1950-1951 Studebaker Commander

Studebaker began the 1950s on a wave of success. Known for pioneering the postwar car market with the striking 1947 models, the company saw unprecedented customer interest. However, the 1950-1951 Studebaker Commander marked the conclusion of this prosperous era.

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Despite facing labor disputes, material scarcities, and significant financial investments in new-model development and facilities, Studebaker produced over 191,000 cars and trucks in 1947, securing profits exceeding $9 million.

The subsequent year saw production rise to almost 250,000 units, with profits hitting an unprecedented $19 million. By 1949, sales surged by 30 percent, reaching approximately 305,000 vehicles, and profits soared beyond $27.5 million.

However, challenges were emerging. While still favored, Studebaker's 1947 "New Look" design had seen minimal updates, and by 1950, it appeared outdated compared to competitors, who had introduced their first postwar models, primarily in 1949.

South Bend aimed to lead again with fresh designs that year, but internal conflicts between the Raymond Loewy consulting team and an in-house group led by designer Virgil Exner, engineer Roy Cole, and production manager Ralph Vail caused delays. Studebaker also had to address advancements from the Big Three, such as high-compression V-8 engines, automatic transmissions, and "hardtop convertibles."

Eventually, Exner left for Chrysler, Cole and Vail's influence waned, and engineers worked tirelessly on the aforementioned innovations. Meanwhile, Bob Bourke, a Loewy associate who contributed to the 1947 design, created one of the most unusual redesigns in automotive history: the notorious "bullet nose" 1950-1951 Studebaker. This design was inspired by a directive from Loewy himself: "Now, Bob, it must resemble an airplane."

The design achieved its goal, but historical records suggest it could have been more successful. Despite Studebaker branding it the "Next Look," no competitors attempted to replicate it. Nevertheless, the bold bullet-nose design propelled Studebaker to a new sales record of over 343,000 vehicles during the postwar boom. Unfortunately, the company would never reach such heights again.

In addition to its striking front end, the 1950 Studebakers featured a one-inch increase in wheelbase, redesigned rear fenders, and updated instrument panels. A notable upgrade was the replacement of the outdated single transverse leaf spring with modern front coil springs.

The lineup, which included Champion and Commander coupes, sedans, and convertibles since 1947, expanded with four new Champion Custom models. Priced from $1,419, these models marked Studebaker's return to the affordable car market for the first time since 1939.

A slight increase in compression added five horsepower to the Champion's six-cylinder engine, while the Commander's larger six-cylinder engine gained 2 horsepower, reaching 102. The Commander, positioned as a premium model, featured a 120-inch wheelbase—seven inches longer than the Champion—with prices ranging from $1,871 to $2,328 for the Regal DeLuxe convertible.

In spring 1950, Studebaker introduced its most significant postwar engineering innovation: "Automatic Drive." Developed in collaboration with Borg-Warner's Detroit Gear Division, this optional transmission was the only automatic system designed and manufactured by an independent automaker other than Packard.

Several advanced features set it apart as one of the finest systems available: a non-slip torque-converter, a safety mechanism preventing in-gear starts and accidental reverse engagement while driving, no-creep functionality, and a "hill-holder" feature to prevent rolling backward on inclines. Ford expressed interest in acquiring Automatic Drive for its vehicles, but Studebaker declined—a decision that, in hindsight, proved to be a significant misstep.

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1951 Studebaker Commander

The standout feature for 1951 was the introduction of a much-needed overhead-valve V-8, exclusive to the 1951 Studebaker Commander. This advanced engine, the first modern V-8 from an independent manufacturer, positioned Studebaker at least three years ahead of competitors like Chevrolet, Ford, and Plymouth.

The V-8's compact design led to a five-inch reduction in the Commander's wheelbase. Rising production costs also necessitated placing the Champion on the same platform, which meant it adopted the Commander's center-point steering and coil-over front shocks, introduced in 1950.

Otherwise, the 1951 models closely resembled the 1950 Studebakers. The "bullet nose" design was subtly softened by painting its large chrome outer ring. Series names were updated, trim was reorganized, and Commanders received upgraded electric wipers (optional on Champions). Prices saw a slight increase. The Commander Land Cruiser sedan, with its longer wheelbase, remained the flagship of the South Bend lineup at $2,289, though the Commander State convertible was priced slightly higher.

The V-8 Commander created a buzz with its lighter weight and nearly 18 percent increase in horsepower. Tester "Uncle Tom" McCahill enthusiastically remarked, "This engine turns the once-reserved Studebaker into a high-performance machine that outpaces nearly every other American car..."

Despite this, a Commander secured its class victory in the 1951 Mobilgas Economy Run, achieving an average of 28 mpg with overdrive across 840 miles. Commanders, particularly the V-8 Land Cruiser, were highly regarded for long-distance travel. Given their price point, just $75 less than a Buick Super, they had to deliver exceptional performance.

However, a shortened model year and government-imposed production restrictions due to the Korean conflict limited Studebaker's output. Production fell to under 269,000 units for 1951, with 124,280 being Commanders.

While Studebaker was still performing well and had some iconic models on the horizon, the gradual decline that would lead to its eventual demise had already begun. Being an early innovator ultimately contributed to the company's downfall.

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1950-1951 Studebaker Commander Specifications

While the 1950-1951 Studebaker Commander is primarily remembered for its distinctive bullet-nose design, it also delivered surprisingly enjoyable performance.

Specifications

1951 Engine: L-head six, 245.6 cid (3.31 × 4.75), 102 bhp

1951 Engine: ohv V-8, 232.6 cid (3.38 × 3.25), 120 bhp

Transmission: 3-speed manual; overdrive and 2-speed “Automatic Drive” (available from mid-1950) optional

Suspension front: upper and lower A-arms, coil springs

Suspension rear: live axle, semi-elliptic leaf springs

Brakes: front/rear drums

1950 Wheelbase (in.): 120.0 (Land Cruiser 124.0)

1951 Wheelbase (in.): 115.0 (Land Cruiser 119.0)

Weight (lbs.): 3,215-3,375

Top speed (mph): 85 (1951 100)

0-60 mph (sec): 16 (1951 13)

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