds, which was on par with much larger cars. By comparison, among the early Big Three compacts (Ford Falcon, Mercury Comet
Mercury Comet
The Mercury Comet is an automobile produced by the Mercury division of the Ford Motor Company from 1960–1969 and 1971-1977 — variously as either a compact or an intermediate car.The Comet was based on the compact Ford Falcon and later the Ford Maverick...
, Chevrolet Corvair
Chevrolet Corvair
-First generation :The 1960 Corvair 500 and 700 series four-door sedans were conceived as economy cars offering few amenities in order to keep the price competitive, with the 500 selling for under $2,000...
and Plymouth Valiant
Plymouth Valiant
The Plymouth Valiant is an automobile manufactured by the Plymouth division of Chrysler Corporation in the United States from 1960 to 1976. It was created to give the company an entry in the compact car market emerging in the late 1950s...
) that arrived on the scene in 1960, only the Valiant could break the 20-second mark from 0-60 mph. None of the Big Three compacts offered a V-8 until the second wave of such cars — the so-called "senior compacts" — arrived for 1963.
To meet the challenge of those new cars head-on, for 1961 Studebaker created a new four-door sedan, the Cruiser, using the Econ-O-Miler taxicab body with an upgraded, more luxurious interior. The resulting car harked back to the long-wheelbase Studebaker Land Cruiser
Studebaker Land Cruiser
The Studebaker Land Cruiser was an automobile produced by the Studebaker Corporation of South Bend, Indiana from 1934-1954. The Land Cruiser debuted at the World's Fair alongside the Silver Arrow, a product of Studebaker's former premium make Pierce-Arrow.The Land Cruiser was introduced at the...
sedans of the late Forties and early Fifties. These cars can be distinguished from their lesser four-door counterparts by the 1959-60-style roofline and operational vent windows in the rear doors, while other sedans used one-piece glass in the rear doors.
A new option, a canvas-covered folding sunroof dubbed the "Skytop" was introduced as an extra-cost feature for sedans and the two-door hardtop. A mild restyling, too, was carried out. Non-Cruiser sedans and the two-door hardtop received a squared-off roofline, and a new front end design gave the Lark a broader grille and the availability of quad headlamps (as standard equipment on Regal and Cruiser models, optional on Deluxes).
Although the styling was modified, engineering enhancements were the big news for 1961, as the Larks received a performance boost. Studebaker advertised as "the compact with Performability," and this was abetted by the addition of the 289 cu in (4.7 l) V8 from the Hawk family sports car as an option, although this was mainly for Larks intended for police pursuit packages. The bigger news, as far as the general public was concerned, involved the six-cylinder
Straight-6
The straight-six engine or inline-six engine is a six-cylinder internal combustion engine with all six cylinders mounted in a straight line along the crankcase...
engine. Studebaker's engineers had long known that their little flathead mill, which dated in its basic form to 1939, was falling farther and farther behind the competition in both power and fuel economy. Lacking the budget to design a completely new engine, the engineering staff converted the 170 engine to overhead valves while retaining much of the basic design. The "new" six, which displaced the same 170 cu. in. as before, went from 90 hp to 112 hp, all without a loss in fuel economy. Indeed, most road testers of the day found the new engine to be easier on fuel than the flathead, and cars so equipped were able to shave nearly four seconds off the all-important 0-60 mph time. The redesigned six, known as the "Skybolt Six," was marketed by Studebaker extensively in 1961.
Other engineering improvements that modernized the '61 Larks included the introduction of cowl ventilation, suspended brake and clutch pedals (accompanied by a firewall-mounted brake master cylinder) and revamped steering systems.
Unfortunately, for all of its new engineering and the mild restyling, sales of the Lark dropped off precipitously for 1961. Even more new competitors were squeezing their way into the marketplace, as Dodge brought out the Lancer
Dodge Lancer
The Dodge Lancer is a passenger car from the Dodge division of Chrysler Corporation. Dodge used the Lancer name on three different vehicles over the years.-1955–1959:...
, and General Motors
General Motors
General Motors Company , commonly known as GM, formerly incorporated as General Motors Corporation, is an American multinational automotive corporation headquartered in Detroit, Michigan and the world's second-largest automaker in 2010...
issued the Buick Special
Buick Special
In 1962, the Special was the first American car to use a V6 engine in volume production; it earned Motor Trends Car of the Year for 1962. This 198 in³ Fireball was engineered down from the 215 and used many of the same design parameters, but was cast in iron. Output was 135 hp at...
