1964 Studebaker Commander - The Head Turner - 63
What do you get when you mix one police-spec Studebaker Commander
with a 500hp Chev and eight years’ hard work? One tough Stude, of
course.
When I think of a commander I think of strength (at times in the face of adversity), power, order, guts and glory, certainly not Studebakers. I had a think about it and took a good look at what’s out there being modified and came to a conclusion: Studebakers are custom cars sitting still. Some cars look menacing sitting still, some cars look ugly sitting still. But Studebakers, well, they look like they’re waiting. Waiting for an owner to bring out their true spirit, that custom car spirit; I’ll stick my neck out here and say
that
rodding spirit. Their owners are like Mopar fans, an eclectic bunch who
probably believe that if it’s not a Studebaker, it’s just a bread
baker.
Kimball Thomson is a collector, he likes Studebakers, and parked in his garage amongst other models he has a totally cool 1964 Studebaker Commander. This particular Commander started life as a police cruiser, and after an extensive eight-year body-off rebuild by the previous owner in Melbourne, it was purchased by Kimball when he spotted it at a car show. But it wasn’t a straightforward sale. “The owner originally didn’t want to sell it. I wanted this one, it said something the others I looked at didn’t have.” The sale was eventually concluded and the latest addition was imported into New Zealand in 2009 to become part of Kimball’s collection.
Step inside, walk this way, you and me babe, hey hey!
The interior, with its full complement of new glass and screens fitted around a retrimmed bench seat interior, heralds a classic feel. The metal dash was resprayed to match the upholstery, the doors were tricked up with some Falcon armrests, and the seats rebuilt, then the whole lot got re-covered in a low-key mix of top-shelf embossed grey fabric and marble grey leather.
The Quicksilver shifter fits with the curves of the ’60s interior and could almost be overlooked, it really does blend in that well. But the masterstroke has to be the wood rim Mustang-style twirler with the billet centre. It completes the subtle interior, tying it all together perfectly right at the driver’s fingertips.
The
only post-importation modification has been the interior sound install,
which was taken care of by the crew at Street Soundz in the capital.
You step out of the Commander after checking yourself in the XY-GT mirrors and are greeted by an exterior covered in a deep ocean of Honda Forensic Red. Laid on by Melbourne sheetmetal ace Guido Grima, the top coats are the crowning glory to the bare metal respray that graces the Studebaker’s body.
The trim curves gently along the car’s exterior, the flared guards adding feature to the flanks against the subtle arc of the bonnet, roof and boot line. The sharp lines frame the flat sections of the doors and pillars, and from the smoothed and re-chromed steel bumpers over the smoothly fused XR8 bonnet bulge, around the flared guards and onto the ledge that is the rear light treatment, this car oozes cool in a way other cars ooze muscle or speed.
Stepping back you see a vehicle that the uninitiated could walk past and not notice. It has a tough stance, clean lines and straight panels that all scream quality, but it doesn’t have the huge, whining blower or the wide rubber behind the ground-scraping guards to shout for attention: no loud stripes or wild wings adorn this Commander. I did say cool, not raucous. Yet once you look for the first time you are drawn back to the car time and time again.
But if the mirrors and power bulge, along with XB bonnet pins, draw you in, it is the rolling stock that hooks you. The choice of
wheel,
so critical to the final package, was bold, and akin to the twirler in
terms of capping off the exterior. Polished and smooth, the Centreline
five-spokers at once add contrast to the Forensic Red and enhance the
body trim, which was so painstakingly restored to factory glory. The
16×7 and 16×8-inch front and rear split shod in GT Radials looks tough,
with just enough dish to make you second-guess a traffic light duel, but
not so much as to be budget busting when it comes to getting new
liquorice rings after a few antics at the charity burnout comps.
The eternally fashionable twin chrome tailpipes cap off the exterior picture.
The work on the Commander’s body and cabin set the scene, they get you dialled into the rest of this car, piquing your interest, begging the question of how good the rest of the Studebaker must be based on what is already apparent. However, it’s the hard work you can’t see that sets this car apart from its peers.
Here comes the truth, baby!
