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1962 Studebaker Lark Wagonaire Daytona

Raising the Roof: Though Flawed, the Lark's Coolest Feature was Something no Other Wagon Possessed

Julia LaPalmephotographerMichael Febbowriter

Editor's Note: this article on the 1962 Studebaker Lark Wagonaire Daytona appears in the Spring 2012 issue of Motor Trend Classic, available at select retailers or via online order directly from us.

It's been a century and half since the Studebaker family started building vehicles. Granted, the old products had some significant differences from the vehicle you see here, most notably in the horsepower department. The first vehicles had 1 or at most 2 external horsepower, while later vehicles could cram a couple hundred under the hood.

In 1852, Henry and Clem, two of the five brothers Studebaker, built their first farm wagon in South Bend, Indiana. In 1853, brother J.M. made his way to California in search of gold. While the precious metal proved hard to find, he discovered that making wheelbarrows and repairing stagecoaches for those doing the looking was quite lucrative. By 1857, the Studebaker farm wagon company moved upmarket into carriages, and another Studebaker brother, Peter, opened the first Studebaker dealership in Goshen, Indiana. The following year, J.M. returned from California and invested his money into the family business.
By 1860, Studebaker had a full-fledged factory with 14 employees, who surprisingly were not all brothers. The company manufactured carriages and wagons for retail customers getting their first taste of mass production. The following year, everything changed. In January, 1861, the South seceded from the Union, and, within a year, the United States was at war with itself. Studebaker began making wagons for the U.S. Army, and the partnership continued through the Spanish-American War and World Wars I and II.

In between wars, the company transitioned from horsedrawn wagons to self-powered vehicles. Studebaker built its first electric car in 1902, and had its first gasoline-powered car by 1904. By the time 1910 rolled around, Studebaker had purchased E-M-F and become the second-largest car manufacturer in Detroit. Fast-forward to 1963, and the former farm wagon company was now building a full line of cars consisting of the Avanti, Cruiser, Hawk, and Lark, with the last one the volume line available in all body styles. Perhaps because of its century-long history of producing "utility vehicles," Studebaker devoted extra energy to innovating the Lark's wagon variant by trumping all competitors with a cargo area roof panel that dropped and slid forward 40 inches to accommodate tall items in the back. Movietone News United Press International used a fleet of 30 Wagonaires as press vehicles. The sliding roof allowed for a camera tripod to be mounted in the rear, creating a mobile shooting platform. Customers were able to stand refrigerators upright in the rear cargo area, and an optional rear-facing third-row seat was maybe the best tailgating solution known to man. An available flip-out step eased the climb up the tailgate for loading cargo or accessing the rear-facing third-row seat (you didn't think Ford invented that for the F-150, did you?).

While the roof is certainly this car's party piece, it wasn't the amazing success Studebaker had envisioned. It's operated by a giant handle that would look more at home on a bank vault than a car ceiling; the handle raises and lowers the outer panel, squeezing it against track-mounted seals. When new, the roof apparently sealed tight, but with age, the tracks would fill with water from the leaking seals. These channels have four drain tubes, front and rear on both sides, that bleed water down through the fenders. Unfortunately, the drain tubes had a tendency to clog, causing water to fill the channels and leak into the car. A fixed-roof "delete option" was rushed into production in January 1963, and the sealing system was improved, but by 1966 the Lark Wagonaire name applied only to fixed-roof wagons.

This particular example is owned by Studebaker fanatic and all-around gearhead Malcolm Berry. He bought this Lark Daytona Wagonaire in 1969 with his friend and racing co-conspirator, Phil Harris. Purchased with the intention to go drag racing in NHRA L-Stock Automatic Class, the wagon's extra weight over the rear axle, along with the R-2 289 supercharged V-8, made it an ideal race car. The problem: Studebaker built only 15 of the supercharged sliding-top wagons in 1963. Berry and Harris bought a non-supercharged Wagon, and swapped in the R-2 engine salvaged from a '64 Lark two-door hardtop. The three-speed automatic Studebaker transmission was used along with 4.88:1 rear-axle gearing.