, Oldsmobile F-85 and Pontiac Tempest
Pontiac Tempest
The Pontiac Tempest was an entry-level compact produced by the Pontiac Motor Division of General Motors, introduced in September 1960 for the 1961 model year....
. These new "senior compacts", in addition to their very presence in the market, caused other problems for Studebaker. Most of the Big Three dealers who had signed on with the independent when the Lark debuted dropped the smaller company under pressure from the Detroit manufacturers once the new cars broke cover. Those who did not drop Studebaker outright often put more effort to selling their other product lines.
1962
In an effort to reverse the downward sales trend created when Detroit rolled out its own compacts in 1960 and '61, new Studebaker-Packard president Sherwood EgbertSherwood Egbert
Sherwood Harry Egbert , born Easton, Kittitas County, Washington, July 24, 1920, a burly former U.S. marine, served as president of the Studebaker-Packard Corporation and Studebaker Corporation from February 1, 1961, to November 24, 1963.-History:...
called upon his friend, noted industrial designer Brooks Stevens
Brooks Stevens
Clifford Brooks Stevens was an American industrial designer of home furnishings, appliances, automobiles and motorcycles — as well as a graphic designer and stylist....
, to effect a striking yet cost-effective 1962 update. Stevens lengthened the car body, especially at the rear, and modernized the interior. Studebaker's board of directors were reportedly pleased with the extent of the changes Stevens was able to make. They could not believe he could do so much for so little money.
In addition to the new styling, Studebaker joined the bucket-seats-and-console craze of the early 1960s with the introduction of the Daytona. In the same way that the Cruiser had become the top-of-the-line four-door for 1961, the new Daytona replaced the Regal as the top-trim convertible and hardtop, although Regal versions of these body styles remained available.
All four-door sedans for 1962 moved to the Cruiser's 113 in (2,870.2 mm) wheelbase body. However, the Cruiser remained the only four-door with rear-door vent windows. Two-door models gained a half-inch in wheelbase, up from 108.5" to 109".
The only model that was deleted from the 1962 lineup was the Deluxe series two-door wagon, which had slipped in popularity since the four-door wagon's debut in 1960. However, some leftover 1961-model two-door wagon bodies were fitted with the new 1962 front clips. This was done to fill a U.S. government fleet order. No one is certain how many were built, although the number was certainly minuscule, and none are known to exist today.
The immediate effect of Stevens' restyle was improved sales. Indeed, had it not been for a strike called by the United Auto Workers
United Auto Workers
The International Union, United Automobile, Aerospace and Agricultural Implement Workers of America, better known as the United Auto Workers , is a labor union which represents workers in the United States and Puerto Rico, and formerly in Canada. Founded as part of the Congress of Industrial...
Local 5 in early 1962 at Studebaker's South Bend home plant, writers then and now expressed confidence that the company could have easily sold more than 100,000 of the new cars. Despite the strike, which halted production for 38 days, the company sold over 90,000, far more than had been sold in 1961.
1963
Inside the cars, a completely new instrument panel with full instrumentation (sans idiot light
Idiot light
A tell-tale is an indicator of the status or malfunction of a system within a motor vehicle. Tell-tales consist of a light bulb or an LED which lights up a symbol or text legend...
s) was installed, although the designers were not able to integrate the available air conditioning into the panel; the evaporator and vents were still hung beneath the dash in a space-robbing box. For the ladies, an "Exclusive Beauty Vanity" with a mirror and makeup tray was fitted in the glove compartment on most models. Just in case anyone would forget that Studebaker's glove box contained the vanity feature, the fronts were adorned with the word "Vanity" in golden script.
Aside from the Avanti
Studebaker Avanti
See also Avanti cars The Studebaker Avanti was a sports coupé built by the Studebaker Corporation at the direction of its president Sherwood Egbert between June 1962 and December 1963...
, the biggest product news for Studebaker in 1963 was the introduction of the novel sliding-roof Wagonaire
Studebaker Wagonaire
The Studebaker Wagonaire was a station wagon produced by the Studebaker Corporation of South Bend, Indiana, from 1963-1966. It featured a retractable sliding rear roof section that allowed the vehicle to carry items that would otherwise be too tall for a conventional station wagon of the era.-...
. Designed by Stevens, the Wagonaire was perhaps the greatest advance in station wagons since the late-1940s introduction of the all-steel body. Dealers found that while buyers were curious in the sliding roof of the Wagonaire, many were hesitant to consider them seriously. When combined with reports of water leakage that many of the early models experienced, management deemed that a less exotic fixed roof wagon was needed. These were added at mid year.
