Design legend Brooks Stevens was tasked with crafting a striking new model for Studebaker to unveil at the 1964 New York Auto Show. He turned to classic automobiles from the past for ideas. The fiberglass two-seat body drew from the 1928 Mercedes-Benz SSK and was lowered and widened to fit the Studebaker Lark chassis. This neoclassical creation sparked plenty of conversation. A dozen orders arrived during the event. Yet cash shortages forced Studebaker to shut its South Bend engine plant and drop the V8 and Lark that supplied the underpinnings, halting the low-volume project before production could start.

The plan called for Studebaker's 290-horsepower V8 at the base, with the possibility of the supercharged R3 V8 from Andy Granatelli rated at 335 horsepower though some claimed it exceeded 400. At roughly 2,000 pounds the car might have become Studebaker's bold supercar effort had the firm continued. The struggling company pressed ahead but lacked resources to realize Stevens' vision. Encouraged by strong show reception the noted industrial designer chose to proceed independently. With sons William and David he founded SS Automobiles in Milwaukee. Stevens acquired remaining Lark chassis and secured Corvette 327 V8s from contacts at Chevrolet. The concept continued.

What Defines It As A Supercar?

Owner Myron Vernis of a Series I Excalibur shared his view on the car's significance and appeal in his collection.

Brooks Stevens met his aims with the Series I Excalibur Roadster. Its look pays tribute to his preferred car the 1928 Mercedes SSK. The vocal visceral and raw road feel recalls the German classic while adding a touch of American power. Its speed sets it apart with a five-second 0-60 time that placed it among top performers and ahead of Corvettes and Cobras from that period. Driving one delivers a true wind-in-the-hair thrill.

While Carroll Shelby installed Ford V8s in British chassis out west Brooks Stevens applied Midwest ingenuity to fit Corvette-level power into a frame 1,000 pounds lighter than a C2 Corvette. The car had potential as a Cobra rival. Its step-over layout omitted doors and side windows and cycle fenders covered all wheels. Pricing ran slightly above the Cobra with a supercharged version at 8,600 dollars in 1965 versus about 7,500 dollars for the 427 Cobra.

The car stood out on American roads though aerodynamics were limited. Top speed reached just over 130 miles per hour while the Cobra hit around 160. Stevens' own Studebaker Avanti set 29 speed records at Bonneville in 1962 reaching 168 mph.

The Enduring Impact Of The Excalibur

After Studebaker chassis supplies ended the Stevens team built a custom ladder frame using Corvette suspension and brakes. Power shifted from the 327 V8 to the common 350 small block still rated at 300 horsepower. Added standard features raised weight and price. Just before an oil crisis the Excalibur gained a 454 big block. Taillights and signals from the Volkswagen Beetle were fitted which dulled the style. The four-seat Phaeton joined the range and broadened appeal.

The Series III arrived in 1975 with most buyers choosing the Phaeton. In the malaise era even the 454 produced only 215 horsepower and many cars came with a three-speed automatic. Sales peaked with over 1,100 units sold from 1975 to 1979 yet supercar status faded. Full Phaeton curb weights nearly doubled that of the 1965 Roadster.

The Series IV of 1980 brought a longer more comfortable body and a weak Chevrolet 305 V8 making 155 horsepower. At over 4,000 pounds the once vibrant machine had aged. Pricing began at 50,000 dollars. Bankruptcy followed in 1986. Revival attempts in the 1990s failed.

What began as an American supercar turned into something of a punchline. It is unfortunate since the original version was outstanding.