Studebaker Lark
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The Studebaker Lark was a “compact” car that the Studebaker-Packard Corporation manufactured from 1959 to 1962. In 1963 and 1964, the again renamed Studebaker Corporation continued production. In addition, the model was also sold by the Canadian subsidiary Studebaker of Canada Ltd. from 1959 to 1966 . built. The Lark and its derivatives were the most frequently produced model series by Studebaker, which celebrated its 100th birthday in 1952 and ceased production in 1966. When the Lark was designed, the Studebaker-Packard Corporation cooperated with the Curtiss-Wright Aircraft Company .
development
The Studebaker Lark basically used the structure and body of the larger Studebaker models from 1953–1958. The car became a compact car by reducing the front and rear overhangs and reducing the wheelbase. It was hoped that this model, which appeared in the fall of 1958 as the 1959 model, would save America's oldest automaker, just as the Studebaker Champion had done in the years leading up to World War II . There were two series of Larks: The Lark VI and the Lark VIII , which each indicated the engine type. Both series were available in the standard and shelf equipment lines .
1959-1961
The sales figures for the 1959 and 1960 models were quite decent, as Studebaker had "dual agency" agreements with some dealers of the "Big Three" (GM, Ford and Chrysler) who were not yet able to offer compact cars. This program set Studebaker decisively back in 1961, when all major manufacturers offered compact cars themselves and forced their dealers to return the Studebaker agencies.
Initially, 2- and 4-door sedans, a 2-door hardtop coupe and a 3-door station wagon were offered. From 1960 there was also a nicely drawn convertible (the first at Studebaker since 1952) and a 5-door station wagon. In 1961 a new 4-door sedan, the Cruiser , was introduced, which had a 115mm longer wheelbase (2870mm versus 2755mm), more reminiscent of the long-wheelbase Studebaker like the Land Cruiser of the late 1940s and early 1950s. Years remembered. A folding fabric roof - called the Skytop - was available for all sedans and the hardtop coupe.
In 1959 and 1960 there was the Lark either with the in-line six-cylinder with upright valves (L-Head) and 2,785 cm³ displacement or with the V8 with 4,244 cm³ displacement. From 1961 there was also a 4.736 cm³ V8 engine from the Hawk model series on request , and from 1963 the high-performance "Series R" engines - some even with Paxton compressors, which then reached up to 335 bhp (246 kW) delivered - built-in.
Despite some design improvements, such as a new intake system, an overhead six-cylinder, renewed steering systems and minor styling changes, sales of the Lark fell sharply in 1961 as the larger US automakers offered their own slim compact cars that could come up with more modern details than the despite the best Efforts Studebaker's Aging Lark.
1962-1964
To counteract the downward trend in sales, the structure of the Lark was extended in a decisive but inexpensive revision in 1962 by Brooks Stevens and its interior was modernized. Studebaker entered into a sales cooperation with Daimler-Benz in 1957, and the Studebaker's new radiator grille was supposed to look similar to that of the Mercedes-Benz models. The Studebaker management was obviously very pleased with the changes Stevens made. She couldn't believe he had done this with so little money.
In addition to the new styling, Studebaker followed the bucket seat and console craze of the early 1960s and introduced the Daytona trim level . After the cruiser became the best-equipped sedan in 1961, the Daytona replaced the Regal equipment line for the Coupé and Cabriolet as the best equipment, with the Regal equipment line being available for another year.
Immediately after Stevens' redesign, sales rose again; had it not been for the United Auto Workers' strike at Studebaker's South Bend plant in early 1962, the company could easily have sold over 100,000 new cars that year. But as it was, there were over 90,000, significantly more than in 1961.
In 1963 the obsolete panorama windshield of the Lark disappeared and the structure was made easier by thinner door and roof pillars, which made the car look even more modern. Studebaker also introduced the new Wagonaire with sunroof one, which was also designed by Stevens, and since its introduction in 1961, the cruiser was not more Lark for the first time, although he was still one, but with more luxury features than the regular models.
In 1963, the Daytona line was expanded by adding the new Wagonaire to the convertible and hardtop versions that were still offered. The formerly best equipment line Regal replaced the deluxe equipment from 1959–1962 and the Custom now became the best equipment line. The custom models had a side decoration like the Daytona from 1962, while the Daytona and Cruiser received new decorations that started as a thin strip on the front fenders, widened towards the rear and included the word "Daytona" or "Cruiser" .
In mid-1963, Studebaker introduced the Standard series, a completely unadorned equipment line for the Lark in the style of the Scotsman from 1957/1958. Although - like the Cruiser - it was a Lark, it had no Lark lettering, only the name "Studebaker" on the front fenders. In addition, the standard - according to its modest image - had no decorations on the vehicle sides. The Standard was a cheap offer and was mainly intended for large vehicle fleets; the 2-door sedan cost US $ 1,935. It was inexpensive, especially when compared to other compact cars.
The modest changes, which Studebaker saw as a continuation of the previous year's improvements, were not enough for buyers. This again brought lower sales figures, this time around 77,000 pieces.
