Studebaker Lark
The Studebaker Lark was a " compact " car, which the Studebaker -Packard Corporation produced from 1959 to 1962. In the years 1963 and 1964 again renamed the Studebaker Corporation continued the production. Furthermore, the model in the years 1959 to 1966 by the Canadian branch Studebaker of Canada Ltd.. built. The Lark and its derivatives were the most commonly -made model of Studebaker, which in 1952 celebrated its 100th anniversary in 1966 and ceased production. When the Lark was designed cooperated the Studebaker -Packard Corporation with the Curtiss -Wright Aircraft Company. For 2015, a further generation of the Studebaker Lark is announced. The new model will be built by the Studebaker Motor Company.
Development
The Studebaker Lark used basically the structure and body of the larger Studebaker models of the years 1953 to 1958. The car was the compact car by reducing the front and rear overhang and the reduction of the wheelbase. It was hoped that this model, which was released in the fall of 1958 as a 1959 model, would save America's oldest vehicle manufacturer, as had done in the years before the Second World War, the Studebaker Champion. There were two series of Larks: The Lark VI and VIII of the Lark, which respectively indicated the type of engine. Both series were in the equipment lines Standard and shelf.
1959-1961
The sales figures for the 1959 and 1960 models were pretty neat, because Studebaker had met with some dealers of the "Big Three " (GM, Ford and Chrysler), which still could not offer compact cars agreements " double Represents". This program threw 1961 Studebaker back decisively, as all the major manufacturers even offered compact cars and their dealers forced to return the Studebaker - representations.
Initially were 2 - and 4-door sedans, a 2-door hardtop coupe and a 3- door station wagon offered. From 1960 there was also a nice drawn convertible (the first at Studebaker since 1952) and a 5- door station wagon. In 1961, a new 4-door sedan, the Cruiser is introduced, which had a longer by 115 mm wheelbase ( 2870 mm compared to 2755 mm), which is more like the Studebaker with a long wheelbase as the Land Cruiser in the late 1940s and early 1950s years remembered. A folding fabric roof - called Skytop - was available for all sedans and the hardtop coupe.
1959 and 1960 there was the Lark with either the six-cylinder with side valves (L -Head ) and 2,785 cc or with the V8 with 4,244 cc displacement. In 1961 there were on request a V8 engine with 4736 cc capacity of the model Hawk, and from 1963 also the high-performance " R Series " were engines - some even equipped with Paxton compressors, then up to 335 bhp (246 kW) supplied - built.
Despite some design improvements, such as new air intake system, a top -controlled six-cylinder engine, revamped steering systems and minor styling changes, the sales of the Lark 1961 fell rapidly, because the major U.S. automobile manufacturers offered their own, slim compact car that came up with more modern details as the despite the best efforts Studebaker Lark aging.
1962-1964
To counter the trend of sales figures downward, the structure of the Lark in a decisive, but cost revision 1962 by Brooks Stevens was extended and modernized its interior. Studebaker was received with Daimler -Benz in 1957 a sales cooperation, and the new grille of the Studebaker should see the Mercedes- Benz models similar. The management of Studebaker was obviously very excited about the changes that prompted Stevens. She could not believe at all that he had brought this with so little money on commuting.
In addition to the new styling followed the Studebaker bucket seat and console madness of the early 1960s and introduced the trim Daytona. After the Cruiser the best-equipped sedan had become in 1961 that replaced the equipment line Daytona shelf in Coupé and Cabriolet as the best equipment, the equipment line shelf was still available for another year.
Immediately after Stevens ' transformation 's sales figures increased again; had it not been for the strike by the United Auto Workers ( union ) in early 1962 Studebaker plant in South Bend, the company could have sold slightly more than 100,000 new cars this year. But as there were over 90,000, significantly more than in 1961.
1963 disappeared the outdated panoramic windscreen of the Lark and the assembly was easier thinner door and roof pillars, which the car made her look even more modern. Studebaker also introduced the new Wagonaire with a sunroof, which was also designed by Stevens, and for the first time since its introduction in 1961 was called the Lark Cruiser not more, though he was still one, but with more luxury features than the regular models.
In 1963, the Daytona line was expanded by the new Wagonaire joined them to the Cabriolet and Hardtopversionen still offered. The formerly best equipment line shelf replaced the deluxe amenities of the year 1959-1962 and the custom was now the best equipment line. The Custom models had included a decoration of the sides of the vehicle, such as the Daytona of 1962, during Daytona and Cruiser received new decorations, which began as a thin strip on the front fenders, wider towards the rear were and the word " Daytona " or " Cruiser".
Mid- 1963, Studebaker the standard series one, a completely unadorned equipment line of Lark in the nature of the Scotsman from 1957/1958, although he -. , Such as the Cruiser - was a Lark, had no Lark lettering, but only the name " Studebaker " the front wings. Moreover, had the standard - according to his modest Image - no decorations on the sides of the vehicle. The standard was a good offer and mainly intended for large vehicle fleets; the 2 -door sedan cost 1.935, - U.S. $. Especially in comparison with other compact car he was reasonably priced.
