1963 Studebaker Lark Review
By 1963, the Studebaker range had been trimmed down to three basic models - the compact Lark, sporty Hawk, and all-new Avanti sportscar.
While the Avanti was an image builder, and the Hawk served a similar function, the Lark was the company's bread and butter model. When it debuted in late 1958 as a 1959 model, the Lark proved to be the right car at the right time, and arguably kept Studebaker in the automobile game longer than they would have been without it.
The US had been hit by recession in 1958, turning many buyers away from large, expensive and thirsty American sedans, toward smaller, more economical 'compact' cars. At the time, American Motors/Rambler was the only domestic manufacturer seriously competing in this market, so the arrival of the distinctly-styled Lark was a welcome addition. Debut year production was a seriously impressive 131,078, helping Studebaker turn a profit of US$28.5 million for 1959, their first in five years. However, Ford, Chevrolet and Chrysler entered the compact market in force the following year, and as such, reduced Studebaker's slice of a growing market. Within two years, Lark production was down almost 30 percent, and dropped further for 1963.
As per its introductory year, the Lark was available in two main variants for 1963 - Six and Eight - signified by the 170ci six cylinder engine used in the former and the 259 (and optional 289) V8 powerplant for the latter. Different body styles were available, with 4-door sedans and wagons rolling on a 113-inch wheelbase, while the 2-door coupes, 2-door hardtops and convertibles were on a shorter 109-inch wheelbase.
Different trim levels were available across both the Six and Eight models. For the Lark Six, buyers could choose 'Standard', 'Regal', 'Custom' or 'Daytona' trim, while Lark Eight buyers had those same four options plus a 'Cruiser' version, promoted as the "prestige" Lark, running a 289 V8 engine as standard.
Interestingly, neither the standard nor Cruiser versions carried the Lark name anywhere on the body. This was part of a deliberate move by Studebaker to gradually phase the name out of their lineup. The Daytona, as the name suggests, was the sportier of the trim and spec options available. It had debuted in 1962, and was denoted by front bucket seats, a centre console, full length floor carpeting and, in the Lark Eight models, two different V8 engine options in different tune levels. Externally, Daytona badging and special chrome side trim further distinguished this version from other Larks.
With the company haemorrhaging money, there was precious little cash available for development, so the 1963 Larks differed little from the previous year's models, which were themselves facelifts of the original 1959 design. The main change was around the glass area, with both front and rear windscreens altered for less of a wraparound design, and thinner screen and door pillars. The quad headlight restyle from 1962 was retained, and the very Mercedes-style grille pattern was slightly changed. A small badge on the nearside corner of the grille bore either 'Lark' or '8' depending on what was under the bonnet. Minor changes were also made to things like tail lights, turn signals, badges and chrome trim. Partway through the model year, front seatbelts became standard fitment.
The exception to the 'warmed over' offerings for 1963 was the introduction of a new station wagon, dubbed the 'Wagonaire'. What was interesting and innovative about the Wagonaire design was the rear section of the roof, which could slide forward to create room for large or tall loads, essentially offering the carrying versatility of a pickup truck, but with passenger car comfort. With the optional rear-facing third row seat in place, the sliding roof served as a sunroof, too. Options on both the Wagonaire and fixed-roof wagons included a tailgate step and power-operated rear window.
Optional on all Lark Eights for 1963 were the 'R-1' and 'R-2' performance engine packages. Released early in the year, both variants were based on Studebaker's existing 289 cubic inch V8, but featured performance parts originally developed for the Avanti sportscar. The R-1 featured a four barrel carburettor, revised compression ratio, special camshaft and stronger bearings to produce 240hp - 15 horses more than a standard Lark 289 V8. The R-2 was the real excitement package, though, as it featured a Paxton supercharger that produced 289hp. With an R-2 package and four-speed manual transmission, a top speed close to 200kph was possible. The four-speed manual was released around the same time as the R-1/R-2, as part of a "Super Lark" performance package. The package also included heavy duty suspension, rear stabiliser bar, limited slip diff, and disc front brakes. A heavy duty Borg-Warner three-speed automatic could be optioned in place of the manual. Power-assisted disc brakes were also offered as options across the entire Lark range.
These additions, as good as they were and all the more impressive for being done on a shoestring budget, still weren't enough to turn Studebaker's fortunes around. Sales were well below predictions, and the company lost US$7.5 million in the first six months of 1963 alone. By November, a backlog of 3000 cars saw the assembly lines at Studebaker's South Bend factory shut down to try and clear the excess inventory. As it turned out, they were never to restart, with the announcement coming in December 1963 that US manufacture of Studebakers would cease, with production shifting to Canada on a much smaller scale. This effectively spelled the end for Studebaker, at least in the sense of it being an American automobile manufacturer.
The rarity of the final year Larks makes them quite collectable today, but the Lark, or indeed any Studebaker, has never enjoyed the same mass appeal of a Chevrolet or Ford. Of the 1963 models, the 2-door hardtops and convertibles are arguably the most attractive, but the Wagonaire has the 'wow' factor. Problems in keeping the sliding roof watertight saw many Wagonaire's rust away, so they're as rare, if not rarer, than an R-1 or R-2 equipped Lark. Largely overlooked today, Studebakers make for a very usable and tunable classic that's distinctly different from the GM, Chrysler and Ford cars from the same era.
SPECIFICATIONS: 1963 Studebaker Lark
Engine: (Lark Six) 169.6ci OHV inline six cylinder
(Lark Eight) 259ci OHV V8, 289ci OHV V8
Bore/Stroke: 3.0" x 4.0" (Six), 3.56" x 3.25" (259 V8), 3.56" x 3.62" (289 V8)
Compression: 8.25:1 (six), 8.5:1 (259 & 289 V8)
Power/torque: (Lark Six) 112bhp@4500rpm / 154ft/lb@2000rpm
(Lark Eight - 259) 180bhp@4500rpm / 260ft/lb@2800rpm
(Lark Eight - 289) 210hp@4500rpm / 300ft/lb@2800rpm
Fuel system: 1 bbl carb (Six), 2bbl carb (259 & 289 V8)
Cooling system: Liquid
Electrics: 12 Volt
Transmission: 3-spd man, optional overdrive, 4-spd man & 'Flightomatic' auto
Front Suspension: Independent coil springs/shocks
Rear Suspension: Semi-elliptic leaf springs/shocks
Front brakes: Drum, optional disc
Rear brakes: Drum
Wheels: 15" Fr/Rr
Tyres: 6.50 x 15 (113" w/base), 6.00 x 15 (109" w/base)
Wheelbase: 109" (2769mm) 2-dr h/top, 2-dr sedan, convertible
113" (2870mm) 4-dr sedan, 4-dr wagon
Length: 184" (4674mm) 2-dr h/top, 2-dr sedan, convertible
188" (4775mm) 4-dr sedan, Cruiser
190 3/16" (4832mm) Wagonaire/wagon
Width: 71 1/4" (1810mm)
Weight: 2610lbs - 3240lbs (1184kg - 1470kg)
depending on body style & engine type
Fuel Capacity: 18 gal (68lt)
0-100 kph: 12.5 seconds - approx (with 259ci V8)
Top Speed: 155 kph - approx (with 259ci V8)