Elsewhere in the lineup, the Cruiser was given heavy promotion as a sensibly-sized luxury car. The brochures referred to it as "America's First and Only Limousette." To separate it from the Lark, Studebaker eliminated the "LARK" lettering from the front fenders and added fancier side trim. Inside, buyers could choose luxurious broadcloth upholstery, lending credence to Studebaker's luxury push for the Cruiser.
The Daytona line was expanded for 1963, adding the new Wagonaire to the continuing convertible and hardtop. A new Custom trim level, which used side trim similar to that used on the 1962 Daytonas, stepped into the Regal's former place. Daytona's received new side trim that started as a narrow molding on the front fenders and widened toward the rear. The basic design of this trim was shared with the Cruiser.
With the elimination of the "Deluxe" Lark, this left the formerly "hi-line" Regal models demoted to Studebaker's base model when the 1963 cars were introduced. Regal's were simple badged as a "Lark" and received a thin stainless steel trim piece that extended from the tip of the front fender to the end of the rear fender. While the interiors were plain, they were far from spartan. The regal line shared the newly introduced padded dash, with "Vanity", with its higher priced sister models, and the vinyl interior for some exterior colors featured three colors and textures of vinyl, but with less tufting. Buyers could also option a Regal with any of the engine and transmission choices found in the higher priced models.
In mid-1963, Studebaker introduced the Standard series, a totally stripped line of Larks in the vein of the 1957-58 Scotsman
Studebaker Scotsman
The Scotsman was an automobile series produced by the Studebaker Packard Corporation of South Bend, Indiana, during model years 1957 and 1958, and a low-priced series of pickup trucks in 1958 and 1959...
, was introduced, bumping the Regal up a notch in the model hierarchy. While it — like the Cruiser at the other end of the line — was obviously a Lark, it bore no Lark nameplates, just "Studebaker" scripts (first used on 1956 Hawks) on the front fenders. In addition, the Standard, in keeping with its frugal image, carried no side trim, and had a plainer interior with no vanity, just a simple glove box with a lid that opened at the top. Mainly promoted as a fleet vehicle, the Standard offered good value; the two-door sedan carried a base price of only US$
United States dollar
The United States dollar , also referred to as the American dollar, is the official currency of the United States of America. It is divided into 100 smaller units called cents or pennies....
1,935, equal to $. This price was very competitive with other companies' small- and mid-sized cars.
On the engineering front, disc brakes made by Bendix
Bendix
- People :* Bendix Hallenstein - New Zealand businessman* Henry Bendix - fictional character from Wildstorm comics* John E. Bendix - American Civil War and New York Guard general* Max Bendix - American composer, conductor, violinist* Reinhard Bendix - sociologist...
(first offered on the Avanti) were made available; at $97.95 (equal to $ today), they were a good value and greatly improved the cars' stopping power. In the engine lineup, in addition to the existing six-cylinder and V8 engines of the past, new options were added for the 1963 model year. Unsupercharged "R1" and supercharged "R2" 289 V8s from the Avanti were made available. Buyers choosing those engines late in the model year could also order a "Super Performance Package," which added a host of high-performance goodies aimed at making the cars not only go faster, but handle better. Cars equipped with the package were called "Super Larks."
Unfortunately, though the 1963 models were seen as an extension of the improvements made the previous year, the buying public by this time was looking for more than just a mild change, and sales fell, this time to around 77,000 cars.
1964
Studebaker's top brass allowed Stevens to continue the process of modernizing main line vehicles that resulted in a more extensive (but still inexpensive) restyling for 1964. What resulted was the most mainstream looking Studebaker's since 1946. The Mercedes-like grille of 1962-63 gave way to a full-width, stamped aluminum grille and squared-off headlamp surrounds. Stevens flattened the hood, roofline and trunklid, and reworked the tail panel to incorporate new horizontal taillamps and backup lamps, all the while ingeniously retaining the sculpted quarter panels introduced in 1962, which still suited the new look and reduced by a considerable amount the cost of tooling.The new look debuted along with the company's plan to phase out the Lark name entirely. The lowest-priced models were renamed Challenger (replacing the 1963-1/2 Standard), while the Commander name (which had last made an appearance in the Studebaker lineup on the last full-size cars in 1958) replaced the Regal trim level. The Daytona series added a four-door sedan (replacing the 1963 Custom four-door), and the Cruiser continued at the top of the line. All models except the Cruiser offered a Wagonaire.
Challenger and Commander models came standard with single headlamps, the first time since 1961 that a Lark-based vehicle offered them. Dual lamps were an extra-cost option.
