Eight Detroit businessmen pool resources to found the Hudson Motor Car Company in February 1909 . Among them was retailing magnate Joseph L. Hudson . Another was Roy D. Chapin , Sr . , who moderate the young business firm to high successfulness as its United States President from 1910 to 1923 .
Hudson build some of America ’s fleetest and finest cars during its 48 - yr account and was often among the industriousness ’s sales leaders through 1950 . A key early winner was the low - priced four - cylinder Essex introduce in 1919 .
By 1925 , it had boosted Hudson to third place behind Ford and Chevrolet . Hudson then run third , fourth , or 5th on loudness that arrive at 300,000 cars by 1929 . Unfortunately , full gross sales fell sharp in the devastated Depression marketplace . Had it not been for the speedy , inexpensive Essex Terraplane , Hudson might have fold up by 1940 .
The firm forged an enviable reputation in the 1920s largely with its Super and Special Sixes : enceinte , fluent , satisfying cars offer good performance for the money and fine reliability . But with the advent of an Essex Six in 1924 , Hudson decided to move upmarket .
The result was a undivided 1930 demarcation yell Great Eight . capital it was n’t . At 213.5 cubic inch , its locomotive engine was actually smaller than previous Hudson 6 , had just 80 horsepower to move a large chassis , and was n’t as sturdy . It did shoot a line an integrally cast engine block and crankcase , and was the first consecutive eight with a counterweighted crankshaft , but its splash lubrication system of rules was outmoded .
Hudson stayed with this engine for the optimistically call Greater Eights of 1931 - 32 – in retrospect it was a fault for a depressed marketplace where sixes would sure as shooting have sold comfortably . Displacement was increased each class : first to 233.7 cid and 87 bhp , then to 254 cid and 101 bhp .
Another 1930 reverse was the Depression - related law of closure of Biddle and Smart , Hudson ’s longtime supplier of magnificent open body . The company thus turned to Murray and Briggs for tourer and speedster body . A few eight - cylinder Hudsons of this menses also sported dashing coachwork by the far-famed house LeBaron .
Through 1933 , Hudson Eights offered numerous trunk styles on wheelbases of 119 - 132 inches : two-seater , Victorias , convertibles , sedans , town saloon , coupes , and Broughams ( two - room access saloon ) . It was an attractive line of reasoning that would have done justice to far - costlier brands , but it was n’t successful . The Greater Eight finagle only 22,250 sales for 1931 . The ' 32 sum was below 8000 , despite unaltered price and lush newfangled Sterling and Major series .
visit the mistake of its way , Hudson launched a new Super Six for its 1933 " pacesetter " line – the railcar was basically the 73 - bhp 193 - Criminal Investigation Command Essex Terraplane locomotive engine in the 113 - inch Hudson River chassis . That year ’s Eights make up four 119 - in - wheelbase standard model and five luxuriant Majors on a 132 - inch platform . But production bottom out at under 3000 . Interesingly , Eights outsold Sixes nearly 2 - to-1 . For 1934 , Hudson again abandoned half a dozen , appropriate them for the new Terraplane contrast that replaced Essex as the firm ’s " companion " brand .
For more on defunct American cars, see:
1934, 1935, 1936 Hudson Cars
Like most other Detroit manufacturer in the early ' 30s , Hudson began move away from classic four - second power styling , rooted in Greek architecture , to adopt streamlining . The 1934 and ' 35 models were transitional : still rather boxy but less - angulate , helped by skirted front fender .
The all - new ' 36s look something like the previous yr ’s Chrysler / DeSoto Airstreams : modern , but not Airflow - radical . Highlights included tall , rounded , Plymouth - corresponding diecast grilles and all - sword consistency with rather frumpy lines . locomotive remained dowdy , too . The straight eight was little changed through 1936 , variously trade in Standard , DeLuxe , and Custom series . For ' 35 derive a raw six : a 212.1 - cid social unit that made 93 bhp through 1936 , then 101/107 . The 1937 - 38 Eights deliver 122/128 bhp .
A decreased 1935 - 36 mart share suggests Hudson was late in pitch to the democratic " potato look . " Though the business firm managed 85,000 unit and 5th place for 1934 , some two - thirds were low - price Terraplanes . Output then rose to average 100,000 units per year in 1935 - 37 , but that was good for only eighth – and Terraplane still garnered the lion ’s ploughshare of gross sales .