The underside of the Studebaker is as meticulous as the topside. A Navy man would be proud. Signs of usage aside, the car would win trophies at any show on undercarriage alone. The shortened nine-inch diff housing filled with 3.1:1 gearing dominates the underside. These Commanders aren’t actually that wide, so the big diff housing makes itself seen. Traction bars and a rear sway bar keep the back tyre contact to a maximum at all times, and good old drum brakes out back with Leyland callipers gripping XY
Falcon discs up front keep the friction on tap as well.
A custom twin two-inch full-length exhaust is ceramic coated to the tailpipes and stands out underneath, with a beefy custom tail-shaft nestled between a pair of massive free-flow mufflers.
Gas shocks all round keep those Centrelines and GT Radials planted on the tarmac, while freshened factory leaves and coils keep the body up off the rubber.
To ensure the suspension and steering work properly, the spring towers were also strengthened with extra reinforcing. That custom tail-shaft slots into the back of a John Marshall Transmissions-beefed Turbo 400. These things are good for plenty of street power, as well as inspiring confidence with their reliability. Extra clutch packs were fitted for positive shifts to transmit the fat torque this engine makes.
Graham Extreme Engines in Melbourne screwed together a stout 400ci small block Chev for the car. C’mon, the factory 289 was never gonna cut it, so why bother? A standard bore, four-bolt mains block was found and given a clean-up, then stuffed full of CP custom pistons and H-beam rods. The 18-degree aluminium Bowtie cylinder heads were fitted with titanium valves and Jesel shaft mount rockers.
With an ICE ignition system firing all cylinders, reliability counted when this engine was built. A 750cfm carb fed by a BG220 fuel
pump
was fitted to a Weiand intake manifold, with a K&N filter dropped
down over the top. The engine bay is impeccably presented, with the
braided fuel lines, alloy rocker covers and ceramic-coated headers all
combining to provide a silver lining behind a Forensic Red cloud. A
flexi fan blows onto a heavy duty four-core radiator to keep it all at a
safe operating temperature. The engine bay, while dominated by the
silver centrepiece, is clean and understated with custom inner fenders
and a smoothed firewall surrounding the engine, while ancillaries like
the battery and wiring are all hidden elsewhere.
How does this Commander rule the roost? “It’s great to drive. Everywhere you go people are looking at it, it gets attention,” Kimball says. He has been enjoying the fruits of Guido Grima’s labour, and the Studebaker has been hitting the streets regularly. It’s smooth on the road and there’s no sign of its age, especially not up against all the clones that populate our roads these days. And while it’s a long way from its beginnings as a police cruiser, this is one Commander that gets my allegiance. Yes sir!
In Hot Pursuit
Another of Kimball’s Studebakers is an immaculate 1963 Lark Police Special.
In the days before flower power and muscle cars, hoons in Australia had it easy. They could outrun the local constabulary with little worry that they’d be apprehended if the cruise suddenly went all cannonball run. The police cars supplied by a particular four-letter manufacturer were no match for the boy racers of the day, and it wasn’t until the appearance of the Studebaker Lark in
the early ’60s that the playing field was evened up in favour of the boys in blue.
The Lark was in service with the Victorian Police from 1961, initially as a four-door, but from 1963 a two-door variant was released for use primarily in pursuit roles. It was powered by a 289ci, 225hp V8 motor lifted out of the Studebaker Hawk, backed by a three-speed manual with heavy-duty brakes and uprated suspension.
Kimball’s car is a genuine Victorian Police pursuit special. After undergoing a meticulous restoration, the Studebaker Lark was refinished in the car’s original police standard colour option, Powder Blue. Aside from a four-speed manual slotting in where a three-speed once resided, the car is as it was when it entered service with the Victorian Police.
Studebaker had an illustrious motorsport career in Australia, which was at one time run alongside its career in the police force; the Victorian Police Motor Sports club raced the same cars they used to chase the crims, and the Lark went on to racing greatness at Phillip Island, Sandown and Bathurst.
The Studebaker Lark is fondly remembered for its days as a police chaser in real life as well as on TV, with a starring role in the early cop show Homicide. Eventually it went on to become a cultural icon in the West Island city of Melbourne, where the Studebaker Lark is said to be as well-known as the green trams that once populated the city centre.