Early promotional materials referred to the Challenger and Commander as Larks, but aside from Lark emblems on the roof sail panels on Challengers, there was no Lark identification on the cars, as Studebaker replaced the Lark emblems elsewhere on the car with the company's "circle-S" logo.
Inside, the cars were only slightly modified, with minor changes made in upholstery, glovebox opening, and gauge position. The speedometer, which in 1963 had resided in the right-hand "hole" in the gauge cluster, was moved to the center position, with the optional clock or tachometer placed on the right.
A purpose-built Marshal model in three body styles was marketed to police departments. Brochures claimed that "130 mph is merely incidental", the Marshal was available in "Pursuit", "Patrol", and "City" versions.
Closure of South Bend facility, December, 1963
Studebaker worked very hard to establish a high-performance image for the '64 lineup, sending a number of them to the Bonneville Salt Flats to set new production-car speed records. Advertisements played up the powerful R-series engines, disc brakes and the company's position that Studebakers were "different ... by design" from other American cars.Magazine road test reviews of the new cars were generally positive. One of the more-popular automotive magazines of the day even got to help build the car they would test. Gene Booth, the editor of Car Life magazine, went to South Bend and assisted in building a Daytona hardtop with the full R4 Super Performance Package. This car ended up being the only Studebaker equipped from the factory with the optional 304.5 cubic-inch, dual-quad "R4" engine.
Despite styling changes, innovative models like the Wagonaire
Studebaker Wagonaire
The Studebaker Wagonaire was a station wagon produced by the Studebaker Corporation of South Bend, Indiana, from 1963-1966. It featured a retractable sliding rear roof section that allowed the vehicle to carry items that would otherwise be too tall for a conventional station wagon of the era.-...
, the high-performance R-series engines and Super Performance Packages (inspired by the Avanti
Studebaker Avanti
See also Avanti cars The Studebaker Avanti was a sports coupé built by the Studebaker Corporation at the direction of its president Sherwood Egbert between June 1962 and December 1963...
) that were developed with the help of "Mr. Indy 500" Andy Granatelli
Andy Granatelli
Anthony "Andy" Granatelli was the CEO of STP.Along with brothers Vince and Joe, Andy first worked as an auto mechanic and 'speed-shop' entrepreneur, modifying engines such as the 'flathead' Ford into racing-quality equipment...
(who headed Studebaker's Paxton Products and STP
STP (motor oil company)
STP is an American brand and trade name for the automotive additives, lubricants and performance division of Armored AutoGroup.Founded in 1953 in Saint Joseph, Missouri, the company’s name, STP, was derived from “Scientifically Treated Petroleum”...
divisions), sales did not increase. By the early autumn of 1963, Studebaker's board of directors acted to slow down the South Bend assembly lines. At the start of the model year, the company was building 60 cars per hour. By late October 1963, some 2,500 workers were laid off and the line speed was reduced.
Rumors were spreading in the media that the board of directors and the company's president, Sherwood Egbert
Sherwood Egbert
Sherwood Harry Egbert , born Easton, Kittitas County, Washington, July 24, 1920, a burly former U.S. marine, served as president of the Studebaker-Packard Corporation and Studebaker Corporation from February 1, 1961, to November 24, 1963.-History:...
, were at odds over the future of the automotive division. The board's opinion was that it was finally time to find a way out of the auto business. Lending strength to the board's argument were the undeniable facts that Studebaker's subsidiary companies were profitable, while the growing losses at the Automotive Division were literally bleeding the corporation dry.
Despite being terminally ill with cancer, Egbert fought the directors tooth and nail in his efforts to continue auto operations. However, when he had to undergo further cancer surgery (his third since 1962) that month, the board took the opportunity to force Egbert out and execute their plan to wind up automotive production.
Although it would by necessity have to be done slowly and methodically, lest the company expose itself to contract lawsuits from angry dealers (which would have drained even more precious revenue from the company's depleted coffers), the directors quickly put their plan into action. Meeting with the leaders of UAW Local 5, which represented Studebaker's assembly workers, the decision was made to close the South Bend plant and continue production at the company's small Canadian factory in Hamilton, Ontario
Hamilton, Ontario
Hamilton is a port city in the Canadian province of Ontario. Conceived by George Hamilton when he purchased the Durand farm shortly after the War of 1812, Hamilton has become the centre of a densely populated and industrialized region at the west end of Lake Ontario known as the Golden Horseshoe...
, which could, it was believed, be operated at a profit.
