Editing Studebaker Commander (section)

==History==

===1920s===
[[File:1928 Studebaker Commander GB Big Six (27790970074).jpg|thumb|left|1928 Studebaker Commander GB Big Six Sedan]]

Until the appearance of the [[straight-eight engine|inline eight]] [[Studebaker President|President]] in January 1928, all Studebaker cars of the 1920s were [[straight-six engine|inline sixes]]. There were three basic models — the [[Studebaker Light Six|Light Six]], the [[Studebaker Special Six|Special Six]] and the [[Studebaker Big Six|Big Six]], developing {{convert|40|bhp|kW PS|abbr=on}}, {{convert|50|bhp|kW PS|abbr=on}}, and {{convert|60|bhp|kW PS|abbr=on}} respectively at 2000&nbsp;rpm. The first Commander, in 1927, was a continuation of the mid-range Special Six, with a {{convert|226|CID|L|1|abbr=on}} engine. Their inbuilt durability and toughness gained them great renown under worldwide conditions. The 1928 GB Commander was a descendant of the Big Six, being powered with the proven {{convert|354|CID|L|1|abbr=on}} engine, modified to deliver {{convert|75|bhp|kW PS|abbr=on}} at 2400&nbsp;rpm. In October 1928, three Commander sixes lined up at the [[Atlantic City Speedway]] to challenge the {{convert|15000|mi|km|abbr=on}} speed record ({{convert|64.25|mph|km/h|abbr=on}}) held by the much higher-priced [[Auburn Automobile|Auburn]] straight-eight Speedster.<blockquote>''They not only accomplished that but then went on to establish new records up to {{convert|25000|mi|km}}. The two sports roadsters averaged better than {{convert|65|mph|km/h|abbr=on}} and the sedan, which had flipped on the icy boards during one of the night runs and had been hurriedly repaired, averaged almost 62&nbsp;mph.''<ref name=bettsc/>{{rp|p259}}</blockquote> After this, the three cars were closely scrutinised, part by part, and it was established that they were strictly stock automobiles, identical in every respect to those available at any Studebaker showroom.<ref name= bettsc/>{{rp|p259}}

In Australia, a crew of three drivers led by [[Norman Leslie Smith|Norman "Wizard" Smith]] tackled overland records using a Commander roadster. On a 3,000-mile run from [[Fremantle]] to [[Sydney]], they smashed the previous record by 12 hours 23 minutes despite traversing 450 miles through blinding rain, and having to ford a river when a bridge had been washed away. The team rested for a little over three hours before attempting another record on the 600-mile track to [[Brisbane]].<ref>[https://trove.nla.gov.au/newspaper/article/16455023 Motor Record: Fremantle to Sydney. Studebaker Performance]. ''[[The Sydney Morning Herald]]'', p. 16, 5 April 1928, at [[National Library of Australia#Trove|Trove]]</ref>

These sixes were the last descendants of rugged cars designed for poor roads in the early 20th century—loaded with torque and strong in construction. They were less well suited to the higher cruising speeds made possible by better roads in later years.<ref>{{cite journal|quote=...with roads improving, there was less need to overdesign for extreme conditions. |first=Maurice D. |last=Hendry |title=Studebaker: One can do a lot of remembering at South Bend |journal=Automobile Quarterly |volume=10 |issue=3 |year=1972 |pages=229–257 }}</ref>{{rp|p239}}

In 1929, Studebaker added an 8-cylinder Commander to the range.<ref>Chilton Automotive Multi-Guide, Spring 1931, p. 193. In facsimile edition, 2nd printing by Thomas Nelson 1975</ref>

===1930s===
[[File:Studebaker-commander-1935.jpg|thumb|1935 Commander roadster]]

In 1935, the Commander was dropped from Studebaker’s product line, only to be reinstated in 1937 when the name was applied to Studebaker’s least expensive model, formerly known as the [[Studebaker Dictator]]. Studebaker introduced the [[Studebaker Champion|Champion]] in 1939, and the Commander line was again repositioned, now as the mid-range vehicle.

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===1940s===
[[File:1942 Studebaker Commander Custom Cruising Sedan - black - fvl2 (4637671410).jpg|thumb|1942 Commander Custom Cruising Sedan]]
Immediately following [[World War II]], Studebaker dropped its [[Studebaker President|President]] models, and the Commander again was elevated in the lineup. Studebaker also again rolled out an extended wheelbase model of the Commander, the [[Studebaker Land Cruiser|Land Cruiser]].