The management allowed Stevens to make major (but still inexpensive) changes for the 1964 model year. The new look coincided with the loss of the Lark name. The 1963 standard became the Challenger , the Regal and Custom lines became the Commander , the Daytona was also available as a 4-door sedan, and the cruiser continued to exist. Everyone but the cruiser had a wagonaire.
The Mercedes-style radiator grille of the 1962/1963 models was replaced by a pressed aluminum grille over the entire width of the vehicle, which had rectangular borders for the main headlights. Stevens flattened the bonnet, roof and trunk lid and redesigned the rear panel to accommodate horizontal taillights and reversing lights, while maintaining the fenders introduced in 1962, still matching the new look, significantly reducing the cost of new tools.
The last Studebaker from the USA
Studebaker tried to portray the 1964 models as powerful and sent some to Bonneville Flats to set new speed records for production vehicles. Gene Booth , editor of Car Life magazine , went to South Bend and helped build a Daytona hardtop coupe, which the magazine later tested. This car was the only one that was factory-equipped with the dual quad "R4" machine with a displacement of 4,989 cc, which is subject to a surcharge.
Despite all efforts, it quickly became apparent that nothing could bring Studebaker's sales figures out of the basement, neither any styling change nor the introduction of new models such as the Wagonaire 1963. Also the introduction of the high-performance engines of the "R series" and performance packages (according to Art des Studebaker Avanti ), which with the help of “Mr. Indy 500 “ Andy Granatelli , who headed Studebaker's Paxton and STP departments, failed.
In the fall of 1963, after the 1964 models could not arouse too much customer interest, the management decided that they wanted to finally say goodbye to the automotive business. But it should be done slowly and methodically so that society would not face damages claims from disgruntled dealers.
The South Bend, Indiana factory closure was announced on December 9, 1963 , and the last Lark-style car, a burgundy 1964 Daytona destined for a Pennsylvania dealer , left the assembly line on December 20, 1963 .
Manufactured in Canada 1964–1966
1964-1965
After the South Bend plant was closed, production continued at the Canadian plant in Hamilton, Ontario . The engines for the late 1964 models were still coming from the South Bend factory until the contracts with the United Auto Workers (union) expired.
The 1964 models made in Canada were not very different from those made in South Bend; the entire Challenger series, however, has been discontinued. Six-cylinder models of the Daytona that did not exist in the US (but in Canada) have been added to the new offering for the US. Another new model was the Commander Special , which combined the mediocre Commander body with the sporty interior of the Daytona. It was inexpensive and therefore, to a modest extent, popular, and so served as the basis for a 1965 model.
When the South Bend foundry closed its doors in May 1964 because the union contract had expired, Studebaker had to look for a new engine supplier. The small engineering department carefully examined offers from GM and Ford . The GM engine proved suitable, so Studebaker ordered engines (at a higher price than before from South Bend) from GM's Canadian factories. These were the McKinnon six-cylinder Chevrolet -based with 3,179 cm³ and the V8 with 4,638 cm³.
Interestingly, although Studebaker was already sourcing the engines from GM, they did not opt for GM gearboxes; instead, as for a long time before, they were bought from BorgWarner . With only small changes to adapt to the McKinnon engines, the well-known and tried-and-tested Studebaker mechanics, such as overdrive , hill start-up and Flight-O-Matic automatic transmission, remained in the offer.
The Studebaker model range changed only slightly in 1965: The Commander was offered as a 2- and 4-door sedan and as a wagonaire. The 4-door cruiser sedan was available as was the Daytona Wagonaire. The Daytona's cabriolet, hardtop coupe and 4-door sedan were discontinued. In addition to the Wagonaire, there was only the 2-door sports sedan with a vinyl roof, which was derived from the 1964 Commander Special, as the 1965 Daytona. All models were fitted with a few changes like in 1964; only the Commander got rectangular main headlights instead of the double headlights from the previous year.
But sales continued to fall; fewer than 20,000 Studebakers were made in 1965. Some people put this down to the fact that the Canadian factories didn't change the styling every year (that worked for Volkswagen , but not for Studebaker, which had a long history of annual styling changes). Other people - including many Studebaker enthusiasts - felt that the Canadian Studebakers with GM engines simply weren't real Studebakers anymore. The name "Chevybaker" made the rounds and was reminiscent of the shameful name "Packardbaker" from 1957/1958.
1966
The 1966 Studebaker, to which the advertising attested a “Smart New Look”, were slightly revised 1965 models, contrary to the original policy of foregoing annual changes. The cars had a new, stylish radiator grille, individual headlights, revised, simplified decorations on the vehicle sides, a luxurious new interior (even the simplest Commander ) and other improvements. Even the famous “Hawk” logo reappeared and was visible on the hubcaps and the radiator grille, as well as on the front fenders. The makeover, apparently started by Brooks Stevens, was completed by the Detroit design firm Marcks, Hazelquist and Powers .