The closure of the South Bend
South Bend, Indiana
The city of South Bend is the county seat of St. Joseph County, Indiana, United States, on the St. Joseph River near its southernmost bend, from which it derives its name. As of the 2010 Census, the city had a total of 101,168 residents; its Metropolitan Statistical Area had a population of 316,663...
plant was announced on December 9, 1963, and the final Lark-type car, a Bordeaux Red 1964 Daytona two-door hardtop (originally intended for shipment to a dealer in Pennsylvania
Pennsylvania
The Commonwealth of Pennsylvania is a U.S. state that is located in the Northeastern and Mid-Atlantic regions of the United States. The state borders Delaware and Maryland to the south, West Virginia to the southwest, Ohio to the west, New York and Ontario, Canada, to the north, and New Jersey to...
), rolled off the assembly line on December 20. This car is now housed at the Studebaker Museum in South Bend.
1964
After the South Bend closing, production continued at the Studebaker's Canadian plant in Hamilton, Ontario, which was overseen by Gordon Grundy, the president of Studebaker of Canada, Ltd. Grundy was a dedicated Studebaker executive who, like Egbert before him, wanted to see Studebaker continue as a builder of automobiles.The "second series" Canadian-built '64 lineup wasn't much different from the South Bend offerings; however, the entire Challenger series (along with the Hawk
Studebaker Gran Turismo Hawk
The Studebaker Gran Turismo Hawk , a sporty coupe sold between 1962 and 1964, was the final development of the Studebaker Hawk series that began with the Golden Hawk of 1956.-Redesigning the Hawk:...
and Avanti
Studebaker Avanti
See also Avanti cars The Studebaker Avanti was a sports coupé built by the Studebaker Corporation at the direction of its president Sherwood Egbert between June 1962 and December 1963...
) was dropped. Six-cylinder Daytona models that had not previously been offered in the U.S. (but had been available in Canada and export markets) were added to the U.S. lineup.
Another new addition was the Commander Special, which combined the low-priced Commander two-door sedan with the interior of the sporty Daytona. A good value for the money, it proved mildly popular and would serve as the basis for another model in 1965.
Under the hood, all of the R-series engines were discontinued, although remaining engines continued to be sold by Paxton Products for some time afterward. Engines for the Canadian-built late-1964 models came from South Bend until the end of the model year. When the union contract ended in May 1964, the foundry was closed. Enough engines were completed to build-out the 1964 model run, which ended that summer.
Spotters can distinguish original second-series '64 cars by their solid white steering wheels; cars built in South Bend were built with steering wheels that either matched the interior color or were two-toned with white as the upper and lower color. Also, cars without clocks had a blank plate in the instrument cluster which read "STUDEBAKER CORPORATION" on South Bend cars and "STUDEBAKER OF CANADA" on Hamilton cars.
1965
The Studebaker model lineup was changed little for 1965; indeed, without opening the hood, it is difficult to distinguish them from the 1964 models.With the end of engine production in South Bend, Studebaker's Hamilton plant no longer had a source of engines. The company was forced to search for an outside supplier. The small engineering staff quickly gathered and thoroughly tested engines from both General Motors and Ford
Ford Motor Company
Ford Motor Company is an American multinational automaker based in Dearborn, Michigan, a suburb of Detroit. The automaker was founded by Henry Ford and incorporated on June 16, 1903. In addition to the Ford and Lincoln brands, Ford also owns a small stake in Mazda in Japan and Aston Martin in the UK...
. The Ford engines (basically the Falcon/Fairlane six-cylinder and V-8) would not fit without expensive modifications to the cars, while the GM (Chevrolet designs built by the company's McKinnon Industries subsidiary) engines fit perfectly.
The only hang-up was how to mate the new engines to the Borg-Warner transmissions that the company preferred to continue using.
Fortunately, according the late E.T. Reynolds, a Studebaker engineer, Checker Motors had started using Chevrolet engines in their taxicab and Marathon
Checker Marathon
The Checker Marathon was an automobile produced by the Checker Motors Company of Kalamazoo, Michigan, between 1961 and 1982.Marathons were produced in both four-door sedan and four-door station wagon forms, and the rare eight-door, 12-seater "Aerobus" wagon....
lines at about the same time that Studebaker began considering doing the same. Like Studebaker, Checker had long used Borg-Warner transmissions, and that company's engineers had created an adapter to mate them to the engines. Checker made its parts available to Studebaker, and the company began purchasing engines from GM for the 1965 model year. The chosen powerplants were basically the same as found in the Chevrolet Chevy II. The Studebaker six was replaced by a 194 cu in (3.2 l) 120 hp six, and the well-known 283 cu in (4.6 l) 195 hp V8 replaced both Studebaker's 259 and 289 engines.