The modest changes that saw Studebaker as a continuation of the improvements of the previous year, did not meet the buyers. This brought back lower sales figures, this time about 77,000 pieces.
So the management Stevens allowed larger (but still inexpensive) changes for the model year 1964. The new appearance coincided with the disappearance of the name Lark. The default of 1963 for Challenger, which lines the shelf and custom to the Commander, the Daytona was also available as a 4-door sedan, and the cruiser there continued. All except the cruiser had a Wagonaire.
The grille in Mercedes -art models 1962/1963 has been replaced by a pressed aluminum grill over the entire width of the vehicle, which had rectangular edges of the headlights. Stevens made hood, roof and trunk lid flat and revised the rear panel so that it now horizontal tail lights and reversing lights recorded, the 1962 introduced, still the new appearance matching fenders were maintained, the cost of new tools lowered significantly.
The last Studebaker in the U.S.
Studebaker tried to present the 1964 models as powerful, and sent some to Bonneville Flats to new speed records for production cars. Gene Booth, editor of the magazine Car Life, went to South Bend and helped to build a Daytona hardtop coupe, which tested the magazine later. This car was the only one that was equipped from the factory with the genuine Yamaha Dual Card Quad "R4 " machine with 4,989 cc displacement.
Despite all efforts, it quickly became apparent that nothing could bring the sales figures of Studebaker from the cellar, neither any styling change nor the introduction of new models, such as that of the Wagonaire 1963. The introduction of high-performance engines of the "R- series" and benefit packages ( by type Studebaker Avanti of ), with the help of " Mr. Indy 500 " Andy Granatelli were developed, the Studebaker board Paxton and STP departments, this does not make it.
In the fall of 1963, the management decided after the 1964 models could give no great customer interest that you finally got up to leave from the automobile business itself. But this should be done slowly and methodically, so that society would not see damages brought by disgruntled dealers over.
On 9 December 1963, the closure of the factory in South Bend (Indiana) was announced, and the last car in the design of the Lark, a burgundy 1964 Daytona, which was to go to a dealer in Pennsylvania, left the assembly line on December 20, 1963.
Production in Canada 1964-1966
1964-1965
After the closure of the factory in South Bend manufacturing plant in Canada was continued in Hamilton (Ontario). The engines for the late 1964 models came even from the factory in South Bend, to the contracts had expired with the United Auto Workers ( union ).
The 1964 models from Canadian production did not differ very much like those of South Bend; However, the entire Challenger Series has been discontinued. Six -cylinder models of the Daytona, which had not existed in the U.S. ( but in Canada), were added to the new offer for the United States. Another new model was the Commander Special, which combined the mediocre appointed Commander - building and the sporty interior of the Daytona. It was reasonably priced and therefore modestly also popular, and served as the basis for a 1965 model.
When the foundry in South Bend in May 1964 closed its doors because the contract had expired with the union, Studebaker had to start looking for a new engine supplier. The small engineering department reviewed carefully Offers by GM and Ford, the GM engine was found to be suitable, and so ordered Studebaker engines ( at a higher price than before from South Bend ) from the Canadian plants by GM. These were the McKinnon - six-cylinder Chevrolet ³ on - base with 3,179 cc and the V8 with 4.638 cm.
Interestingly, Studebaker decided, although they have moved the engines from GM, not for GM transmission; Instead, you bought it, as a long time ago, at BorgWarner. With only minor changes to adapt to the McKinnon - engines, the known and proven Studebaker mechanics of how overdrive, traction on the mountain and Flight -O -Matic automatic transmission remained on offer.
The Studebaker model lineup changed in 1965 only slightly: The Commander was as 2 - and 4 -door sedan and offered as Wagonaire. The 4-door Cruiser sedan was available as well as the Daytona Wagonaire. Convertible, hardtop coupe and 4-door sedan version of the Daytona were however discontinued. In addition to the Wagonaire there were only the two - door sports sedan with a vinyl roof, which was derived from the 1964 Commander Special, a 1965 Daytona. All models were equipped with a few changes as 1964; only the Commander got rectangular headlights instead of the twin headlights of the previous year.
The sales figures but continued to fall; less than 20,000 Studebaker were produced in 1965. Some people attributed this to the fact that Canadian works not every year the styling changed (that probably worked at Volkswagen, but not at Studebaker, who could look back on a long tradition of annual styling changes ). Other people - including many Studebaker enthusiasts - had the feeling that the Canadian Studebaker with GM engine simply were not real Studebaker more. The name " Chevybaker " made the rounds and recalled the opprobria " Packard Baker " of 1957 / 1958.
