Studebaker’s fortunes in the 1960s were always in question after the popular compact Lark saw its sales drop. That’s because a flood of competition entered the smaller-car U.S. market. But the end of the line came closer in 1964 when the company quit making them in Indiana, relying solely on Canada instead. The seller’s 1965 Commander sedan looks like a turn-key purchase from Studebaker’s next-to-last year. Located in Georgetown, Illinois, the asking price is $13,700 here on eBay.
When Studebaker shifted all car production to Hamilton, Ontario (where they already had a plant), powertrains were outsourced from GM of Canada. That’s because Studebaker’s engine plant in South Bend, Indiana, had been mothballed. So, Chevrolet motors and transmissions would be employed in 1965 and 1966. The model line-up was simplified, and the Commander was the gateway to Cruisers, Daytonas, and Wagonaires.
This ’65 Stude is said to have a true 47,500 miles and comes with its factory 283 CI/195 HP V8 and a 2-speed Powerglide automatic transmission. We’re told the car runs well, and you could drive the Commander anywhere. As a plus, it has a working air conditioner to make the trip more enjoyable. Newer tires, exhaust, and a battery are also along for the ride.
The seller is uncertain if the turquoise paint is original, and the black interior is sufficiently tidy for Cars & Coffee outings. You’re not likely to find much rust, though there is some of the surface variety down below. Fewer than 20,000 Studebakers were produced in 1965, and only a percentage were Commanders, so you won’t discover many this nice very often.
This is one sharp car. You know, I babble about the 4th or 5th place we Ramblers folks traded with Studebaker, to be perfectly honest, it was a tie for 4th. Studebaker and Rambler had a lot in common, and attracted the same buyers. We had a kindred relationship with the folks of South Bend, and were actually saddened when they went under, we were on our own.
Personally, while the SBC is undisputed the best, there was nothing wrong with Studebaker motors, this isn’t a Checker for heavens sake. When Studebaker went to Canada, hey, things weren’t like today, Canada, hey, was this foreign entity, and how dare they produce OUR beloved Studebakers. Sales fell quick, and we forgot all about them.
I suppose I’ll just have to accept, 5 figures is becoming the norm for anything unusual. People today couldn’t possibly know the history of a Studebaker, and are buying it solely on its looks. 283, 289, what’s the diff? Studebakers were built with all off the shelf quality components, but they won’t know that. Now, if they are willing to spend 5 figures on one, that may be another matter. I read, one reason Studebaker failed was the name, like OLDsmobile, it just sounded old. What a neat car!
Just picked up my second Studie in 2 months…looking forward to the ride!!
The bulletnose is my absolute favorite car, period. Eating my heart out.
Nice! I have a 1951 Champion Starlight Coupe.
P.S. Studie #1
Many years back I read an article about Studebaker and the cause of its demise. The guy that wrote the story said it all began during the Great Depression. The powers that ran the corporation wanted to give the impression to the stockholders that the current economic catastrophe affecting the whole country wasn’t a problem at Studebaker. They continued to pay large dividends on all outstanding stocks. They virtually wiped out their accumulated wealth and working capital doing this. The next 30 or so years ground them into insolvency with no money to back them up. True or not, I can’t say for sure. At the time I read this it sounded very plausible.
Some readers might get their shorts in a knot, but this car is perfect sleeper material. Any size small block Chevrolet will bolt right in. Small block Chevrolets have been stroked to 454 cubic inches! If you are not satisfied with that you could go the LS route.
I’m on your side Jack. I’ve seen a few of these Studebakers hopped up. Always start with the best example that you can afford.
Why would you do that? It’s exceptional as is.
It’s already Chevrolet powered. Nothing too sacrilegious going on.
Wow this is a really cool car. I’m not thrilled with the ‘glide trans, but that’s my problem. I wouldn’t change a thing. And bonus: My shorts didn’t get a knot, LOL!
No Power-glide for these. Studebaker still used Borg-Warner transmissions as they did before. They made an adapter to mate it to the small block Chevy. They also sold adapters to Checker when they went to Chevy power.
In Russ’ writeup he says its equipped with a ‘Glide. Maybe he’s wrong, I’m just going by what I’m reading.
Yup, PNDLR is clear in the pictures
If it actually is a powerglide, it is not the original trans. The B=W box is a 3 speed but if it is in Drive it will start in second unless the gas pedal is on the floor. Putting it in low forces it to start in first and then shifting to drive will use second and third. I have had a ’66 wagon as an off=and=on daily driver since the late 80’s
You’re right, Studebaker was buying engines from McKinnon (GM of Canada), but not transmissions. They kept on using their original Borg-Warner transmissions, one of the reasons that the Chevrolet/McKinnon engines were an option (they bought the adaptors from either Checker or whomever supplied them to Checker, not the other way around).
To those assuming that it’s a Powerglide because of the PNDLR shift indicator, that’s the way that all automatic Studes were (I have no idea how they got around the 1965 model year FMVSS rule requiring all automatics to have reverse between park and neutral — perhaps the rule was deferred for a year or two for “imports”). The B-W automatic was a three speed, but it was never possible to manually select second gear in a Studebaker. Six cylinder models used all three speeds, passing through second gear on the way to high. V8 models started out in second gear (often leading people that weren’t familiar with it to believe that it was only a two-speed), with first only being accessible by manually selecting “L”.
A lot of people get confused with the second gear start Borg Warner, especially with the 65, 66 years. It’s most definitely not a power glide
I think I’d lose the wheels and opt for something a little more traditional, but what a sweetie otherwise.
Very nice clean studebaker! You don’t see many of these in that nice of shape!!
I miss Studebaker.
Imagine this car pulling an age appropriate travel trailer.
On Route 66, in 2026. 100th anniversary of the Mother Road. Happy motoring!
A local friend just picked up a four door with 10,000 ORIGINAL MILES!!! Fellow passed away and kids dumped it cheap. Interior is almost like new. Young fellow that got it is exactly the opposite of what you are all saying about kids. He loves them old and stock and is into Studes and Internationals and old Dodges. So is his brother. There is hope. The car couldn’t have gone to a better home.
Is that an FM to AM converter under the dash?
Yes it is Lcl
Looks like FM numbers on that dial, so prolly is. To take a guess, I’d reckon it intercepts the antenna wire to put the FM tuner output on a specific frequency on the AM dial.
This is one of those times I kick myself for looking at B/F I see all these cars that I wouldn’t have ever crossed my Radar. Then I am obsessed that There is no way in the world that I an buy it and I am in a funk for several hours while I finally let it go. Do I need therapy?
You are not alone, Joe.
What a very nice car! I would buy this in an instant if I was in the market.
AND
Joe Haska, we all need therapy if you asked the wives!
Studebaker is an awesome name and this is an awesome car.
So the write up is wrong if it’s all original it’ll have a Borg Warner transmission that’s 2nd gear start because of the V8. When Studebakers production fully moved to Canada they only sourced the GM engines. Those bell housings are unique to 65 and 66 because of the GM engines with BW trans
this seller needs a lesson on picture taking. it would definitely help the sale
With FM converters, you generally tune your AM to 1400 kcs.