1959 to 1961 Studebaker Larks

The post war seller’s market 1947 to 1952 is gone.  The all new 1953 car, probably one of the greatest car designs of the fifties, opportunity has been squandered.  The Packard cash is gone and the 1956 through 1958 square design has Studebaker running red at an alarming rate.  Studebaker needs another 1939 Champion, here it comes, the all new 1959 Lark.  Well maybe not all new as it actually uses the 1953 center tub with sheet metal mods fore and aft.

In 1956, Studebaker-Packard was forced into a management agreement with Curtiss-Wright.  The relationship lasted until 1959, when Curtiss-Wright withdrew from the agreement.  Curtiss-Wright, led by Roy T. Hurley, had little automotive experience.  Most historical views indicate attempts to overhaul Studebaker’s structure, had little impact and red ink persisted.  However, Hurley was responsible for the appointment of long-time Studebaker employee Harold Churchill as Studebaker’s President in 1957.  The Lark is largely attributed to his vision.

While “Church” as he was often referred to may have been the visionary the actual design was done by, styling head Ducan McRae’s team using existing components with new styling to create a completely “new” car.  Other members of McRae’s team are Bob Doehler,  Del Coates, Bill Bonner, and Virgil Exner Jr.  Chassis modifications were under the direction of Studebaker’s chief engineer, Eugene Hardig.  It was reported in Fred Fox’s Turning Wheels article (September 2009) the project was done by a 100% in house design team, from drawing board to a complete vehicle in less than a year.

… 1959 …

The Lark has no tail fins, the trim is kicked up in the back to give a tail fin impression.  The tail lights are horizontal instead of vertical as they had been since 1950.  The front grille design seems to have been influenced by the Hawks, but a lot lighter design.  The head-lights are placed somewhat lower, necessary due to the extremely short front facade and the top edge of the front fender featured a sculpted line that extends forward, overhanging the headlights commonly called the “eyebrow” treatment.

Other than the necessary shorting of the frame and changing of the spring rates, mechanical changes from the 1958 models were few.  One somewhat interesting change was to take the “six” back to 170 cubes, instead of the 185 it had been during 1955 to 1958.  The change was most likely done to emphasize the Lark’s economy image, how else would Studebaker have been able to advertise its “new Lark Six!”.  The V-8 option was also limited to the “259” in keeping with the economy theme.  Transmission options were the same as 1958 models, two speed automatic, standard three speed, or three speed with over-drive.  Hill Holder, Twin Traction, Power Brakes, and Power Steering were options.  (Power Steering only on V-8 models).  Climatizer and Air Conditioning options were also available on all models.  The 14 inch wheels of 1958 are gone.  All Larks would run on 15 inch wheels with new wheel covers.

The interior design continues with the center glove box, but the cyclops eye speedometer is gone, replaced by a flush mounted circular speedometer, and another round gauge housing containing fuel & temp gages and oil & amp “idiot lights” inside an engine turned oval surround.

The Larks ran on a 108.5 inch wheel base, except the wagon and taxi which ran on 113 inches.  The hardtop and all V8 (VIII) models were limited to Regal Trim, Lark VIII 2dr, 4dr sedans, and 2d wagons were available with Deluxe trim for fleet orders.  The Lark VI 4dr sedan and 2 dr wagon could be had in either Deluxe or Regal trim, while the 2dr Lark VI could only be had with Deluxe trim.  The nameplates for the “six” models is “VI” while the name plate for the V-8 is “VIII”, which today as the younger generation knows little about roman numerals, these badges are often misunderstood.

“The new Lark line was introduced to the press on October 7th, 1958, to dealers on October 20th and on November 14th dealers could start selling them.  Early sales were very brisk.”  (ref: Fred Fox TW September 2009)

During 1956 Studebaker lost 43.8 million dollars, in 1957 another 11.1 million.  The first three quarters of 1958 the corporation lost more than the total of 1957, but as the Lark came on board the total loss for 1958 was only 13.4 million.  In the calendar year 1959 Studebaker turned a whopping 28.5 million dollars profit.  It appears Churchill has hit the proverbial home run, of course history as we all know will not be kind.

Quick Tells:  1959 Larks have “Studebaker” front fender Badges.  1960 Larks have VI or VIII badges on the front fenders.