Worse , Hudson likely burn Mary Leontyne Price below the profit point , as it prevent losing money despite this increased volume . From less than $ 1 million in earnings for 1937 , Hudson lost nigh $ 5 million in recession year 1938 .
After serving in the Hoover Administration , Roy Chapin returned as Hudson president in 1933 . He part again three years later after making some key product decisions inaugurated under his heir , A.E. Barit . These involve a consolidated line emphasizing economic system rather than performance .
Thus , after four eld as a separate trade name , Terraplane was put back under the Hudson banner for 1938 . accede that same year was a new low - price senior series , the " 112 " ( named for its wheelbase length ) . With only a minuscule 175 - Criminal Investigation Command six making just 83 bhp , the 112 was inert next to the speedy 96 - bhp Terraplane : 35 seconds 0 - 60 miles per hour , top f number hardly 70 miles per hour . But it returned up to 24 mpg and was attractively priced as low as $ 700 . The 212 Terraplane locomotive engine also power that year ’s Custom Six , again tuned for 101/107 bhp . An unchanged eight was reserved for a single Custom line .
The interior economy was looking up by 1939 , when Hudson dropped Terraplane , trim the 112 to a single DeLuxe series , and unveil new 101 - bhp Pacemaker and Country Club Sixes on respective wheelbases of 118 and 122 inches . The 212 six also returned in orotund , comfortable five- and seven - rider sedans curiously tagged " Big Boy . " Custom Eight became Country Club Eight , but power and wheelbases were unaffected .
This was the final class for Hudson ’s 1936 bodies , and some deft design work alleviate much of their former bulkiness . foresighted - flesh models were peculiarly elegant , but all of the ' 39s assume more - horizontal grilles with deep bars that made for a squeamish " face " than the controversial " waterfall " tout ensemble of 1937 - 38 .
1940, 1941, 1942, 1945 Hudsons
Hudson ’s 1940 stemma was rearrange , rebodied and restyled . Though not advanced , the new face was pleasing and clean , with small side ornamentation and a trendy " prow front " separate a lower horizontal - bar grille . Hudson added another page to its book of lastingness triumphs by running more than 20,000 air mile at an medium speed of 70.5 miles per hour , coiffe a new American Automobile Association record book .
offer spanned seven series , three wheelbases , and three railway locomotive . Smallest were the newfangled 113 - in Traveler and DeLuxe : coupe , Victoria coupes , two- and four - door sedans , a convertible , and translatable sedan . All carried the 175 - cid six , now rated at 92 bhp . The 212 engine with 98/102 bhp power the Country Club Six and a new 118 - inch - wheelbase Super Six , plus the two grown Boys .
The former 254 true - eight was still around , now producing 128 bhp . Standard Eights portion out the Super Six anatomy and full range of body styles . nation Club Eights remain on the 125 - inch span but were down to one six - passenger and two seven - rider sedan .
Yet for all this , Hudson volume convert footling – just under 88,000 for the model year – and red ink flux again with a calendar - year loss of some $ 1.5 million .
A mild facelift was performed for 1941 , when wheelbases were juggle once more : 116 inches for DeLuxe and unexampled entry - point Traveler Sixes , 121 and 128 for Super Six and unexampled Commodore Six and Eight . All series listed two coupe and two sedan chair . DeLuxe , Super Six , and Commodores also pop the question transmutable sedans . Hudson had held onto that soundbox style longer than most makes , but buyers did n’t much want it anymore , and only 200 or so were built this class in each serial .
Rarer still were the new Super Six and Commodore Eight paddy wagon , Hudson ’s first : only about 100 of each . Prices graze from $ 754 for the Traveler coupe to $ 1537 for the long - wheelbase Commodore Eight seven - home saloon . As it had for many years , Hudson continued selling a mediocre number of commercial fomite . Among seven offering for ' 41 was a automobile - style cartridge that now inherit the Big Boy name .
Perhaps because many masses suspected war was coming , Hudson record 1941 - simulation product of close to 92,000 cars , good for nearly $ 4 million in earnings . But that profit come in the main from defense contracts , which begin materialize in other ' 41 – a ill needed snorkel breather .
The 1942 models arrived in August 1941 looking smoother , if embonpoint . Running boards were newly hidden , the grille was again bring down and simpler , and buffer became more stylishly fulsome . Hudson ’s famed ashen - trigon logo graced each side of the prow , and lit up with the headlamp to aid after - dark identification .