Modifications to the car began with stripping the sound deadening and undercoating. To further increase performance, superfluous items were either removed or relocated to the back of the car for improved weight distribution. During disassembly, Berry discovered two 35-pound weights hanging off each side of the front of the frame. It was standard practice at the time to use weight to change the natural frequency of the frame to eliminate vehicle vibration. Since ride comfort doesn't win races, both weights were relocated to the insides of the rear fenders. NHRA rules mandated a minimum competition weight of 3618 pounds for the Wagonaire, and Berry insists his car was close. After spending the day with him observing his attention to detail, we have to think it was within ounces.

During competition, Berry's quickest trip down the quarter mile flashed by in 13.95 seconds at 97 mph. While he says this with a definite fire in his eye, it's clear he is more concerned with living in his classic car's present. Berry and Harris' racing career with the wagon lasted only a few years, and Berry ended up buying the other half of the car when Harris decided it was time to get married. Berry still has the car and Harris still has his wife, so apparently there was a happy ending for all.

Once the car was retired from racing, it sat in a state of perpetual project hibernation for roughly a decade. In the early '80s, Berry decided to use the car as Studebaker intended, as a road-trip vehicle. The engine was rebuilt to near-stock specifications, although a more modern ignition system is being used for the sake of reliability. Since the car would be seeing a fair amount of highway use, and Berry always wanted a manual, the transmission was swapped out for a more modern five-speed. The overdrive makes a big difference in highway cruising, and has proven useful on the car's numerous trips across the country to Studebaker events.

In 2002, Berry and his wife made plans to attend the National Studebaker Drivers Club meeting in Sacramento, California. At that point, a period-correct air-conditioning system and not-so-correct CD player were installed for cruising comfort. Sometimes the spirit of the car is more important than matching numbers and authentic parts. The Lark Wagonaire was envisioned as being several cars in one. The original 1963 brochure describes it as "Versatility and economy for everyone -- a stylish family car, a functional utility wagon, and a fun-filled convertible."

Malcolm and his Wagonaire have attended Studebaker events from California to Canada, as well as the big local show that's held every five years at the Studebaker museum in South Bend, Indiana. The car draws a crowd wherever it happens to be parked. Younger enthusiasts love the classic lines, which combine the heavier, sharper design language of '60s American muscle with a bit of European influence in the striking grille and deep draw in the front fascia. Many enthusiasts have stories of family members with Studebakers. It's interesting to hear people reminisce about a car company so loved now and yet utterly forgotten about in the late 1960s.

Regardless of the company's business failures, this Lark still stands as testament to Studebaker's ability to build a competitive vehicle. Malcolm's Lark feels comfortable and capable even by today's standards. While the R-2 engine was rated at the once-magic 1 horsepower per cubic inch (289), it was commonly believed to have been underrated. Although the Wagonaire weighs in around 3750 pounds, it doesn't feel particularly slow.

Berry drives this car on a regular basis. We offered to have it towed the 50 miles from his house to Union Station, but he would have none of it. Unlike some classic muscle, the Lark is easy to drive. There is no fight to the steering wheel; it twists around easily even at parking speeds. At idle, the Wagonaire has a typical crunchy burble from the tailpipe. The car is quieter than you might imagine, and the Paxton Supercharger doesn't whine and whistle like a Roots-type blower. It's far from a sports car, but certainly closer to that than a Cadillac or Lincoln of the day.

Studebaker ended passenger-car production in the United States in 1963, and production began in Canada in 1964. After 1966, only the Avanti continued to be produced under license. The reason for Studebaker's demise is still debated. Too far ahead of its time, not enough diversity in its business, or perhaps it was it just building cars people didn't want. With the enthusiasm of fans like Berry, the last scenario is hard to believe. Regardless, thanks to cars like this, generations of fans will still be familiar with one of America's longest-running vehicle makers.

Thanks to Cincinnati's Union Terminal and its staff of employees and volunteers for all the help and warm hospitality. Originally built in 1933 as a train station, the Art Deco masterpiece houses three museums, a library, and even an OMNIMAX Theatre. If you have the chance, we can't recommend it highly enough. www.cincymuseum.org

Studebaker Lark Skyview Concept

Had Studebaker survived just a few more years, its showrooms would have been stocked with vehicles that were not only less expensive to build, but also quite different in design language. When the company could no longer afford legendary designer Raymond Loewy, it hired Brooks Stevens to design the replacement for the midsize Lark.

