The 1964 Studebakers were introduced in October 1963. They were longer, lower, had new styling and a greater choice of engine powers. The Lark sedans, as sold in Australia, were six inches longer and an inch lower than the 1963 models. The station wagons were three inches longer. Higher performance kits were offered as optional equipment on any of the Studebaker range. The engines range included the 289 cu. in. R1, a supercharged version dubbed the R2, a big capacity (304.5 cu. in.) supercharged unit designated R3, and an unblown version of this, the R4. The high performance kits also included suspension and transmission changes to handle the extra power and speed.
Studebakers were also waging a war on rust. A new primer introduced with the ’64 range was applied to the body panels before welding took place and it was claimed that the bond was not broken by the welding process. In this way it was hoped to eliminate corrosion caused by humidity pockets in the sub-assemblies. The completed bodies then went through another two anti-rust sections before they were painted. They were run through a phosphate bath and then into a chromate rinse which was followed by a spray primer. The final step was an underbody body coating, weighing some 50lb., according to Studebaker's scales.
Although the styling was changed, the basic appearance was unmistakably Studebaker. However, four headlamps were obviously on the way out at South Bend, as the frontal treatment of many of the models featured two lights, not four. The Gran Turismo model Hawks also had their share of changes, one of which was an optional simulated coupe de ville top of vinyl material over the normal steel turret. Other changes included new wheel discs and a special red badge for the Super versions. The GTs, like all the new Studebakers, had crash-padded dashboards and recessed instruments. The door locks were modified for greater strength and chassis lubrication periods were extended.
The Invicta model had been dropped in 1963. The "portholes" remained, except for the Wildcat which had a three-tiered vent flute behind the front wheel arches. The LeSabre was available as the model #4467 convertible (6,685 built, $3314), model #4645 Estate Wagon (4,003 built, $3635), and model #4447 Hardtop (4,447 built, $3061). The Wildcat model #4669 sold for $3164, and 7,850 Wildcat convertible model #4667 were manufactured. The LeSabre 4400 had a new 300 CID V8 developing 210 or 250 horsepower, while all larger models used the 401 CID 325 horsepower V8. Also there was a new 425 CID V8 developing 340 or 360 horsepower, and was available as an option on the LeSabre wagons, Wildcat and Electra 225 models.
For 1964, the Impala was slightly restyled, reverting to a more rounded, softer look. Out back, the signature taillight assembly had an "upside-down U" shaped aluminium trim strip above the taillights, but the lights themselves were surrounded by a body-colored panel. The 409-cubic-inch (6.7 Litre) returned as the big-block option, but the 4X2 carburettor setup was no longer on the option list. SS models continued to feature the engine-turned aluminium trim. Rooflines were carried over from 1963 unchanged.
Many new optional items directed toward passenger comfort were introduced. These included a reclining seat for the passenger side, removable adjustable front seat headrests, a seven position adjustable steering wheel, and a reverberator unit with rear seat speaker to give "concert hall" sound. A new four speed manual transmission also appeared.