Offerings were broadly the same , but Plough were departing , and a raw Commodore Custom Eight lean a luxuriant 121 - column inch - wheelbase coupe and 128 - inch six - seater sedan in the $ 1300-$1400 range . All prices nudged up , the minimum now above $ 800 . The government - ordain twist to state of war production in February 1942 ended the firm ’s model - class railway car yield at just under 41,000 . Among them were a handful of Hudson ’s last four - door convertibles .
Hudson ’s contributions to gain World War II let in " Helldiver " aircraft , " encroacher " landing - craft engines , section for B-29 hero and Aircobra eggbeater , and a variety of naval weapons system . The troupe made small wartime net profit , then quickly resumed production after V - J Day . A total of 4735 cars put Hudson twenty percent for calendar 1945 , a spot it had n’t take since 1934 – and would not hold again .
1946, 1947, 1948, 1949 Hudson cars
Like most other Detroit railway car , the 1946 - 47 Hudsons were just ' 42s with new wrinkles – mainly a less - graceful front sans prow . However , the small 175 - cid six was forget , and a vastly simplify lineup offered fewer models disperse among Super and Commodore Six and Eight , all on a 121 - inch frame . But there were no fewer than three transmission choice : $ 88 control stick / overdrive , $ 40 " Vacumotive Drive , " and $ 98 " Drive - Master " ( with Vacumotive ) .
Vacumotive operated the clutch mechanically , while Drive - Master eliminated both clutch and shift motions . By putting the shifter in third gear , the car would start in 2nd gear wheel and upshift to third when the accelerator was lifted . Slowing to a stop , cause - Master would shift to endorsement again . Hudson built over 91,000 of its ' 46 framework , two - thirds of which were Super Sixes .
The 1947s were unaltered save details like a chrome trunklid nameplate , right- and remaining - side exterior threshold locks , and a diminished back talk on the housing of the prominent triangle medallion above the grille .
Hudson produced some 92,000 cars for the model class , but fall from ninth to 11th on the industriousness control board . Other make were doing better in the unprecedented postwar vendor ’s market . Still , Hudson cut-rate sale outstrip $ 120 million in 1946 , and the house netted over $ 2.3 million . Two years later , Hudson made more money than it ever would again , earning $ 13.2 million on porcine sale of $ 274 million .
The reason was a brand - new car , the now - famous " Step - Down . " Named for its advanced adjourn or dropped floorpan , it all surrounded passengers with strong shape girder in one of the safest packages of the day – mayhap one of the safest ever . It also offer up rale - detached unitized construction and a radically low center of somberness that made for great treatment . The farsighted 124 - inch wheelbase provided a smooth ride and king - size internal place .
The Step - Down was even beautiful in its direction : a long " torpedo " with clean flush - wing sides , small-scale taillamps , fully skirted rearward wheel , and a low , horizontal grille . The design evolved from wartime doodle of aerodynamic shape by a figure squad under Frank Spring , who went way back with Hudson and was right smart ahead of the time with the Step - Down .
Though Hudson stuck with a four - series lineup for 1948 - 49 , it breach an old Detroit caution about not restyling and re - engineering in the same twelvemonth . Thus , Super and Commodore Sixes carried a new 262 - Criminal Investigation Command inline six - piston chamber engine with 121 bhp , only seven less than the unchanged 254 - cid unbowed eight . It had only four main bearings alternatively of five , but was as fluent and indestructible as the eight .
Hudson finally joined the rest of the industry and replaced its superannuated splash lubrication with full pressure level for the raw six . It also delivered surprising performance : 0 - 40 mph in 12 seconds with Drive - Master ; stick - switching cars were even faster . With this gutsy new six in the advanced footprint - Down platform , Hudson was transform almost overnight from an also - ran performing artist into one of America ’s quickest , most - roadworthy cars .
dealer cheered the Step - Down upon its mid-1948 introduction . Here was precisely what they needed for great sales in a heady food market where customers sometimes outnumbered uncommitted cars . surely enough , Hudson surged not only in profits but also in output , selling 117,200 of the ' 48s and 159,100 of the near - selfsame ' 49s ( only the serial numbers were unlike ) .
But there was one big job . As a unitized invention , the Step - Down could n’t be greatly change without great expense , and Hudson sales would n’t be sufficient to cover the cost once the postwar seller ’s grocery ended in 1950 . A slow - selling ' 53 - 54 compact only accelerated the depletion of cash reserves .
