STUDEBAKER HAWK
SHARP LOOKING STUDEBAKER COUPE WASN'T ENOUGH TO SAVE THE COMPANY
Anyone of toy-pushing age during the 1960s might recall a gleaming, electro-plated diecast Corgi model with Studebaker Golden Hawk emblazoned on its base. In miniature or full size, the Hawk was an impressive car, with more performance than most of its kind at the time. And local versions were built right here in Melbourne.
Local content rules decreed these cars needed to arrive in crates from Studebaker’s North American warehouses. Then and where practical, items including trim, tyres, paint, glass and some mechanical parts were sourced locally, but the number of Hawks sold here made efforts to further increase local content unjustified.
The Hawk had been designed by legendary stylist Raymond Loewy and first appeared in 1953 as the sleek and fin-free Studebaker Starlight coupe, with a 4.0-litre V8 and lots of prospects.
For 1956 came Silver Hawk and Golden Hawk versions with a taller grille and tiny fibreglass tail fins that were exclusive to the model. A year later the fins had grown in size and were curving outwards, but the biggest changes lay behind the tall and awkward grille.
A frontal restyle was necessary as Studebaker in 1954 bought Packard including its 4.7-litre V8. It was taller than the Starlight engine and could be supercharged to 204kW and a top speed close to 190km/h. The new design was popular and sales during 1958 of Silver and Golden Hawks reached 14,000, including exports to markets such as ours.
Local assembly was undertaken by the Canada Cycle and Motor Company, which kept solvent by selling V8-engined Studebaker Larks as police vehicles. The Hawk, in fin-free GT form and with a supercharger would undoubtedly have been faster but also significantly more expensive than the smaller Lark
A 1962 GT cost around £2600, or more than twice the price of a Holden. Our version had flashy hubcaps and stainless-steel body embellishments but inside was fairly plain, especially for something that cost similar to a modest suburban house.
The metal dash was unpadded but packed with instruments including a tachometer. Power steering wasn’t an option, to reduce effort the big steering wheel spun through six turns from lock to lock. The vinyl front bench seat had folding backrests so passengers could wriggle into the rear area.
1963 saw Studebaker production move to Canada from Indiana, but it didn’t save the company. GT Hawks ended production in 1964 with fewer than 1800 made and some exported to Australia.
The majority of Hawks – Silver, Golden and GT – that survive here are in relatively good condition. Cars needing complete restoration are rarely seen, nor are they common in the USA. Local suppliers keep basic parts, but less common items require online or in-person searches through US-based suppliers. Parts scarcity contributes to subdued demand and relatively low values across the Hawk population. Finding a car will be easiest by joining a Studebaker club or one catering to less common US brands. Keep your eyes open at All Makes vehicle shows, where cars that are rarely let out for a run might appear.