Stevens had a different vision for the small manufacturer. The new look was crisper and cleaner. Fenders had hard character lines stretching the length of the body, and arcs all but disappeared. The replacement for the Lark would have even less metal between windows and offer visibility closer to an air-traffic control tower than anything that has to meet rollover requirements. It used a small amount of wood applique on the side of the car, but nothing compared with its contact-paper-covered competitors.

The concept used the same sliding rear roof panel as the Wagonaire, but was renamed Skyview. The concept was produced by Italian coachbuilder Sibona-Bassano, which allegedly built the car for the remarkably low price of $16,500. To save money on the prototype and eventually production cars, the diagonally opposite doors were interchangeable. The left-front door was the same as the right-rear, and the right-front was the same as the left-rear. Money was saved on tooling costs, and assembling and stocking parts.

The interior was also simplified, using more vinyl and less detail work. While the simplified cabin would have made for a less cluttered appearance, the wood-look vinyl used for lining the cargo area certainly would have cheapened the overall package.

Sad to say, we will never know how the Skyview would have measured up in production format. Mechanically the car would have likely been very similar to the earlier cars. It might have been a step down in complexity, but "suicide doors" make any car cooler.

GMC Envoy

In 2004, GMC decided to try its hand at the Wagonaire concept, but with a more modern SUV spin. A version of the hot-selling Envoy was built with a sliding rear roof similar to the Studebaker design from 40 years earlier. To address past complaints, GMC created a divider for the cargo area that sealed off the interior, essentially turning an SUV into a truck. It was the same idea, just improved.

Analysts at GMC forecast sales of more than 100,000 units per year. Unfortunately, customers didn't buy into the extra utility of the multi-configuration vehicle. They appreciated the price premium even less. After a two-year run of selling roughly 10,000 units a year, the Envoy XUV suffered the same fate as the Wagonaire.


Engine 289.1-cu-in/4737cc supercharged OHV V-8 1x4-bbl Carter 3507S carburetor
Power and torque 289 hp @ 4500 rpm, 305-lb-ft @ 3000 rpm
Drivetrain 5-speed manual (ex-works modification), RWD
Brakes front: drum, rear: drum
Suspension front: control arms, coil springs, anti-roll bar rear: live axle, leaf spring
Dimensions L: 190.2 in, W: 71.3 in, H: 57.5 in
Weight 3750 lb
Performance 0-60 mph: 8.5 sec, quarter mile: 16.8 sec @ 85 mph, 60-0 mph 150-ft (Motor Trend, June 1963, 3780-lb Super Hawk R2 with 3-speed automatic for acceleration; Motor Trend, January 1963 Lark Daytona Wagonaire for braking)
Price when new $2835


MALCOLM BERRY is a machinist by trade, which helps explain the quality of work he has done on this car. He bought his first Studebaker, a 1953 Commander, in high school and hasn't stopped since. He currently owns everything from an Avanti to a Stude truck so big it
can carry his Lark in the bed.

WHY I LIKE IT: "I love its styling, sliding roof, strong performance, roomy comfortable ride, dependability, and low maintenance, and parts are easy to obtain. "
WHY IT'S COLLECTIBLE: The Wagonaire has many unique features. It's the kind of car you can drive anywhere, and the price is low compared with other rare cars.
RESTORING/MAINTAINING: An avid Studebaker club helps keep the parts prices low, and robust engineering of the mechanical hardware makes this a fairly low-maintenance car.
BEWARE: Watch out for rust in the sliding roof rails, and be sure to keep the drain tubes clear. Try to find a car with a solid supercharger as rebuilds can be expensive.
EXPECT TO PAY: Concours-ready, $14,675; solid driver, $7100; tired runner, $3975
JOIN THE CLUB: Studebaker Drivers Club (studebakerdriversclub.com), Studebaker National Foundation (studebakernationalfoundation.org)


THEN: "Why hasn't someone come up with this before? The idea of allowing the rear portion of a station-wagon roof to slide forward is such a natural and adds so much to a wagon's versatility that it's a
real wonder the industry didn't try it years ago. "--Jim Wright, Motor Trend, January 1963
NOW: We love superwagons, and this one is no exception. From the roof to the manual transmission, this reminds us that cool cars can be utilitarian and vice versa.