Supercharging turned the 1958 Studebaker Golden Hawk into a performer

Conversations regarding the muscle car era are often limited to the 1964-'72 model years, yet fast cars also roamed America's streets during the horsepower races of the 1950s and early 1960s.

Despite Studebaker's corporate woes that led to a merger with Packard in 1954 and created the Studebaker-Packard Corporation, the automaker still answered the call by mid-decade for a sporty, capable, and luxurious model with room for five. Golden Hawks of 1956 to 1958 built upon the inroads made by the limited-production 1955 President Speedster in concept and performance.

The much-heralded, ground-hugging, two-door semi-fastback body that had been designed by Robert Bourke (and his assistants) of Raymond Loewy Associates and introduced for 1953 was retained. But for the new multi-model Hawk line, it was updated with a tall grille, revised hood and trim, and a reshaped decklid. The top-level Golden Hawk also gained subtle tailfins.

Inside, the instrument panel design was more comprehensive than many muscle cars that came later. An engine-turned fascia was home to a Stewart-Warner tachometer and speedometer, and manifold pressure, temperature, oil pressure, amps, and fuel gauges. A clock was optional.

The 1956 Golden Hawk employed Packard's 275-hp 352-cu.in. V-8, with 380 lb-ft of torque. It was a large-displacement engine developed for big models, but was also installed in a smaller one to make it faster, as would also be done to create muscle cars in the following decade. (The Golden Hawk was 2 inches narrower and only 1-inch longer than the 1964 GTO, which has been largely credited with being the first muscle car.)

For 1957 and 1958, the Packard engine was no longer available, however, so the Studebaker_289_V-8 was fitted. The difference in output was partially overcome by the addition of a centrifugal supercharger that resulted in the same rated horsepower figure, but a 47-lb-ft reduction in torque.

A raised fiberglass center section was added to the hood to provide clearance for the Jet Stream supercharger. Featuring a blow-through design, it fed up to 5 psi to the Stromberg two-barrel carburetor, which was in a sealed aluminum airbox. The solid-lifter camshaft determined the valve events, breaker-point ignition lit the fire, and the compression ratio was 7.8:1. A dual exhaust system carried away the byproducts of the combustion process.

The Flight-, Power-, and Sky Hawks were dropped for 1957, leaving a new Silver Hawk (pillared coupe) and the returning Golden Hawk hardtop (as well as a one-year-only Golden Hawk 400 with leather interior). Among the updates were revised bodyside character lines and taillights and new "canted ridge-back fenders" (tailfins).

A box-section frame was the foundation to which the unequal-length A-arm front suspension with variable-rate coil springs and an anti-roll bar, as well as variable-ratio steering, and 11-inch finned drum brakes were attached. Multi-leaf springs located the rear axle and 10-inch brakes were used.

Except for a few updates, the 1957 Golden Hawks largely carried over for 1958. Road testers of the day generally found these upscale sporty Studebakers to be strong straight-line performers, with competent braking and passenger comfort, but they did receive mixed reviews regarding handling.

Our featured '58 Golden Hawk is owned by Mark James of Lancaster, Pennsylvania. After learning the first one he bought was too rusty to restore and would better serve as a parts car, he purchased this nearly rust-free example in May 2013.

The 53,400-mile Golden Hawk still had its born-with engine and optional Flight- O-Matic transmission, Twin Traction differential, and power steering and brakes. Mark had it body-off restored to a concours level in 2013-'14. He wanted it built how he would have ordered it, thus the color palette was changed to Midnight Black with White Gold Metallic accents, and the options he desired were added. That said, accuracy was still key in the process, so to improve his knowledge base, he joined the AACA, became a judge, and has since advanced to Senior Master Judge.

Mark explains, "I wanted this car's restoration to be representative of what the designer created, not just how they were assembled, so when someone comments that it's 'over restored,' I reply, "No, it was 'under produced.'" It's not Bob Bourke's fault that Studebaker couldn't build the car per the clay model." Among his Studebaker's many accolades, it won multiple AACA Grand National Repeat Seniors and was a Zenith Award finalist.

Having already published 10 books during his career as a lawyer, Mark decided to write another one, Studebaker's Hidden Treasure: History and Design of the Studebaker Golden Hawk. His company, Barron Publishing, released it in 2016.

The Golden Hawk and the Packard Hawk—a higher-priced limited edition introduced for 1958 with a sloped and widemouthed frontal appearance—didn't return for 1959, but the Silver Hawk remained, and the affordable and pro_ table Lark debuted. Despite the promising arrivals of the sensational GT Hawk and Avanti a few years later, Studebaker still went out of business in the mid 1960s.

Golden Hawks have earned a special place in the hearts and minds of the Studebaker faithful and continue to fascinate the public at car shows and cruises.

SPECIFICATIONS

Engine OHV V-8; cast-iron block and cylinder heads

Displacement 289-cu.in.

Horsepower 275 @ 4,800 rpm

Fuel system Two-barrel Stromberg carburetor on an iron intake manifold

Transmission Three-speed manual with overdrive; Flight-O-Matic automatic optional

Wheelbase 121.5 inches

Length 204 inches

Width 71.3 inches

Height 56.5 inches

Curb weight 3,265 pounds (approximate)

Production 878, including 122 export