{|
|[[File:1941 Studebaker Commander 2 door Sedan (14494110374).jpg|thumb|1941 Studebaker Commander Sedan-Coupe]]
|[[File:1942 Studebaker Commander Custom Cruising Sedan - black - rvl (4637673066).jpg|thumb|1942 Commander Custom Cruising Sedan]]
|}
Raymond Loewy's highly distinctive shape for the 1947 Commander and Champion, spectacular on their [[Studebaker Starlight|Starlight coupe]], led if it did not create a boom in America's trunk space.
{|
|[[File:08-OL 051719A.jpg|thumb|1947 Commander 2 Door, 3 Passenger Regal Deluxe Business Coupe (14A-Q2)]]
|[[File:1947 Studebaker Commander business coupe side crop.jpg|thumb|Regal Deluxe Business Coupe]]
|[[File:Studebaker Commander Land Cruiser 1948 (14351957281).jpg|thumb|1948 Studebaker Commander Land Cruiser]]
|[[File:1950 Studebaker Commander cnv - green - rvl3 (4978994937).jpg|thumb|1950 Commander convertible]]
|}

===1950s===
The 1950 [[Studebaker Champion|Champion]] differed from the Commander, which had a distinctive bumper, carried over from 1949, longer front fenders and large headlight bezels, as well as a distinctive jet-style hood ornament and shared an appearance with the [[1949 Ford]] Sedan. In 1953, the polarizing appearance was updated and shares some appearance features with the [[Citroen DS]] that appeared in 1955.

In a 1953 road test done by Popular Mechanics, the Commander got a 0-60&nbsp;mph of 17.9 seconds and was rated as getting 26.1 mpg at 30&nbsp;mph.<ref>{{cite web|url=https://books.google.com/books?id=-tsDAAAAMBAJ|title=Popular Mechanics|first=Hearst|last=Magazines|date=1 September 1953|publisher=Hearst Magazines|via=Google Books}}</ref>

No convertible was offered in 1953. However, in late 1952 Studebaker produced one prototype of a 1953 Commander convertible to determine if the model could be profitably mass-produced. The car was based on the 1953 2-door Starliner hardtop. The car was later modified to 1954-model specifications, and was occasionally driven around South Bend by engineers. Additional structural reinforcements were needed to reduce body flexure. Even though the car was equipped with the 232 cu. in. V-8, the added structural weight increased the car's 0-60 mph acceleration time to an unacceptable level. In addition, the company did not have the financial resources to add another body type to the model line. 

The company's leadership mistakenly thought the 2-door sedans, 4-door sedans, and 1954 [[Studebaker Conestoga|Conestoga wagon]] would sell better than the 2-door coupes, so the company's resources were focused on production of the sedans and the wagon. When the prototype convertible was no longer needed, engineer E. T. Reynolds ordered the car to be stripped and the body sent to the secret graveyard at the company's proving grounds west of South Bend. A non-engineering employee requested permission to purchase the complete car, rather than see it rot away at the proving grounds with other, earlier prototypes of other cars and trucks. Chief engineer Gene Hardig discussed the request with E. T. Reynolds. They agreed to let the employee purchase the car on the condition that the employee never sell it. In the 1970s, the car was re-discovered behind a South Bend gas station and no longer owned by the former employee. After eventually passing through several owners, the car is now in a private collection of Studebaker automobiles.

In 1955, Studebaker reintroduced the President name for its premium models and 'Commander' was applied to the mid-range products. The Commander line was extended with the introduction of a lower-priced Custom sub-series, being basically a Champion with a V8 engine. Studebaker placed the name on hiatus at the end of the 1958 model year.

<gallery widths="200px" heights="150px">
File:Studebaker National Museum May 2014 074 (1950 Studebaker Commander Starlight Coupe).jpg|1950 Studebaker Commander Starlight Coupe
File:1951 Studebaker Commander (31154596974).jpg|1951 Studebaker Commander State 4-Door Sedan
File:1952StudebakerCommanderState.jpg|1952 Studebaker Commander State Convertible
File:1953 Studebaker Commander (39867874635).jpg|1953 Studebaker Commander V-8 Regal 4-Door Sedan
File:1954 Studebaker Commander Coupe (7606469736).jpg|1954 Studebaker Commander V8 Deluxe Starlight Coupe
File:1955 Studebaker Commander Regal (26758535584).jpg|1955 Studebaker Commander V-8 Regal 4-door sedan
File:1956 Studebaker Commander (5587426006).jpg|1956 Studebaker Commander 4-Door Sedan
</gallery>

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===1960s===
In 1963, Studebaker again resurrected the Commander name for the 1964 model year, applying it to the next-to-lowest-priced [[Studebaker Lark|Lark]] model, the Challenger being below. 1964 Studebaker Commanders most commonly had a dual headlight arrangement which they shared with the Challenger though quad headlamps were optional. The 1965 Commander shared the quad-headlight system of the Daytona and Cruiser.  Commanders reverted to single headlamps in the final model year of 1966. On March 17, 1966, Studebaker shut down production of all vehicles.<ref>{{cite book|title=Studebaker Lark 1959-1966 Photo Archive |first=Ed |last=Reynolds |year=2003 |publisher=Iconografix |isbn=9781583881071 }}</ref><ref>[https://studebakermuseum.org/archives-and-education/the-studebaker-history/ Studebaker History (timeline)] at Studebaker National Museum</ref>

<gallery widths="200px" heights="150px">
File:1964 Studebaker Commander (27686166302).jpg|1964 Studebaker Commander 2-Door Sedan
File:1966 Studebaker Commander 2-door sedan, front left, 06-08-2024.jpg|1966 Studebaker Commander 2 Door
</gallery>

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