The success of the Champion in 1939 was imperative to Studebaker's survival following weak sales during the 1938 model year.

Unlike most other cars, the Champion was designed from a "clean sheet" and had no restrictions caused by necessarily using older parts or requiring the subsequent use of its components in heavier vehicles.

Market research guided the selection of features, but a key principle adhered to was the engineering watchword "weight is the enemy".

The Champion was one of Studebaker's best-selling models because of its low price (US$660 for the 2-door business coupe in 1939, equal to $14,457 today), durable engine, and styling.

Champions won Mobilgas economy runs by posting the highest fuel efficiency tests.

During World War II, Champions were coveted for their high efficiency at a time when gas was rationed in the United States.

[3] In 1947, Studebaker completely redesigned the Champion and the Commander, making them the first new cars after World War II.

[3] Also, new styling (new grille, sheet metal, and rear end) was introduced, as well as an automatic transmission by Borg-Warner.

Around 1955, the body was removed from the chassis and was sent to the secret graveyard in the wooded infield of the high-speed oval at the company's proving ground west of South Bend.

In the early 1970s, members of the Studebaker Drivers Club discovered the body of the wagon prototype.

The front end of the new Champion was lower than contemporaries and shares an appearance with the Citroen DS.

However, in late 1952 Studebaker produced one prototype of a 1953 Commander convertible to determine whether the model could be profitably mass-produced.

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.

The coupes received the new Hawk-style bodywork with a centrally placed square grille reminiscent of a period Mercedes-Benz.