The Lark was a "compact" car built between 1959 and 1962 by The Studebaker - Packard Corporation, 1963-1964 by the Studebaker Corporation and between 1959 and 1966 by Studebaker of Canada Limited. Lark-based variants represented the bulk of the fine range of models produced by Studebaker, which celebrated its 100th anniversary in 1952 and ceased auto production in 1966. At the time the Lark was conceived, Studebaker-Packard Corporation was under a management contract with Curtiss-Wright Aircraft Company.
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Development
The Studebaker Lark was a car design that used the core body and panels of the full-sized 1953-1958 Studebaker models. The vehicle was built as a compact car, achieved by reducing the front and rear overhangs and shortening the wheelbase. 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. 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 "standard" and "Regal" trim variants.
1959 - 1961
Sales of the Lark models were brisk for the 1959 and 1960 model year, thanks to the fact that Studebaker had obtained "dual" dealerships with dealers of the Big Three manufacturers that did not as yet have their own compacts to sell. Unfortunately, the dualing program would come back to haunt Studebaker by 1961, when all the major manufacturers had compacts of their own, and forced the "dual" dealers to drop Studebaker. Initial models included two- and four-door sedans, a two-door hardtop and a two-door station wagon. In 1960, a smartly-styled convertible (Studebaker's first since 1952) and a four-door wagon joined the lineup. In 1961, a new four-door sedan, the Cruiser, was introduced, built on a 4.5" longer wheelbase (113" versus 108.5") which harked back to the long-wheelbase Studebaker Land Cruisers of the late Forties and early Fifties. A canvas covered folding sunroof dubbed the "Skytop" was offered on sedans and the two-door hardtop. For 1959 and 1960, Larks were available with either an L-head (flathead) 170 in³ six-cylinder engine or the company's 259 in³ V8. Testers at the time gave high marks to the V8's performance. For 1961, Studebaker added the 289 in³ V8 from the Hawk family sports car as an option, and by 1963, high-performance "R-series" engines, some equipped with Paxton superchargers, which delivered up to 335 hp (250 kW), were available. Despite a host of engineering improvements including cowl ventilation, an overhead-valve cylinder head for six-cylinder engine, revamped steering systems and a mild restyling, sales of the Lark dropped off precipitously for the 1961 model year as the other, larger United States automobile manufacturers had by that time introduced their own, sleeker compacts with more modern amenities than the aging Lark could provide, despite Studebaker's best efforts.
1962-1964
In an effort to reverse the trend of sagging sales, a striking yet cost-effective 1962 update by Brooks Stevens lengthened the car body and modernized the interior. Studebaker had entered into a distribution agreement with Daimler-Benz in 1957, and the design of the Lark's new grille was intended to mimic those of Mercedes-Benz automobiles. Studebaker's board of directors was reportedly extremely 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 '60s and introduced the Daytona trim level. As the Cruiser had become the top-of-the-line four-door for '61, the new Daytona replaced the Regal as the top-trim convertible and hardtop, although Regal versions of these body styles remained available for one more year. The immediate effect of Stevens' restyle was improved sales; had it not been for a strike by the United Auto Workers Local 5 in early 1962 at Studebaker's South Bend plants, the company could have easily sold more than 100,000 of the new cars. As it was, the company sold over 90,000, far more than had been sold in 1961. For 1963, the Lark's dated wrap-around windshield was eliminated and the "greenhouse" was lightened via thinner door and roof pillars, imparting an even more modern appearance. Studebaker also introduced the novel sliding-roof Wagonaire, also designed by Stevens, and for the first time since its 1961 introduction, the Cruiser was no longer called a Lark, although it still was very much one, albeit more luxurious than the regular models. The Daytona line was expanded for '63, adding the new Wagonaire to the continuing convertible and hardtop. The former highline Regal trim was pushed down to replace the '59-62 Deluxe trim, and the Custom took the Regal's former place. Custom models used side trim that was similar to that used on the '62 Daytonas, while Daytonas and Cruisers shared new side trim that started as a narrow molding on the front fenders and widened toward the rear, enclosing either "Daytona" or "Cruiser" script. In mid-1963, Studebaker introduced the Standard series, a totally stripped line of Larks in the vein of the 1957-58 Scotsman. While it, like the Cruiser, was obviously a Lark, it bore no Lark nameplates, just "Studebaker" scripts on the front fenders. In addition, the Standard, in keeping with its frugal image, carried no side trim. Mainly promoted as a fleet vehicle, the Standard offered good value; the two-door sedan was priced at just $1,935. This price was very competitive with other companies' small- and mid-sized cars. Unfortunately, though the '63 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. Undeterred, Studebaker's brass allowed Stevens to create a more extensive (but still inexpensive) restyling for 1964. The new look debuted along with the company's plan to phase out the Lark name entirely, in favor of the Challenger (a replacement for the 1963-1/2 Standard), Commander (which replaced both the Regal and Custom models), the Daytona (which became a full-fledged model line with the addition of a four-door sedan), and the continued Cruiser. All except the Cruiser offered a Wagonaire. 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.
