14

Listed Now

$29,196

Avg. Asking Price

1927–1957

Year Range

Transmission Distribution

Automatic 29% ◄

Manual 50%

Condition Distribution

Excellent 7%

Good 29%

Fair 7%

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Commander rust patterns vary dramatically by era. Pre-1939 cars have wood inner body framing supporting steel outer panels — water penetration causes wood rot in addition to steel rust. Post-1939 all-steel cars rust at lower body panels, running boards, fender attachment points, rocker panels, and floor pans. The 1953-1958 Loewy-era cars rust at the lower rear quarters, rocker panels, and floor pans. Mechanically, Studebaker engines varied dramatically by era. The 226 flathead inline-six (1937-1947), 169/170/185 OHV inline-six (1948-1964), and Studebaker V8s (232, 259, 289, 304 R-series) are all robust when maintained. The supercharged 289 in the Golden Hawk (1957-1958) is rare and requires specialist knowledge — McCulloch supercharger components are difficult to source. The Borg-Warner three-speed manual transmission (most pre-1956 cars), Studebaker automatic transmission (1950-1956), and Borg-Warner automatic (1957-1964) are all reasonably durable. Common issues include leaky transmission seals on neglected cars and tired carburetor settings. Parts support is reasonable through specialist Studebaker suppliers (Studebaker International, Phil's Studebaker Parts, Studebakers Direct, others). Not as extensive as Big Three parts support, but adequate for proper restoration and maintenance work. Electrical issues are universal classic-car concerns. Pre-1956 Studebakers used 6-volt positive-ground systems requiring specific bulbs and components. Many cars have been converted to 12-volt for modern reliability. For 1957-1958 Golden Hawk cars, the McCulloch supercharger requires periodic seal replacement — typical maintenance cost $800-$1,500 every 5-10 years.

Cross-reference any Commander priced over $25,000 against Studebaker National Museum records. The Studebaker National Museum (South Bend, Indiana) maintains original production records and can verify chassis number, engine number, original paint code, and original specifications. Museum verification is recommended for any Loewy-era car (1953-1958). For 1957-1958 Golden Hawk claims, demand specialist authentication. Only 4,356 Golden Hawks were built across two model years (4,356 = 4,356 cars in 1957 and 878 cars in 1958). Specialist verification of supercharger originality and engine numbers is mandatory. Body style verification is essential. Commander was offered in numerous body styles across multiple eras: sedan (4-door), coupe (2-door), Starlight Coupe (1953-1955 only), Hawk variants (1956-1964), station wagon. Each has different value trajectories. Engine identification is essential for V8 cars. The Studebaker 232 V8 (1951-1954), 259 V8 (1955-1964), 289 V8 (1956-1964), 289 V8 supercharged (Golden Hawk 1957-1958), and 304 R-series (1962-1964 Gran Turismo Hawk) all have specific casting numbers and identifying features. For pre-1939 Commanders, probe the wood inner body framing. Soft, spongy, or rotten wood requires specialist coachbuilding repair — $5,000-$15,000 typical depending on extent. For Loewy-era 1953-1955 Starlight Coupes, the slim pillar styling is critical to value. Verify the original undamaged proportions and structure. For 1957-1958 Golden Hawk cars, verify the McCulloch supercharger is original and functional. Replacement supercharger components are difficult to source. Document the car. Photograph every panel, every chassis number, every engine bay component, every interior detail, and every identifying tag. Cross-reference against Studebaker Drivers Club records and the marque registry.

1937-1942 pre-war Commander sedans: driver-quality cars run $15,000-$32,000. Documented Loewy-designed coupe variants from this era: $22,000-$45,000+. 1946-1952 post-war Commander sedans: driver-quality cars run $14,000-$28,000. The 1950-1951 "spinner" grille cars are most desirable. 1953-1955 Loewy-designed Commander Starlight Coupe: driver-quality cars run $22,000-$48,000. Documented original-paint cars: $35,000-$65,000+. 1956-1958 Commander Hawk variants: driver-quality cars run $22,000-$45,000. 1957-1958 Golden Hawk (supercharged 289 V8): driver-quality cars run $35,000-$70,000. Documented numbers-matching cars: $50,000-$95,000+. 1959-1961 Commander sedans: driver-quality cars run $12,000-$22,000. 1962-1964 Gran Turismo Hawk (Loewy-redesigned refresh): driver-quality cars run $18,000-$35,000. Documented cars: $25,000-$45,000. 1962-1964 Studebaker R-series Avanti-engined Commanders are extremely rare — these were dealer-installed packages typically with the R1 (240 hp) or R2 (290 hp supercharged) versions of the 289 V8. Project Commanders start around $5,000-$15,000 across most generations. Stripped roller candidates: $2,000-$6,000. Restoration costs are higher than Big Three restoration due to Studebaker-specific parts scarcity.

Raymond Loewy was Studebaker's consulting designer from 1936 through 1955 and is widely credited with establishing post-war Studebaker as a leader in modern automotive design. Loewy's 1953 Starlight Coupe (the basis for the Commander Starlight) was featured in the Museum of Modern Art's 1953 "Ten Automobiles" exhibition recognizing exceptional automotive design as art. Loewy's influence extended through the entire 1953-1955 Studebaker lineup, establishing styling cues that defined the marque's identity through its closure. The 1957-1958 Studebaker Commander Golden Hawk featured a McCulloch-supercharged 289 cubic inch V8 producing 275 horsepower (gross) — among the most powerful American passenger-car engines of 1957-1958. About 5,234 Golden Hawks were built across two model years (4,356 in 1957 and 878 in 1958). The supercharged engine setup was extremely rare in 1950s American production cars — Pontiac's 1957 Bonneville and Chevrolet's 1957 Corvette fuelies were the only contemporaries with similar performance. Documented original Golden Hawks now command $50,000-$95,000+ in concours condition. Studebaker discontinued American production in 1963 (the Lark and Hawk were the final American-built Studebakers), with limited production continuing in Canada through 1966 (the final 1966 Studebaker Cruiser was the last car built by the company). Studebaker had been struggling financially since the late 1950s — the 1962-1964 Avanti was a desperate attempt to revive the brand with Loewy-designed performance, but it failed to generate enough sales to save the company. The Studebaker Commander represents the final mid-trim sedan effort of one of America's oldest independent automakers (founded 1852 as a wagon manufacturer).