Driveline: Turbo 400 transmission, extra clutch pack, shortened Ford nine-inch diff
Suspension: Original Studebaker with 24mm stabiliser bar, rear sway bar, traction bars, gas shocks
Brakes: Falcon disc, Leyland callipers, XB pendulum pedals, drum rear
Wheels/ tyres: 16×7-and 16×8-inch Centerline Convo Pro rims, 205/55R15 and 225/55R15 GT Radial tyres
Exterior: New glass, Honda Prelude Forensic Red paint, bumpers de-bolted, de-chromed boot and panels, bonnet pins, XR8 bonnet scoop
Chassis: Reinforced around the spring towers
Interior:
Stock interior with new trim and dash painted to match, Mustang wheel
with handmade billeted centre, shortened steering column, Falcon arm
rests, Pioneer head unit, amp, and speakers
Performance: 290kW at wheels at 6000rpm (approx 373kW/500bhp at flywheel)
Age: Old(er)
Occupation: Self employed
Previously owned cars: Nash Metropolitan, Dodge Kingsway, Oldsmobile Cutlass, Chev Malibu, Mercedes 280SE, Plymouth Fury, Subarus, two Sierra Cosworths, MkIII Cortina GT, three Studebakers, Mazda RX-4, Ford Focus XR5, Suzuki Wagon R, Mini Cooper, two Ford Sierra XR 4x4s, Ford Cortina Ghia MkV, two Ford Telstars, two Ford Mondeo V6s
Dream car: My supercharged Studebaker Gran Turismo Hawk
Why the Commander: The history as a Victorian police car is unusual, and the superb custom job is a change from my other original restorations. Studebakers make great custom cars. Studebaker parts are readily available at a cost much more friendly than other marques, and with the ease of fitment of modern GM components, they open up a whole new world for people wanting something a little different.
When I think of a commander I think of strength (at times in the face of adversity), power, order, guts and glory, certainly not Studebakers. I had a think about it and took a good look at what’s out there being modified and came to a conclusion: Studebakers are custom cars sitting still. Some cars look menacing sitting still, some cars look ugly sitting still. But Studebakers, well, they look like they’re waiting. Waiting for an owner to bring out their true spirit, that custom car spirit; I’ll stick my neck out here and say
that
rodding spirit. Their owners are like Mopar fans, an eclectic bunch who
probably believe that if it’s not a Studebaker, it’s just a bread
baker.Kimball Thomson is a collector, he likes Studebakers, and parked in his garage amongst other models he has a totally cool 1964 Studebaker Commander. This particular Commander started life as a police cruiser, and after an extensive eight-year body-off rebuild by the previous owner in Melbourne, it was purchased by Kimball when he spotted it at a car show. But it wasn’t a straightforward sale. “The owner originally didn’t want to sell it. I wanted this one, it said something the others I looked at didn’t have.” The sale was eventually concluded and the latest addition was imported into New Zealand in 2009 to become part of Kimball’s collection.
Step inside, walk this way, you and me babe, hey hey!
The interior, with its full complement of new glass and screens fitted around a retrimmed bench seat interior, heralds a classic feel. The metal dash was resprayed to match the upholstery, the doors were tricked up with some Falcon armrests, and the seats rebuilt, then the whole lot got re-covered in a low-key mix of top-shelf embossed grey fabric and marble grey leather.
The Quicksilver shifter fits with the curves of the ’60s interior and could almost be overlooked, it really does blend in that well. But the masterstroke has to be the wood rim Mustang-style twirler with the billet centre. It completes the subtle interior, tying it all together perfectly right at the driver’s fingertips.
The
only post-importation modification has been the interior sound install,
which was taken care of by the crew at Street Soundz in the capital.You step out of the Commander after checking yourself in the XY-GT mirrors and are greeted by an exterior covered in a deep ocean of Honda Forensic Red. Laid on by Melbourne sheetmetal ace Guido Grima, the top coats are the crowning glory to the bare metal respray that graces the Studebaker’s body.
