Studebaker concept cars




Studebaker concept cars

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  • s Studebaker Concept Cars Sceptre Series | HowStuffWorks
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  • By the s Studebaker had seen the future and entered the car business in The first Studebaker cars were electrics, and then through.

    The s Studebaker concept cars were intriguing models that could have saved the company. But fast-falling demand for an aging group of cars and a.

    Custom built Studebaker convertible, Studebaker built one prototype convertible in but didn't ever put the convertible into production. The guy that.

    The concept car concept is translated as "the idea of a car". This is a kind of prototype car, which tests people's reactions to new technologies being introduced, design solutions, etc. In its original form, prototypes are never launched into mass production.

    Studebaker concept cars

    Studebaker concept cars

    See more concept car pictures. As the designer recalled, money ran very low sometime in , "and we were suddenly told we'd just have to reskin the Lark again. Your email address will not be published. That suggests a full range of models.

    Studebaker concept cars

    Studebaker concept cars

    Studebaker concept cars

    Studebaker concept cars

    Studebaker concept cars

    s Studebaker Concept Cars | HowStuffWorks

    Studebaker is an American automotive legend, and of the few manufacturers to successfully transition from the horse-drawn to the horsepower eras. Founded in , the company produced high quality wagons for farming and overland freight hauling. By Studebaker was the largest vehicle manufacturer in the world, producing wagons and carriages in a proto-assembly line that had no rivals. The surprisingly nautical form with its curved floor wedged cargo in tight to prevent loads from shifting on rough terrain.

    By the s Studebaker had seen the future and entered the car business in , while still producing wagons until The first Studebaker cars were electrics, and then through partnerships the company produced internal combustion engines for their cars, and others. Studebaker would continue in business all the way through the s, as minor but steady player in the business. But its business practices were not as solid as its cars, and it would regularly alternate between good and bad years despite delivering quality cars that sported occasional brilliant design.

    Studebaker concept cars

    By the s, Studebaker was slipping badly in the marketplace, despite superior styling by Raymond Loewy. They were not alone. Hudson, Nash, Kaiser-Frazer and Crosley all sought mergers, consolidations or exited the business in the early and middle years of the decade. An ill-advised Studebaker merger with Packard in actually made things worse, confusing the brand images of the storied marques. Raymond Loewy was brought back to design a miracle car for Studebaker.

    He created a classic, but it was too late. By the s, the end was in sight. Even the dramatic Raymond Loewy-designed Avanti of could not pull the company out of a fiscal death spiral. Brooks Stevens-designed GT Hawk. Like Loewy, Stevens had a steady career of designing good products of all types dating back to the s. Although not as flamboyant as Loewy, Steven considered himself every bit the equal to the aristocratic Frenchman, and was determined to counter the Avanti with an entire lineup of cars that would rescue Studebaker.

    Studebaker concept cars

    Stevens knew that even more than almost any American manufacturer, Studebaker depended on solid workaday sedans and coupes for the common buyer who looked for value and reliability in a car. Stevens would design a series of sedans, coupes and MPV-like vehicles for the future of Studebaker, with the target model year set at The car would be a replacement for the GT Hawk, be larger than the Avanti which was built on a compact Lark frame and be aimed more at the nascent Personal Luxury Car market.

    Stevens and his staff worked at breakneck speed to craft a design for the Sceptre, as the car would come to be named. Then the design was sent across the Atlantic to Turin, to the Carrozzeria Sibona-Basano — a short-lived but highly-regarded coachbuilder which worked in a remarkable variety of body types, and with extremely high quality, for marques such as Abarth, Lamborghini and Simca, as well as for Virgil Exner and, of course, Brooks Stevens.

    Stevens had sent the Sceptre to Italy for a little Italian polish on the design, and for high-quality craftsmanship on the construction of the concept. He was not disappointed. And it was a dramatic, futuristic departure from the elegant, but aging, design of the Gran Turismo Hawk.

    Studebaker concept cars

    A walk around the car reveals its innovative design. The side elevation shows a low hood and trunk with a high airy glasshouse in between. The profile, with a angular wedge at the front, seems to preview the Italian designs that emerged a decade later.

    On the passenger side it was a minimal strip. Also, the C pillars, which looked like broad trapezoidal elements — very Thunderbird-like — were actually a pair of thin pillars with a panel of darkened glass between. On the outside, especially with black paintwork, the pillars appear solid, but on the interior they open the rear seat to the light and view. A light bar extended behind the grille see night view below. This grille, almost invisible under the broad overhang, was dramatically backlit with a specially developed light bar by Sylvania that distributed forward lighting across the entire width of the car.

    #Studebaker Sceptre 1962 #CONCEPT CAR



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