I sort of miss that. Going for Breakfast to Wheeler's Pancake House in McDonalds Corners just NW of Perth, Ontario While working up in Ottawa, Canada I was made aware of a Studebaker that was being advertised for sale on the internet. They looked to be all-new, thanks to clever styling, but were the same old Lark. Onan; STP, Gravely; and ALCO (formerly American Locomotive). That put the buyer among the ones looking at imports. This is an ALL original untouched vehicle purchased new by them and has been in our family since new. $2,595. With the ’64 redesign, Studebaker deemphasized the Lark nameplate, and so all non-Hawk Studebakers were emblazoned with their trim levels: Daytona, Commander, Cruiser, etc. I don’t miss them . Dealership franchises were obtained from Studebaker during that period. google_ad_client: "ca-pub-2856021546132619",
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With further advances such as a V8 engine and automatic transmission–both designed in-house, a major achievement for an independent–Studebaker sold lots of cars through 1952, when they celebrated their centennial anniversary. As a kid, I realized it was a “Stupidbaker”, and doomed, but I liked it regardless. The denuded Canadian-built 1964 lineup would be limited to bread-and-butter family cars, not hot rod Avantis, Larks or GT Hawks. I’d heard they made Larks in Israel but didn’t know the details. sedan 70,269 gasoline green ; The car was always garage kept, even to the extent the banker will drive 2 miles from his house to Turner's motors where it will be parked inside during the day and then he would drive it .
RIP to them all! a lot of elbow grease. There's even a dealer-installed air conditioning system. It was high, and “truck like”. Studebakers were obsolete for years by the time they called it quits, regardless of styling – which in the case of the hardtops was superb. At one point all the major players offer a nifty flip down, chrome faced tissue dispenser to mount under the dash. The big three kept raising the stakes and eventually, Studebaker, like all the others had to fold. I’d love to own it. around eight years herself and they were approached while up in the Ottawa The Rambler was almost modern -by the standards of the ’80s, when we were comparing these cars. There’s a 1959 Lark under there, but it sure isn’t obvious.
BTW, that Daytona was a sharp car. Perhaps it was performed with Brook Stevens’ direction, but I believe that this facelift was the work of Gene Requa. My first toy car as a child was the Studebaker Wagonaire by Matchbox. Egbert did all he could to keep Studebaker afloat, but unfortunately his effort didn’t translate into any meaningful sales increase. ownership and sure enough I recognized the name, Joyce Madjanovich who was the
Growing up, there was always a “secret” about Studebaker’s demise, but as an adult, one finds that it just mismanagement and short sighted business goals that did in the oldest US auto manufacturer. Even though the miniscule operation was, by that time, making a profit. Required fields are marked *. My uncle wound up buying a new Comet Caliente 6 for much less though. Thanks for the tip. I think it has more to do with the money men being greedy thieves rather than the conglomerate business model itself. The Rambler Classic and Ambassador from 1963-66 were attractive cars in many ways, but they looked dull compared to a Malibu or a GTO. Not me by a long shot. Depending on condition of course. Unfortunately, those same guys started making bad decisions that led to the last South Bend Studebaker cars leaving the soon-to-be-shuttered factory in December 1963; 1964 models, like this one. What would be his last assignment for Studebaker was the 1964 model refresh, seen here. Really nice cars, but Studebaker, like all independents was at the big poker table against some pretty competent players (GM, Ford, Chrysler) with LOTS more money. The body is straight, some filler in the usual locations. Like meeting a friendly homeless dog, I sooooo wanted to take this car home with me. Tying up with IH does make a certain historical sense. The automotive division of Studebaker was doomed regardless of whether the parent company diversified. Like kids in a garage, doing an SBC swap. This classic only gets nicer when you see all the paperwork that is included in the sale. The 64 Studes are among my very favorite cars. Although it was before I was old enough to pay attention, I suspect that it was a dual dealership before Stude was shuttered. The Avanti, however, was right for any era. Even the Indian Tata sells a lot of stuff from table salt to steel to cars and trucks, under the same trademark even, and has also founded and owns India’s largest outsourcing/IT Consultancy firm, called (unsurprisingly) Tata Consultancy Services.
That, and the fact that I never had an opportunity to drive a Studebaker…or a Nash…or a Kaiser…or a Hudson. When I recounted this tale to our son who got his masters at the U of Portland (as did his wife), he laughed out loud. 20 Replies to “1964 Studebaker Cruiser and Daytona: The Last Pass For South Bend” Dirty Dingus McGee September 1, 2018 at 9:19 pm.
Of course Canadians are like domestic USA buyers and gloriously tight fisted. While technically still Larks, the name was not seen on the car. The interior was very different as it was a deep blue velour and in Whats the par on the Stude? For example, the elementary school I went to, a stunning red-brick building with a slate roof that looks kind of like a castle, was built with significant funding from the Studebaker family. Authentic restoration would not be feasible. I told him to attempt to start the car to see if the engine Let us not forget that for many years, even the big three got in on the act, as well: For example, GM owned Frigidaire, and Ford owned Philco. it as they knew little about Studebakers and its real worth. I love the way you use the brochures. Even though anyone could order an R3 in any Lark, Hawk, or Avanti in ’63 and early ’64, the high price (twice what the R2 upgrade cost) and inavailability of air conditioning drove away buyers. A spare parts, a large toolbag and the willingness to get your hands dirty. I have one of the very last 63 MY Champ’s sitting next to my garage.
Available only as a four- door sedan, the $2,595 Cruiser ran about $650 above the cheapest Lark, the $1,935 six-cylinder Challenger two- door sedan. You would be surprised to find out that a lot of parts were had from a third party distributor and rebadge to fit the particular need. Going for Breakfast to Wheeler's Pancake House in McDonalds They’re all durable consumer goods, sheet metal boxes with mechanical components inside. (They even offered broughams.). The conglomarate that owned Stude wanted out of the car biz and simply starved it to death. A business…is the sum total of its management talent and intelligence. That led to astronomical production costs compared with the Big Three, and Studebaker’s rapidly aging facilities complicated matters further. I’ve read one or two articles over the years that suggested or wondered about a merger of Studebaker, Packard, Nash and Hudson. Studebaker got off to a great start in the postwar era with their startlingly modern, all-new 1947 line. He first worked his magic in 1962, with the Mercedes-like 1962 Larks. Studebaker was not part of the space age 1960’s.
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