The trim curves gently along the car’s exterior, the flared guards adding feature to the flanks against the subtle arc of the bonnet, roof and boot line. The sharp lines frame the flat sections of the doors and pillars, and from the smoothed and re-chromed steel bumpers over the smoothly fused XR8 bonnet bulge, around the flared guards and onto the ledge that is the rear light treatment, this car oozes cool in a way other cars ooze muscle or speed.
Stepping back you see a vehicle that the uninitiated could walk past and not notice. It has a tough stance, clean lines and straight panels that all scream quality, but it doesn’t have the huge, whining blower or the wide rubber behind the ground-scraping guards to shout for attention: no loud stripes or wild wings adorn this Commander. I did say cool, not raucous. Yet once you look for the first time you are drawn back to the car time and time again.
But if the mirrors and power bulge, along with XB bonnet pins, draw you in, it is the rolling stock that hooks you. The choice of
wheel,
so critical to the final package, was bold, and akin to the twirler in
terms of capping off the exterior. Polished and smooth, the Centreline
five-spokers at once add contrast to the Forensic Red and enhance the
body trim, which was so painstakingly restored to factory glory. The
16×7 and 16×8-inch front and rear split shod in GT Radials looks tough,
with just enough dish to make you second-guess a traffic light duel, but
not so much as to be budget busting when it comes to getting new
liquorice rings after a few antics at the charity burnout comps.The eternally fashionable twin chrome tailpipes cap off the exterior picture.
The work on the Commander’s body and cabin set the scene, they get you dialled into the rest of this car, piquing your interest, begging the question of how good the rest of the Studebaker must be based on what is already apparent. However, it’s the hard work you can’t see that sets this car apart from its peers.
Here comes the truth, baby!
The underside of the Studebaker is as meticulous as the topside. A Navy man would be proud. Signs of usage aside, the car would win trophies at any show on undercarriage alone. The shortened nine-inch diff housing filled with 3.1:1 gearing dominates the underside. These Commanders aren’t actually that wide, so the big diff housing makes itself seen. Traction bars and a rear sway bar keep the back tyre contact to a maximum at all times, and good old drum brakes out back with Leyland callipers gripping XY
Falcon discs up front keep the friction on tap as well.A custom twin two-inch full-length exhaust is ceramic coated to the tailpipes and stands out underneath, with a beefy custom tail-shaft nestled between a pair of massive free-flow mufflers.
Gas shocks all round keep those Centrelines and GT Radials planted on the tarmac, while freshened factory leaves and coils keep the body up off the rubber.
To ensure the suspension and steering work properly, the spring towers were also strengthened with extra reinforcing. That custom tail-shaft slots into the back of a John Marshall Transmissions-beefed Turbo 400. These things are good for plenty of street power, as well as inspiring confidence with their reliability. Extra clutch packs were fitted for positive shifts to transmit the fat torque this engine makes.
Graham Extreme Engines in Melbourne screwed together a stout 400ci small block Chev for the car. C’mon, the factory 289 was never gonna cut it, so why bother? A standard bore, four-bolt mains block was found and given a clean-up, then stuffed full of CP custom pistons and H-beam rods. The 18-degree aluminium Bowtie cylinder heads were fitted with titanium valves and Jesel shaft mount rockers.
With an ICE ignition system firing all cylinders, reliability counted when this engine was built. A 750cfm carb fed by a BG220 fuel
pump
was fitted to a Weiand intake manifold, with a K&N filter dropped
down over the top. The engine bay is impeccably presented, with the
braided fuel lines, alloy rocker covers and ceramic-coated headers all
combining to provide a silver lining behind a Forensic Red cloud. A
flexi fan blows onto a heavy duty four-core radiator to keep it all at a
safe operating temperature. The engine bay, while dominated by the
silver centrepiece, is clean and understated with custom inner fenders
and a smoothed firewall surrounding the engine, while ancillaries like
the battery and wiring are all hidden elsewhere.How does this Commander rule the roost? “It’s great to drive. Everywhere you go people are looking at it, it gets attention,” Kimball says. He has been enjoying the fruits of Guido Grima’s labour, and the Studebaker has been hitting the streets regularly. It’s smooth on the road and there’s no sign of its age, especially not up against all the clones that populate our roads these days. And while it’s a long way from its beginnings as a police cruiser, this is one Commander that gets my allegiance. Yes sir!
