Studebaker was the ultimate survivor. Starting as a wagon maker in the 1850s, they evolved into America’s most daring independent automaker. Famous for the "bullet nose" design and the futuristic Avanti, Studebaker prioritized style and innovation over convention, leaving a legacy of industrial art that still turns heads today.
Explore the current production vehicles.
The futuristic, fiberglass-bodied 'personal luxury' car that was decades ahead of its time. The Avanti was a masterpiece of Raymond Loewy design, a safety pioneer with standard disc brakes, and a true performance car with a supercharged 'R2' V8 option.
The car that 'looked like it was going both ways.' This radical, post-war design with its panoramic, wrap-around rear window was a stunning and futuristic statement that shocked the industry. An icon of 'The New Look' in automotive styling.
Often cited as one of the most beautiful cars ever made. This Raymond Loewy and Bob Bourke-designed coupe was a low-slung masterpiece of European-inspired design that was light-years ahead of its American contemporaries. A true automotive icon.
The original 'family supercar.' The Golden Hawk was a stunning, finned coupe that combined a luxurious interior with a massive Packard V8 (and later a supercharged Studebaker V8), making it one of the fastest and most powerful cars of the 1950s.
The compact car that saved Studebaker. The Lark was a brilliant and practical car that offered big-car room in a smaller, more sensible package. The high-performance Daytona and supercharged Super Lark versions were true 'sleepers'.
The flagship of the Studebaker line for decades. The President was a symbol of quality and engineering, setting numerous speed and endurance records in the 1920s and later becoming a stylish and powerful statement in the jet-age 50s.
The final evolution of the legendary Hawk series. The Gran Turismo Hawk was a handsome, European-inspired grand tourer with a luxurious, aircraft-inspired interior. The supercharged 'Super Hawk' was a final, brilliant flash of performance.
The clever and stylish compact pickup truck. The Champ was a unique creation, combining the front half of a Lark sedan with a newly designed pickup bed (the 'Spaceside' bed was a borrowed Dodge unit), creating a car-like and comfortable workhorse.
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While Ford and Chevy were born in the era of the combustion engine, Studebaker had deep roots. Founded in 1852 to build horse-drawn wagons for farmers and miners (and later the Union Army), they were the only major carriage manufacturer to successfully transition into the automobile age. Based in South Bend, Indiana, they were the "independent" alternativeâa brand for the individualist who valued craftsmanship over mass production.
But Studebaker didn't just survive; for a few brief moments, they out-designed the entire world. They hired legendary industrial designer Raymond Loewy, and the result was a lineup of cars that looked like they landed from another planet.
In 1950 and 1951, Studebaker released a design so radical it polarized America. The Champion and Commander featured a protruding, chrome-spinner nose that mimicked a fighter jet's intake. People called it the "Bullet Nose."
It was bold. It was distinct. And it proved that Studebaker wasn't afraid to take risks. While competitors were building boxy sedans, Studebaker was building streamlined sculptures that looked fast even when parked.
In the mid-50s, the "fin wars" were heating up. Studebakerâs answer was the Hawk series (Golden Hawk, Silver Hawk, GT Hawk). Unlike the massive, chrome-laden barges from Detroit, the Hawk was sleek, upright, and dignified. It looked more like a Mercedes-Benz than a Chevrolet.
But don't let the tuxedo fool you. The Golden Hawk packed a supercharged 289 cubic-inch V8 engine. It was a legitimate muscle car before the term existed, offering a power-to-weight ratio that could embarrass the mighty Chrysler 300.
In 1959, Studebaker saw the future. They realized Americans were getting tired of massive gas guzzlers. They cut the overhangs off their full-size cars and created the Lark. It was a compact car that was roomy inside but easy to park. It was a smash hit, keeping the company alive and beating the Big Three's compacts (Falcon, Corvair, Valiant) to market by a full year.
If Studebaker is remembered for only one thing, it must be the Avanti. In 1961, new president Sherwood Egbert sketched a design on an airplane napkin and said, "Build this."
Launched in 1962, the Avanti was unlike anything else on Earth.