1966
The 1966 Studebaker, which the advertising attested to a "Smart New Look" were slightly redesigned 1965 models to waive, contrary to the original policy, to annual changes. The cars had a new fashion grille, single headlight, revised, simplified decorations on the sides of the vehicle, a luxurious new interior (even the simplest Commander) and other improvements. Even the famous " Hawk" logo appeared out of the woodwork again and was seen on tires and on the radiator grille and on the front fenders. The revision, which was evidently begun by Brooks Stevens, the Detroit design studio Marcks, Hazelquist and Powers led to the end.
Bob Marcks, who later worked as a designer at Chrysler, commented in an interview in 1970 that the general opinion was both the management and the design office that the cars Studebaker 's image larger cars would need. To accomplish this, despite the limited budget of Studebaker, chose the design office colors and upholstery material that was where the Cadillac and Lincoln models comparable rather than those that one would expect for cheaper cars. The tasteful upholstery of nylon brocade with vinyl facilities in contrasting colors, which was in the Cruiser Series, this philosophy is special.
Studebaker's last mechanical innovation, the " Refreshaire " forced ventilation of the interior with exhaust fans in the rear lights, first appeared in the 1966 models. The Refreshaire system made the opening of the triangular windows in the front doors completely useless. The Cruiser equipped with triangular windows for ventilation in the rear doors since its release in 1961, lost amenity one with the introduction of Refreshaire system.
Under the bonnet there was the larger six-cylinder 3,769 cc capacity as an option, but right only for models with automatic transmission. Later there was this engine but with all three gear types.
The only change in the 1966 model range was that the Wagonaire now had its own model and not a form of Commander or Daytona. The station wagon was on the front fenders Studebaker lettering and had the exterior and the grille of the Commander, but the interior of the Daytona. The hardtop version was available again after a year and the third row of seats was no longer available.
All other models, the commander, the Daytona and Cruiser, experienced no change. The commander, however, received some additional standard equipment such as air conditioning, washer and some other in January 1966.
Despite styling change, more advanced mechanics and enhanced standard features sales fell rapidly, even against the poor figures of 1965. Surprisingly scored the plant in Hamilton, despite the low emissions a small profit, as its president, Gordon Grundy, wherever possible, one parte costs to to reach the breakeven point as early as possible.
Nevertheless, the efforts of Grundy could not convince the management. Most members saw the closure of the factory in South Bend, the first step to a complete withdrawal from the automotive business, but obviously they informed Gordon Grundy not about that. Grundy, who had worked with his small team and Marcks, Hazelquist and Powers on the facelift for the 1967 models, beginning in 1966, addressed the Board with a request for an investment of less than 300,000, - U.S. $ for new tools ( a paltry sum compared to other automobile manufacturers ). To his great disappointment he was told that there would be no more 1967 automobile production. Subsequently, efforts were made to close the plant Hamilton as soon as possible. The last Studebaker, a 4-door sedan version of the Timberline Turquoise Cruiser, was completed on March 17, 1966. This was the last of only 8,935 (some sources say 8947 ) Studebaker, which were built in 1966.
The last Lark, there are still
Both the last car produced in South Bend and the last Canadian cars still exist and are in the Studebaker National Museum in South Bend issued (Indiana).
The last built in the U.S. Studebaker, the aforementioned burgundy red hardtop of 1964, kept the company and no longer handed him over to the dealer in Pennsylvania, who had appointed him. This car is considered the last "new" Studebaker, as it has only 30 miles on its odometer.
The last Canadian Studebaker, a 1966 Cruiser was driven a few thousand miles from an employee of the Company ( the records show that it was built for the spare parts center in South Bend ). He was then taken to the factory museum and restored in the state 1.
The " Lark -like " and other Trivia
- Although Studebaker Lark was the name of fall 1964, collectors and enthusiasts are all from 1964 to 1966 Studebaker made to the " Lark -like " because the cars look similar, despite the name change, the 1959 manufactured until 1963 Lark.
- From 1959 to 1961 were called the six-cylinder models of the Lark " Lark VI " while the car with V8 engines were called " Lark VIII ". Newcomers to the Studebaker hobby call these models sometimes mistakenly " Mark VI " or " Mark VIII ". This is incorrect; there is only Lincoln models of that name.
- The bodies of the early 4-door sedans Lark was used for the cabs of the Studebaker Champ pickup, the last completely new truck model of Studebaker. We designed a new rear cover for the driver's cab, new front doors, a new instrument panel and a new muzzle which all looked very similar to the corresponding parts of the car. The Champ received a rather truck -like grille, but otherwise all Champ 1960-1964 and the bodies of the 1959 's and 1960's Lark same striking. Some Champ for export were actually built on the extended chassis of the cruiser rather than on a separate truck chassis. Of these, none has survived, but they have not even shipped in the U.S. but abroad.
- 1959 to 1965 there was a third, rear-facing row of seats for the station wagon. Vehicles with this institution had no spare. Instead, they were equipped with run-flat tires under the name " Captive - Air", with which one could continue even after a puncture.