In Hot Pursuit
Another of Kimball’s Studebakers is an immaculate 1963 Lark Police Special.
In the days before flower power and muscle cars, hoons in Australia had it easy. They could outrun the local constabulary with little worry that they’d be apprehended if the cruise suddenly went all cannonball run. The police cars supplied by a particular four-letter manufacturer were no match for the boy racers of the day, and it wasn’t until the appearance of the Studebaker Lark in
the early ’60s that the playing field was evened up in favour of the boys in blue.The Lark was in service with the Victorian Police from 1961, initially as a four-door, but from 1963 a two-door variant was released for use primarily in pursuit roles. It was powered by a 289ci, 225hp V8 motor lifted out of the Studebaker Hawk, backed by a three-speed manual with heavy-duty brakes and uprated suspension.
Kimball’s car is a genuine Victorian Police pursuit special. After undergoing a meticulous restoration, the Studebaker Lark was refinished in the car’s original police standard colour option, Powder Blue. Aside from a four-speed manual slotting in where a three-speed once resided, the car is as it was when it entered service with the Victorian Police.
Studebaker had an illustrious motorsport career in Australia, which was at one time run alongside its career in the police force; the Victorian Police Motor Sports club raced the same cars they used to chase the crims, and the Lark went on to racing greatness at Phillip Island, Sandown and Bathurst.
The Studebaker Lark is fondly remembered for its days as a police chaser in real life as well as on TV, with a starring role in the early cop show Homicide. Eventually it went on to become a cultural icon in the West Island city of Melbourne, where the Studebaker Lark is said to be as well-known as the green trams that once populated the city centre.
1964 Studebaker Commander – Specifications
Engine: 400ci (6555cc) small block Chev, four-bolt mains, custom CT pistons, H-beam rods, 18-degree aluminium Nascar Chev bowtie heads, hydraulic roller cam, Jesel shaft mount rockers, titanium valves, 750cfm Holley, Barry Grant fuel pump, ICE ignition, two-inch pipes, 3.5-inch collector, handmade extractors, four-core radiator, de-loomed, fabricated inner guards, de-seamed firewallDriveline: Turbo 400 transmission, extra clutch pack, shortened Ford nine-inch diff
Suspension: Original Studebaker with 24mm stabiliser bar, rear sway bar, traction bars, gas shocks
Brakes: Falcon disc, Leyland callipers, XB pendulum pedals, drum rear
Wheels/ tyres: 16×7-and 16×8-inch Centerline Convo Pro rims, 205/55R15 and 225/55R15 GT Radial tyres
Exterior: New glass, Honda Prelude Forensic Red paint, bumpers de-bolted, de-chromed boot and panels, bonnet pins, XR8 bonnet scoop
Chassis: Reinforced around the spring towers
Interior:
Stock interior with new trim and dash painted to match, Mustang wheel
with handmade billeted centre, shortened steering column, Falcon arm
rests, Pioneer head unit, amp, and speakersPerformance: 290kW at wheels at 6000rpm (approx 373kW/500bhp at flywheel)
Kimball Thomson – Owner Profile
Car club: Studebaker Drivers ClubAge: Old(er)
Occupation: Self employed
Previously owned cars: Nash Metropolitan, Dodge Kingsway, Oldsmobile Cutlass, Chev Malibu, Mercedes 280SE, Plymouth Fury, Subarus, two Sierra Cosworths, MkIII Cortina GT, three Studebakers, Mazda RX-4, Ford Focus XR5, Suzuki Wagon R, Mini Cooper, two Ford Sierra XR 4x4s, Ford Cortina Ghia MkV, two Ford Telstars, two Ford Mondeo V6s
Dream car: My supercharged Studebaker Gran Turismo Hawk
Why the Commander: The history as a Victorian police car is unusual, and the superb custom job is a change from my other original restorations. Studebakers make great custom cars. Studebaker parts are readily available at a cost much more friendly than other marques, and with the ease of fitment of modern GM components, they open up a whole new world for people wanting something a little different.
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