Bob Marcks, who later worked as a designer at Chrysler , commented in an interview in 1970 that the general opinion of both management and the design office was that Studebaker cars needed the image of bigger cars. To do this despite Studebaker's limited budget, the design office chose colors and upholstery materials that were comparable to those of the Cadillac and Lincoln models, rather than those that would be expected in cheaper cars. The tasteful upholstery made of nylon brocade with vinyl fittings in contrasting colors, which was in the Cruiser series, shows this philosophy in particular.
Studebaker's last mechanical innovation, the “Refreshaire” forced ventilation of the interior with exhaust fans in the taillights, first appeared in the 1966 models. The Refreshaire system made opening the triangular windows in the front doors completely unnecessary. The cruiser, which had been equipped with triangular windows for ventilation in the rear doors since its appearance in 1961, lost this feature with the introduction of the Refreshaire system.
Under the bonnet there was the larger six-cylinder with 3,769 cm³ displacement as an optional extra, initially only for models with automatic transmission. This engine was later available with all three types of transmission.
The only change in the 1966 model range was that the Wagonaire was now a separate model and no longer a form of the Commander or Daytona. The station wagon had Studebaker lettering on the front fenders and had the exterior and grille of the Commander, but the interior of the Daytona. The hardtop variant was available again after a year break and the third row of seats was no longer available.
All other models, the Commander, the Daytona and the Cruiser, did not change. In January 1966, however, the Commander received some additional standard equipment such as air conditioning, windscreen washer and a few others.
Despite the styling change, more advanced mechanics and expanded basic equipment, sales fell sharply, even compared to the poor numbers of 1965. Surprisingly, the plant at the Hamilton made a small profit despite the low output, as its president, Gordon Grundy cut costs wherever possible the break-even point to reach as early as possible.
Still, Grundy's efforts failed to convince management. Most members saw the closure of the South Bend plant as the first step towards a complete exit from the automotive business, but apparently they did not inform Gordon Grundy about it. Grundy, who had worked on the facelift for the 1967 models with his small team and Marcks, Hazelquist and Powers , approached management in early 1966 with a request for an investment of less than US $ 300,000 for new tools ( a ridiculous sum compared to other car manufacturers). To his great disappointment, he was informed that there would be no more automobile production in 1967. Subsequently, efforts were made to close the Hamilton plant as soon as possible. The last Studebaker, a 4-door sedan of the Timberline Turquoise Cruiser, was completed on March 17, 1966. This was the last of only 8,935 (some sources also say 8,947) Studebakers built in 1966.
The last Lark are still around
Both the last South Bend car and the last Canadian car still exist and are on display at the Studebaker National Museum in South Bend, Indiana .
The company kept the last Studebaker built in the USA, the above-mentioned burgundy hardtop from 1964, and no longer delivered it to the Pennsylvania dealer who had ordered it. This car is considered to be the last “new” Studebaker as it only has 30 miles on its odometer.
The last Canadian Studebaker, a 1966 cruiser, was driven a few thousand miles by a company employee (records show it was built for the South Bend parts center). It was then brought to the factory museum and restored to condition 1.
The "Lark-like" and other trivia
- Although Studebaker dropped the Lark name in 1964, collectors and enthusiasts count all Studebaker made from 1964 to 1966 to the "Lark-like" class, as the cars look similar to the Lark made from 1959 to 1963 despite the name change.
- From 1959 to 1961 the six-cylinder models of the Lark were called "Lark VI", while the cars with V8 engines were called "Lark VIII". Newcomers to the Studebaker hobby sometimes incorrectly call these models “Mark VI” or “Mark VIII”. This is wrong; there are only Lincoln models of that name.
- The bodies of the early 4-door Lark sedans were used for the cabs of the Studebaker Champ Pickup, Studebaker's last completely new truck model. A new rear wall for the driver's cab, new front doors, a new dashboard and a new nose were constructed, all of which looked very similar to the corresponding parts of the car. The Champ received a grille that was more like a truck, but otherwise all Champs from 1960 to 1964 and the bodies of the 1959 and 1960 Lark are strikingly similar. Some of the Champs for export were actually built on the extended chassis of the cruiser rather than on their own truck chassis. None of them survived, but they weren't extradited in the USA, but abroad.
- From 1959 to 1965 there was a third, rear-facing row of seats for the station wagons. Vehicles with this facility did not have a spare wheel. Instead, they were delivered with run-flat tires under the name “Captive-Air”, with which one could continue driving even after a flat tire.
Web links
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- James H. Maloney: Studebaker Cars. Crestline Books, 1994, ISBN 0-87938-884-6 .
- Richard Langworth: Studebaker, the Postwar Years. Motorbooks International, 1979, ISBN 0-87938-058-6 .
- John Gunnell (Ed.): The Standard Catalog of American Cars 1946-1975. Kraus Publications, 1987, ISBN 0-87341-096-3 .
- Ed Reynolds: Studebaker Lark 1959–1966 Photo Archive. Iconografix, 2003, ISBN 1-58388-107-7 .