(10/04/05)

The following article is from the 9/9/05 London Free Press

THE COLLECTOR: Sporty Daytona was Studebaker's last gasp
  
Norm Mort
The London Free Press
September 9, 2005  

I wouldn't want to offend anyone, but you can't really refer to Studebaker's last-ditch efforts at competing in the horsepower race with the Big Three (plus American Motors) as muscle cars.

Studebaker's Lark was originally conceived as an economy car to compete with AMC's Rambler and Chevrolet's new Corvair, plus the Ford Falcon and Plymouth Valiant. Originally, all of these compacts were created to stem the import car invasion led by Volkswagen's Beetle, Renault's Dauphine and a horde of small British and European economy cars.

Suddenly, in the early 1960s, a move toward higher performance began developing in North America and cash-strapped, management-poor Studebaker fought back bravely with its revolutionary Avanti, trusty Hawk and a short-lived powerhouse called the Daytona.

Studebaker again called on designer Brooks Stevens, who worked wonders by grafting on new front and rear ends, plus a stylish squared-off roof, on the four-year old Lark design. While the wheelbase remained at 109 inches, overall length was stretched six inches for the new Daytona.

Gone was the Lark's large Mercedes-Benz-like grille, replaced with a much more American egg-crate design offset by dual headlamps. The rear-end styling was modified slightly to provide a fresher, cleaner tail, while disguising the fact the Daytona was really still just a Lark.

In 1964, the Daytona was available in convertible, two-door hardtop and wagon versions.

Using some of the engines designed for the record-breaking Avanti and Gran Turismo Hawk, the R1 version of Studebaker's 289-cubic-inch V8 was dropped into the new Daytona in 1964. Although this engine had first appeared in 1951, it had been continually updated and now produced 240 hp.

The Paxton-supplied supercharger for the R2 version boosted horsepower to 289. An R3 version was based on a 289-cubic-inch V8 bored out to to 304.5 cubic inches and was rated at 335 hp. Another sweet street version was the 289 R4 V8 that put out 280 hp, thanks to its dual four-barrel carbs and Borg-Warner T-10 four-speed transmission.

The R4-powered Daytona was capable of speeds up to 212 km/h , while able to sprint to 100 km/h in less than eight seconds. Those numbers, blistering for the day, rivalled the new and much ballyhooed 1964 Pontiac GTO.

After driving a fair number of muscle cars recently, I feel the old belief that most of them are only straight-line performers and can't corner for beans is just another urban myth. Certainly, they weren't sports cars, but with all the optional factory handling packages ordered, combined with today's improvements in tires, brake linings and shock absorbers, these cars are not to be feared, but enjoyed.

The Studebaker R4 Daytona's handling was considered better than average for its day, thanks to the optional Avanti handling package.

Ordering this option gave you a Daytona hardtop or convertible with disc brakes, stiffer springs, heftier shocks, traction bars, a limited slip differential and front and rear anti-roll bars. Total production of the R4 Daytona is cloudy, but whatever the number, it was small.

Despite all this power, Studebaker sales fell, due in large part to the closing of the main factory in South Bend, Ind., and the transfer of production to Studebaker's Canadian assembly plant in Hamilton. It was no secret though, that Studebaker was attempting to bring vehicle production to an end and this was just another step along that road to forming what would ultimately be Studebaker-Worthington Corp.

In 1965, basically only two engines were available. The Cruiser and Commander models were available with a General Motors-McKinnon, Chevrolet 120-hp, 194-cubic-inch six, as well as the Canadian-built V8. The Daytona models were only offered with the larger 195-hp, 283-cubic-inch Chevy-based V8. The convertible and hardtop models had disappeared and Studebaker was no longer in the horsepower race.

After 116 years of vehicle production, including the famed Conestoga wagons that opened the American west, it all came to an end in 1966. This historic American company simply was no longer interested in building vehicles.

None of this is to say the Canadian-built Studebakers are not good cars, worthy of restoring and collecting. There were updates and appearance changes made even in 1966.

The Canadian-built Daytona Sport two-door sedan offered twin-traction, disc brakes and transistorized ignition as standard equipment. A Daytona wagon was also available for '66, along with the more basic Commander and Cruiser sedans and wagons.

Enthusiasts looking to enter the old-car hobby can buy a Canadian-built Studebaker sedan in clean, turn-key condition for $6,000 to $8,000, or find a Daytona hardtop and clone an R4 for unique fun and muscle at a reasonable price.