Studebaker’s Hawk was the carmaker’s last gasp
Studebaker stopped building cars in 1966 (last produced in Hamilton, Ont.) driven out of business by relentless completion from the Big Three (General Motors, Ford and Chrysler).
This venerable enterprise had been formed in 1852 by brothers Henry and Clement Studebaker to build wagons and other products in South Bend, Indiana. In 1902, it moved into cars and gained a reputation for quality products, including the interesting models that came near the end: the Hawk series of the 1950s and ’60s.
The Hawk story began with the lovely, low 1,432-millimetre-high 1953 Starlight and Starliner coupes, which Road & Track enthusiastically called “the American car with the European look.” In 1955, Studebaker revived the old President name and the Starlight coupe became the President Speedster.
The Speedster name lasted only one year before changing into the Hawk series coupes in 1956. There were four models: Flight Hawk, Power Hawk, Sky Hawk and Golden Hawk. The Flight, Power and Sky Hawks were based on Studebaker Champion, Commander and President trim levels respectively. At the very top of the hierarchy was the Golden Hawk.
All had the longer 3,061-mm President wheelbase rather than the 2,959 mm of other models. As befits the most expensive of the line, the Golden Hawk was loaded with equipment and power.
Studebaker Corp. and Packard Motor Car Co. had merged in 1954 to form Studebaker-Packard Corp., and along with its cars and a grand old name, Packard brought its 5.8litre overhead-valve V-8, the engine used in the Golden Hawk.
In spite of a strong forward weight bias, the Golden Hawk would accelerate smartly in a straight line. Studebaker-Packard advertising claimed zero to 100 km/h in 8.7 seconds, quite quick for that era.
But many felt that the Power Hawk with Studebaker’s 4.2-litre V-8 or Sky Hawk with the 4.7-litre V-8 were better all-round choices. Although lacking the Golden Hawk’s brute power, they had better weight distribution.
The lesser coupes had another advantage: They didn’t get the Golden Hawk’s bolt-on fibreglass fins, at least not for 1956. This cleaner rear styling wouldn’t last long, as the 1950s fin fad soon caught up with them, too.
For 1957, the Hawk series was reduced to two lines. The Golden Hawk stayed, the Silver Hawk was added and Flight, Power and Sky Hawks disappeared. But there was still a good choice, because the Silver Hawk could be had with the 2.8-litre side-valve six that had powered the 1956 Flight Hawk, or either Studebaker V-8.
The biggest engine change came in the Golden Hawk, which lost the heavy Packard V-8 in favour of Studebaker’s own 4.7-litre V-8. To keep its 275 horsepower, engineers added a beltdriven centrifugal supercharger.
The line continued largely unchanged for 1958 except for the addition of a Packard version, the Packard Hawk. Virtually identical to the Golden Hawk mechanically, it had rather bizarre styling with a low sloping nose, wide grille, fake spare tire moulded into the deck lid and padded “arm rests” on the outside of the doors. It lasted just one model year with a mere 588 produced.
By 1959, the series was down to the Silver Hawk only available with the 4.3-litre V-8 or the six. For 1960 and 1961 it remained largely unchanged, although starting in 1960 it was simply the Hawk.
Hawk sales had begun sliding in 1957, its best year at more than 19,000. When sales fell to 3,929 in 1961, it was clear the line had to be rejuvenated or discontinued.
To try wringing out a few more years, Studebaker-Packard engaged well-known Milwaukee designer Brooks Stevens. Stevens produced a very nice restyling job, requiring little in the way of new tooling, which cash-strapped Studebaker couldn’t afford.
Using a formal squared-up roofline, eliminating the 1957-59 fins and finessing the trim, Stevens produced a fresh, attractive design. Called the Gran Turismo Hawk, it did the trick on the sales floor and 1962 production rose to 9,335.
By 1963, it was evident that in spite of introducing the radically styled fibreglass-bodied Avanti coupe, Studebaker was financially stressed. The GT Hawk suffered along with the rest.
The GT Hawk remained basically the same until it was discontinued when Studebaker-Packard’s American operation ceased in South Bend in 1964. Production of the remaining Studebaker models was relocated to its Hamilton plant.
The Hawk is fondly remembered by many, particularly the surprisingly large number of Studebaker fans still around, as one of the most attractive designs produced by the American industry.