For 1965, the Commander was offered in two- and four-door sedan form along with a Wagonaire. The Cruiser four-door sedan was still available, as was the Daytona Wagonaire. The Daytona convertible, hardtop and four-door sedan models were all discontinued, however. Aside from the Wagonaire, the only other 1965 Daytona was the vinyl-roofed two-door Sports Sedan, which drew its inspiration from the late-1964 Commander Special. All models continued the 1964 design with only minor detail changes, the most significant being that the Commander gained standard quad headlamps, replacing the dual lamps that had been standard the previous year.
Sales, unfortunately, continued to plunge; fewer than 20,000 Studebakers were built in 1965, and some blamed the poor results on Studebaker of Canada's decision to make no year-to-year style changes (a plan that worked well for Volkswagen, but not for a company like Studebaker which had long made annual changes). Others, many Studebaker loyalists included, felt that the GM-powered cars built in Canada were not true Studebakers. The term "Chevybaker" was coined early on for these cars, bringing to mind the "Packardbaker
Packardbaker
Packardbaker is a derisive slang term applied to 1957 and 1958 model year Packard automobiles. The word's origin came from detractors of Studebaker-Packard Corporation's attempt to continue the Packard brand with models that were derived from the Studebaker President body shell and running...
" nickname of the 1957 and 1958 Packards
1957 and 1958 Packards
The 1957 and 1958 Packard lineup of automobiles were actually Studebakers: mildly restyled, rebadged and given slightly more luxurious interiors. After 1956 production, the Packard engine and transmission factory was leased to the Curtiss-Wright Corporation while the assembly plant on Detroit's...
built on the Studebaker President body.
1966
The 1966 Studebakers, advertised as having "The Smart New Look", were slightly restyled, the result of a reversal of the company's previous decision to make no annual model changes. The cars bore a stylish new grille, single headlamps, revised and simplified side trim, luxurious new interiors (even in the cheapest Commander), and other refinements. Even the famous Hawk logo was brought out of retirement, slightly redesigned, and applied to wheelcoversHubcap
A hubcap, wheel cover or wheel trim is a decorative disk on an automobile wheel that covers at least a central portion of the wheel. Cars with stamped steel wheels often use a full wheel cover that conceals the entire wheel. Cars with alloy wheels or styled steel wheels generally use smaller...
, grilles, and engine identification emblems on the front fenders. The redesign, which was evidently begun by Brooks Stevens, was completed by the Detroit design firm of Marcks Hazelquist Powers.
Bob Marcks, who later worked as a designer and product planner at Chrysler
Chrysler
Chrysler Group LLC is a multinational automaker headquartered in Auburn Hills, Michigan, USA. Chrysler was first organized as the Chrysler Corporation in 1925....
, commented in a 1970s interview that the general feeling shared by both designers and management was that Studebaker's cars needed to project a more upscale image. To do this on Studebaker's limited budget, the designers chose colors and upholstery materials comparable to those seen in Cadillac
Cadillac
Cadillac is an American luxury vehicle marque owned by General Motors . Cadillac vehicles are sold in over 50 countries and territories, but mostly in North America. Cadillac is currently the second oldest American automobile manufacturer behind fellow GM marque Buick and is among the oldest...
s and Lincolns
Lincoln (automobile)
Lincoln is an American luxury vehicle brand of the Ford Motor Company. Lincoln vehicles are sold mostly in North America.-History:The company was founded in August 1915 by Henry M. Leland, one of the founders of Cadillac . During World War I, he left Cadillac which was sold to General Motors...
, rather than the plainer variety that one might expect in a lower-priced car. The tasteful nylon brocade upholstery with contrasting-color vinyl trim that was standard in the Cruiser particularly reflected this philosophy.
Studebaker's final engineering innovation, flow-through "Refreshaire" ventilation with air extractor vents integrated into the taillamp assemblies, debuted on the 1966 models to wide acclaim. Refreshaire virtually eliminated the need for opening the vent windows
Quarter glass
Quarter glass on automobiles and closed carriages may be a side window in the front door or located on each side of the car just forward of the rear window of the vehicle. Only some cars have them. In some cases the fixed quarter glass may set in the corner or "C-pillar" of the vehicle...
in the front doors. In fact, the Cruiser, which had, since its 1961 introduction, been equipped with opening rear-door vent windows, lost that feature with the advent of Refreshaire.