Final U.S. Studebakers
Studebaker pushed hard to establish a performance image for the new '64 cars, sending a number of them to the Bonneville Salt Flats to set new production-car speed records. Gene Booth, the editor of Car Life magazine, went to South Bend and assisted in building a Daytona hardtop that the magazine later tested. The car Booth helped build was the only Studebaker equipped from the factory with the optional 304.5 cubic-inch, dual-quad "R4" engine. Despite the company's best efforts, unfortunately, it rapidly became apparent that no degree of styling change, nor the introduction of innovative models like the 1963 Wagonaire, nor the "R" series high-performance 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, could bring Studebaker's sales out of the doldrums. By the autumn of 1963, Studebaker's board of directors saw the handwriting on the wall. After watching the redesigned '64 model fail to spark interest by consumers, the Board decided that it was finally time to find a way out of the auto business, although it would by necessity have to be done slowly and methodically, otherwise the company would expose itself to contract lawsuits from angry dealers. The closure of the Studebaker operations at South Bend, Indiana was announced on December 9, 1963, with the final Lark-type car, a Bordeaux Red 1964 Daytona two-door hardtop (originally intended for shipment to a dealer in Pennsylvania), coming off the assembly line on December 20, 1963.
Canadian Production 1964 - 1966
1964 - 1965
After the South Bend closing, production continued at the Studebaker's Canadian plant in Hamilton, Ontario. Engines for the Canadian-built late-'64 models still came from South Bend through the end of the model year until the expiration of the United Auto Workers' contract. The "second series" Canadian-built '64 lineup wasn't much different from the South Bend offerings; however, the entire Challenger series was dropped. Six-cylinder-equipped Daytona models that had not been offered in the U.S. (but had been available in Canada) were added to the U.S. lineup. Another new addition was the Commander Special, which combined the mid-range Commander body 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. When the South Bend foundry closed in May of 1964 at the end of the union contract, Studebaker was forced to search for an outside engine supplier. The company's small engineering staff thoroughly tested engines from both General Motors and Ford. The tests showed the GM engines to be more suitable, so Studebaker began purchasing engines (at a higher price than what the South Bend engines had cost) from GM's Canadian operations; the chosen powerplants were Chevrolet-based McKinnon 194 in³ six-cylinder and 283 in³ V8 mills. Interestingly, although they had chosen GM's engines, Studebaker decided not to buy their transmissions; instead, the company continued to obtain them from longtime supplier Borg-Warner. With some minor changes made to adapt them to the McKinnon engines, the well-known and time-tested Studebaker drivetrain staples - overdrive, Hill Holder and the Flight-O-Matic automatic transmission - continued on the option list. The Studebaker model lineup was changed little for '65; 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 '65, 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.
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 wheelcovers, 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 and Powers. Bob Marcks, who later worked as a designer 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 Cadillacs 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 in³ six-cylinder engine was added as an option, first available only in models equipped 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 '66 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 the Daytona-level interior. The fixed-roof option returned after a one-year hiatus, and the rear-facing third seat was dropped from the options list. All of the other models, Commander, Daytona and Cruiser, continued unchanged. The Commander, however, did receive some notable additional standard equipment in January 1966 as the company included the Climatizer heater/defroster, windshield washer and other items at no additional cost. Unfortunately, despite the clever restyling, engineering advancements, and added standard equipment, sales dropped precipitously, even when compared against 1965's poor numbers. Surprisingly, though, while the Hamilton plant was not turning out many cars, it was — by most accounts — operating at a small profit, thanks to the efforts of the Canadian operation's president, Gordon Grundy, who cut costs wherever possible to bring the plant's breakeven point as low as possible. Grundy's efforts weren't enough to satisfy the company's board of directors, however. Most of them had viewed the South Bend 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 and Powers on a facelifted 1967 model, approached the board in early 1966 seeking less than $300,000 in tooling funds (a pittance by Detroit standards) for the job. 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 17, 1966. It was the last of only 8,935 (some sources incorrectly state 8,947) Studebakers built for 1966.
Final Larks still exist
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 final U.S. built car, the Bordeaux Red 1964 Daytona hardtop mentioned above, was retained by the company instead of being delivered to the Pennsylvania dealer who had ordered it. The car is considered to be the last "new" Studebaker, having only around 30 miles (48 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 to like-new condition.
"Lark-types" and other trivia
- Although Studebaker phased out the Lark name in 1964, Studebaker collectors and enthusiasts refer to all 1964-66 Studebaker sedans and station wagons as "Lark-types", since the cars are still as much Larks as the 1959-63 models, despite the name changes.
- From 1959 to 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 Champ 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 of these are known to survive, and none were sold in the U.S.
- A rear-facing third seat was optional on station wagons from 1959 to 1965. Cars 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.
References
- Maloney, James H. (1994). Studebaker Cars. Crestline Books. ISBN 0-87938-884-6.
- Langworth, Richard (1979). Studebaker, the Postwar Years. Motorbooks International. ISBN 0-87938-058-6.
- Gunnell, John, Editor (1987). The Standard Catalog of American Cars 1946-1975. Kraus Publications. ISBN 0-87341-096-3.
- Reynolds, Ed (2003). Studebaker Lark 1959-1966 Photo Archive. Iconografix. ISBN 1-58388-107-7.