The Avanti was so good that after Studebaker died, the car lived on. Independent companies continued to build the Avanti on various chassis well into the 2000s.
Despite the brilliance of the Avanti, the finances were grim. A price war with GM and Ford in the 1950s had bled Studebaker dry. The South Bend plant closed in December 1963, and the final Canadian production ended in 1966. They didn't fail because they made bad cars; they failed because they ran out of money trying to make extraordinary ones.
Studebaker represents the triumph of design over conformity. They proved that a smaller company could lead the industry in style and safety. An Avanti R2 isn't just a classic car; it is a piece of mid-century modern art that can still blow the doors off a modern sports sedan.
Studebaker ended vehicle production in 1966 due to a combination of financial struggles and fierce competition. Unlike the "Big Three" (GM, Ford, Chrysler), Studebaker lacked the capital to sustain a price war in the 1950s.
After closing its main South Bend, Indiana plant in 1963, production shifted to Hamilton, Ontario, for two final years. The company actually survived as a profitable industrial conglomerate (Studebaker-Worthington) but stopped making cars to cut losses.
The Studebaker Avanti (1962-1963) is considered a design masterpiece. Designed by Raymond Loewy's team in just a few weeks, it featured a radical fiberglass body with no front grille.
It was also a performance beast. The Avanti R2 featured a Paxton supercharged V8 engine, making it the fastest production car in the world at the time, capable of speeds over 168 mph on the Bonneville Salt Flats.
Yes. Founded in 1852, Studebaker was originally the world's largest manufacturer of horse-drawn vehicles. They supplied thousands of wagons to the Union Army during the Civil War.
Studebaker is the only American company that successfully transitioned from making horse-drawn carriages to mass-producing gasoline automobiles, a legacy that lasted over a century.
The Bullet Nose refers to the controversial and iconic styling of the 1950 and 1951 models (Champion and Commander).
Inspired by the jet age and aircraft design, the front grille featured a prominent chrome spinner that looked like an airplane fuselage. While polarizing at the time, it is now the most recognizable look in the brand's history.
"Packardbaker" is a nickname (often used derisively) for the final Packard cars produced in 1957 and 1958.
After the disastrous 1954 merger of Studebaker and Packard, the company ran out of money to build unique Packards. Instead, they took a Studebaker President chassis, added Packard tail lights and luxury trim, and sold it as a Packard. Purists considered these "fake" Packards, marking the sad end of that luxury marque.
Studebaker designed and built its own engines, known for being heavy and incredibly durable. The most famous is the Studebaker V8 (232, 259, and 289 cubic inches).
These engines featured a forged steel crankshaft and timing gears (not chains), making them nearly indestructible. For high performance, they offered the "Jet Thrust" R-Series engines (R1, R2, R3, R4), some of which were supercharged factory hot rods.
The Lark was Studebaker's savior in 1959. Recognizing they couldn't compete with the huge "land yachts" of the Big Three, Studebaker shortened their full-size chassis to create a compact car.
It was a massive sales success because it offered a V8 engine in a small, practical package years before the Ford Falcon or Chevy Nova arrived, briefly turning the company's finances around.
Studebaker popularized the Hill Holder clutch system in 1936. It was a safety feature that prevented a manual transmission car from rolling backward when stopped on a steep incline.
When the driver pressed the brake and clutch, the system kept brake pressure applied even after the foot left the brake pedal, releasing only when the clutch was engaged. This technology is now standard on modern cars, but Studebaker had it 80 years ago.
The Hawk series (Golden Hawk, Silver Hawk, GT Hawk) was Studebaker's line of "family sports cars."
The 1956 Golden Hawk is legendary because it was fitted with a massive Packard 352 V8 engine in a lightweight Studebaker body. With 275 horsepower, it had a better power-to-weight ratio than the Corvette, Thunderbird, or any other American car of that year.
Surprisingly, no. The Studebaker Drivers Club is one of the largest and most active car communities in the world.
Because the company used many standard industry parts (like Borg-Warner transmissions and Dana axles) and because a massive supply of "New Old Stock" (NOS) parts was preserved by dealers like Newman & Altman after the factory closed, maintaining a Studebaker is easier than many other orphan brands.