As a resolution , the stride - Down would n’t be updated much until 1954 , by which time it was way too late , forcing Hudson to seek refuge with Nash under the American Motors streamer . Nor would Hudson be able to afford a station Wain or V-8 engine , two very popular ' 50s good . In fact , Hudson offer only sixes in 1953 - 54 , and though the " mythologic " Hornet railway locomotive dominated stock - car racing in that period , sixes were a tough sell in the mostly eight - cylinder medium - terms subject where Hudson competed .
1950, 1951, 1952, 1953 Hudsons
sale executive Roy D. Chapin , Jr. , the son of the famous Hudson founder ( and a next chairman of American Motors ) , afterwards explicate things this way : “ If you do n’t have enough money to do something … and if you have n’t watch to specialize in a give thing … earlier or later you find you just ca n’t do everything . [ Hudson was ] unremarkably reacting , rather than anticipating . "
To a large extent , Hudson ’s postwar troth was shared by all the independents : too little money for enough change to keep buyers interested , resulting in fewer sales and even less money for new product .
Hudson come in the 1950s in excellent material body , selling more than 120,000 Step - Downs for the first exemplar twelvemonth . A cock-a-hoop hit – more than 39,000 orders – was the new low - priced Pacemaker with a 119 - inch wheelbase and a destroked 232 - cid Super Six . Though horsepower was only 112 , operation was as good as that of Nash ’s top - wrinkle Ambassador and well forward of most likewise price rivals .
Both Pacemaker and the 1950 Super Six offered fastback four - doorway sedans , long - deck lodge coupe , and a convertible and fastback two - room access saloon called Brougham . Pacemaker also list a three - passenger coupe , the 1950 price - drawing card at $ 1807 . Other received Pacemakers price under $ 2000 except the transmutable ( $ 2428 ) .
A few buck more bought a Pacemaker DeLuxe in the same eubstance types save the longsighted - deck coupe . These used the 262 Super Six locomotive , which was a bit more strong now at 123 bhp . Commodore Six and Eight deleted two - door sedans , Super Eight the convertible security . The main appearance change from 1948 - 49 involved tote up twin slanting grille bars – the make ’s traditional triangle motif .
Hudson also added yet another transmittance choice for 1950 . Though called Supermatic , this was just a semiautomatic like Drive - Master . Supermatic added an overdrive that automatically engaged at 22 mph when selected by a dashboard button . damage was $ 199 , versus $ 105 for Drive - Master . Of course , neither was a right stand-in for a full automatic transmission , which late make it for 1951 : a proprietary GM Hydra - Matic at $ 158 . At that point , Supermatic was dropped .
But Hudson ’s bounteous ' 51 newsworthiness was the powerful six - piston chamber Hornet , a four - modeling line priced the same as Commodore Eight ( $ 2543-$3099 ) . At 308 cubic in , the Hornet engine was the largest American six offered after World War II , and though it made just 145 bhp in initial mannikin , it was capable of far more in the manpower of preciseness tuners .
doubtless the most famous of Hudson twist - spinster was Marshall Teague , who claim he could get 112 mph from an AAA- or NASCAR - certify parentage Hornet . An enthusiastic cell of Hudson engineers help by conspire a raft of " severe usage " option – thin disguise racing parts .
By previous 1953 , they ’d cooked up a hot " 7 - X " racing engine with about 220 bhp via 0.020 - inch overbored cylinders , special Cam River and pass , larger valve , higher compression , and " Twin - H Power " with duple carbs and manifold paper – which Hudson lay claim were the first twin manifolds on a six .
The Hornet proved near - invincible in stock - gondola racing . Teague finished his 1952 AAA season with a 1000 - pointedness trail over his closest contender , winning 12 of the 13 scheduled events . NASCAR aces Herb Thomas , Dick Rathmann , Al Keller , and Frank Mundy beat back Hornets to 27 victories in 1952 , another 21 in ' 53 , and 17 in ' 54 .
Hornets kept on win after that , but none of their competition succeeder affected production Hudsons , and sales keep to fall . Though the company kept supply and subtract serial through 1954 , it could n’t change styling much , nor add young body styles after the Hollywood hardtop coupe bowed as a Hornet , Super Six , and Commodore Six / Eight for 1951 . Super Eight and the standard Pacemaker were dropped that year , when another facelift institute more - monumental , full - width grilles , plus larger rear windows for nonhardtop closed simulation .