Under the hood, a larger 230 cu in (3.8 l) 140 hp six-cylinder engine was added as an option, first available only with an automatic transmission. Later in the model run, however, the bigger six was made available with any of Studebaker's three transmission options.
The only change to the 1966 model lineup was that the Wagonaire was now on its own and thus no longer part of either the Commander or Daytona series. The station wagon bore "Studebaker" nameplates on its front fenders and shared the Commander's grille and exterior trim, but had a Daytona-grade interior. The fixed-roof option returned after a one-year hiatus, and the rear-facing third seat was dropped from the option list.
All of the other models, Commander, Daytona and Cruiser, were continued. The Commander, however, received some notable additional standard equipment in January 1966 as the company began including the Climatizer heater/defroster, windshield washer and other items at no additional cost.
Unfortunately, despite the clever restyling, luxurious interiors, engineering advancements, and added standard equipment, sales not so much dropped, but were not enough to satisfy the Studebaker board. Actually no reasonable number would have satisfied the board, which was determined to exit the auto business. According to Gordan Grundy the Canadian operation earned between 1 and 2 million each year after the move, a truth never revealed by South Bend which turned a blind eye. The press if they mentioned Studebaker at all might have just as an after thought like Road & Track in 1966 saying in a new car issue that "Studebakers are still being built", or like another publication "Doing everything but turning over". There were no North American auto publications willing to lend a hand to the oldest vehicle maker in the world, save the Canadian Track and Traffic. The operation could have succeeded and even thrived, especially under a plan whereby CMI, Canadian Motor Industries would take over Studebaker production and plants, thereby releasing the Board and South Bend once and for all. This plan which included distribuiton rights for Toyota, and rebadging some Isuzu Bellets as Studebakers. The regular lineup of Studebaker models would also continue. There was even talk of reviving the Avanti line. Whether this would have entailed an agreement with Newman & Altman of South Bend to build the Avanti independently or another agreement is not known as the CMI story fell apart just before it was to take effect. There were many possibilities in the works in 1966 just as there had been with Packard in 1956. Had any fork in the road been taken, we might still have Studebaker with us today, but the will simply was no longer there. Gordan Grundy had made an all out effort to keep the automobiles rolling just as had Packard's James Nance.
Most of the Board in South Bend knew the shutdown two years earlier as the first step in ending auto production completely, but surviving evidence indicates that they did not inform Gordon Grundy of this. Grundy, who along with his small staff, had been working with Marcks Hazelquist Powers on a facelifted 1967 model and into 1970, approached the board in early 1966 seeking less than $300,000 in tooling funds (a pittance by Detroit standards) for the job. What emerged was a redesigned rear bumper designed to minimize the cars "high" rear. Much to his dismay, he was told that there would be no 1967 production. The board then moved to close Hamilton as soon as possible, and the last Studebaker car, a Timberline Turquoise Cruiser four-door sedan, was built on March 16, 1966 (some sources claim the car was built on March 17). It was the last of only 8,935 (some sources incorrectly state 8,947) Studebakers built for 1966 and the end of a transportation legacy that stretched back some 114 years.
End of production models
The last South Bend car and the last Canadian car are on display at the Studebaker National MuseumStudebaker National Museum
The Studebaker National Museum is a museum in South Bend, Indiana, USA that displays a variety of automobiles, wagons, carriages, and military vehicles related to the Studebaker Corporation and other aspects of American history.-Layout:...
in South Bend, Indiana
South Bend, Indiana
The city of South Bend is the county seat of St. Joseph County, Indiana, United States, on the St. Joseph River near its southernmost bend, from which it derives its name. As of the 2010 Census, the city had a total of 101,168 residents; its Metropolitan Statistical Area had a population of 316,663...
. The final U.S. built Lark-type was retained by the company instead of being delivered to the Pennsylvania dealer who had ordered it. The car has approximately 30 mi (48.3 km) on its odometer. The final Canadian car, a 1966 Cruiser, was driven several thousand miles by a company executive (records indicate that it was built for delivery to the company's Parts and Service Division in South Bend). It was eventually retired to the company's collection and has been restored in recent years to as-new condition.
Ilin Plant at Haifa, Israel continued to produce the car through 1966.
Special Larks
The Lark's body-on-frameBody-on-frame
Body-on-frame is an automobile construction method. Mounting a separate body to a rigid frame that supports the drivetrain was the original method of building automobiles, and its use continues to this day. The original frames were made of wood , but steel ladder frames became common in the 1930s...
construction made it very easy for custom coachbuilders and designers to create new interpretations of the cars both for Studebaker and for others who wanted something "a little different."
The noted Italian coachbuilder and designer Pietro Frua
Pietro Frua
Pietro Frua was one of the leading Italian coachbuilders and car designers during the 1950s and 1960s.-Early years:...
rebodied a very small number of Larks in 1960. Two four-door sedans are known to still exist, but both are in need of extensive restoration. It appears that at least one two-door model was also built, but it is not known if this car still exists. The Frua Larks are notable for their distinctive straight-lined bodies and generous use of glass.
In addition, American designer Brooks Stevens
Brooks Stevens
Clifford Brooks Stevens was an American industrial designer of home furnishings, appliances, automobiles and motorcycles — as well as a graphic designer and stylist....
created several special concept car
Concept car
A concept vehicle or show vehicle is a car made to showcase new styling and or new technology. They are often shown at motor shows to gauge customer reaction to new and radical designs which may or may not have a chance of being produced....
s on the basic Lark chassis. Three of these cars, a four-door sedan with suicide doors, a sliding-roof station wagon (called the Skyview) and a two-door Sceptre sports coupe exist today and are housed in the Studebaker National Museum
Studebaker National Museum
The Studebaker National Museum is a museum in South Bend, Indiana, USA that displays a variety of automobiles, wagons, carriages, and military vehicles related to the Studebaker Corporation and other aspects of American history.-Layout:...
.
The Lark convertible lent its reinforced X-frame chassis to the Avanti
Studebaker Avanti
See also Avanti cars The Studebaker Avanti was a sports coupé built by the Studebaker Corporation at the direction of its president Sherwood Egbert between June 1962 and December 1963...
and Brooks Stevens' Excalibur
Excalibur (automobile)
The Excalibur automobile from Milwaukee, Wisconsin, was a car styled after the 1928 Mercedes-Benz SSK by Brooks Stevens for Studebaker. Stevens subsequently formed a company to manufacture and market the cars, which were conventional under their styling....
, both of which would be manufactured in limited numbers long after Studebaker was out of the automotive business, although Excalibur switched to a custom-designed chassis when its supply of Studebaker frames ran out. Avanti Motors would continue to use the basic chassis into the early 1980s.
Israeli Presidential car in 1964 was a special designed LWB Lark. It was a 4 door convertible . It had short life due to technical problems.
- Although Studebaker phased out the Lark name in 1964, many Studebaker collectors and enthusiasts refer to the 1964-66 Studebaker sedans and station wagons (excluding Avanti and Hawk models) as "Lark-types". While these cars are significantly based on the Larks, Studebaker Drivers Club members recognize that the model name changes were made for marketing reasons.
- From 1959-1961, six-cylinder Larks were identified as "Lark VI" models, while V8-powered cars bore nameplates identifying them as "Lark VIII" models. Novices in the Studebaker hobby sometimes erroneously refer to these cars as "Mark VI" and "Mark VIII" Larks (not to be confused with the Lincolns of the same names).
- The early Lark four-door sedan's body was used to create the cab section of the 1960 Studebaker ChampStudebaker ChampThe Studebaker Champ was a light-duty pickup truck produced by the Studebaker Corporation from 1960-1964.Designed at a time when Studebaker's truck line hadn't seen major upgrading in over 10 years, the company, which had endured years of declining sales, was forced to use a number of existing...
pickup, Studebaker's last "all-new" truck design. A new back cab wall was created, with the front doors, dashboard and front sheetmetal largely unaltered from those of the car. A more "truck-like" grille was added to the Champ, but otherwise the bodies of the 1959-60 Larks and all Champs built from 1960 to 1964 share a great deal of their body components. In fact, some export market Champs were even built on the long-wheelbase Cruiser chassis instead of the truck chassis. None were sold in the U.S.
- A rear-facing third seat was optional on station wagons from 1959-1965. Wagons with this option did not come with a spare tire. Instead they came with special "Captive-Air" tires that had an inner lining that allowed the car to be driven even if the outer tire were punctured.
Australian production
Beginning in late 1960, the Studebaker Lark was also produced in AustraliaAustralia
Australia , officially the Commonwealth of Australia, is a country in the Southern Hemisphere comprising the mainland of the Australian continent, the island of Tasmania, and numerous smaller islands in the Indian and Pacific Oceans. It is the world's sixth-largest country by total area...
with the Canada Cycle & Motor Co (Vic) Pty Ltd having been granted the rights to build Studebakers under license in that country. Australian production ceased in 1966 although 1965 models rather than current models had been assembled in that final year. Unlike the American market cars, the Australian cars used the Lark nameplate through to the end.