More clipping was shamble for ' 52 , when Super Six was renamed Wasp and gained a slightly more - potent 127 - bhp 262 engine that it shared with Commodore Six . sinoatrial node and both Commodores vanished for ' 53 , leave behind 119 - inch - wheelbase Wasp coupe and sedan , the same plus Hollywood and convertible in new upmarket Super Wasp trim , and four Hornets on the 124 - inch political platform . One bright place : The Hornet six was now offered in a 160 - bhp version , and the 170 - bhp Twin - H Power ( 7 - go ) manufactory was a regular manufactory choice .
But Step - Down yield fall in each of these years , falling from about 93,000 in 1951 to 45,000 in 1953 . Though governance - ordered Korean War cutbacks did n’t facilitate civilian sales , military contracts earned Hudson an $ 8.3 million profit in 1952 . alas , that was more than pass over out by staggering 1953 losses total more than $ 10.4 million .
1953 Hudson Jet, the Hudson Italia
Part of that was reflected in the $ 12 million bill for Hudson ’s first compact , the poorly - destine 1953 reverse lightning . bow as a stock - trimness notchback four - door and gracious " Super Jet " two- and four - doorway sedans , the Jet acquit a 202 - cid inline six carve from the previous Commodore eight . Only 104 bhp was standard , but optional " Twin - H " and mellow - densification head improved that to 114 , which made the short 105 - inch - wheelbase Hudsons fairly speedy .
reverse lightning were also as roadable and well - built as any Hudson , but they were not pretty . Over the protest of chief designer Spring , company chairperson A.E. Barit insisted on bolt - just , slab - sided styling that failed to yarn-dye . Hudson tried severely for 1954 , adding a cheap kin society sedan at $ 1621 and opulence Jet - Liners at around $ 2050 . Still , cut-rate sale went from defective to regretful , dropping from 21,143 to only 14,224 .
But the Jet did set off a project that might have become the much - necessitate Step - Down replacing . Called Italia , this was a four - position grandma turismo contrive by Spring and bodied on the Jet soma by Carrozzeria Touring of Milan . Advanced features abound : de rigueur wrapped windshield , doors abbreviate into the cap , cowcatcher scoops that fed cool breeze to the brakes , flow - through ventilation , frame - fitting leather butt , and a 10 - in grim stance than ' 54 Step - Downs .
But the Italia was too heavy for the 114 - bhp Jet inline six - piston chamber railway locomotive , and its aluminum bodywork was slight . Of course , these trouble might have been licked if Hudson had the money , but by now it did n’t .
As a result , only 25 " production " Italias were built , plus the prototype and an experimental four - door differential called X-161 ( Spring ’s 161st plan project , evidently think for ' 57 ) . undertaking sales manager Roy Chapin , Jr. , bring up Italias out the door as fast as he could at $ 4800 apiece . " I got rid of them , " he read later , " [ but ] it was n’t one of my great achievement . "
Nor , for that issue , was the last - pant footstep - Down of 1954 . Somehow , Hudson found money for a one - objet d’art windshield and a below - the - belt reskin that give fashionable GM squareness – and an unfortunate resemblance to the dumpy special K . Cheap Hornet Specials – club coupe and two fastback four - room access – were tot at around $ 2600 , but the Step - Down was just too one-time to sell anymore . Model - twelvemonth production ended at just 36,436 building block .
The 1954 Hudsons had bowed amid rumors of a Hudson - Nash fusion . The lecture was dependable , and Nash could n’t have occur calling at a better time . From January 1 , 1954 , to its demise as an independent in April , Hudson lost more than $ 6 million on gross sales of just $ 28.7 million . However , Nash president George Mason insist on one condition : The Jet had to go . Hudson foreman A.E. Barit resisted , but not for long . He was in no position to bargain .
1954, 1955, 1956, 1957 Hudsons
The merger amounted to a Nash takeover . Mason had hope to add just - married Studebaker and Packard to make his raw American Motors Corporation into Detroit ’s " Big Fourth , " but that was forever forestalled by his untimely death in October 1954 . Mason lieutenant George Romney come after to the United States President ’s electric chair , and presently put all of AMC ’s eggs into the thick car basket .
meanwhile , Hudson ’s Detroit plant was closed and the Nash manufactory in Kenosha , Wisconsin , retooled for an " all - novel " ' 55 Hudson . Of course , everyone cognize what it was : a restyled Nash . Still , it was n’t all bad . Hudson could not only continue to tout social unit twist but also Nash ’s all - whorl break in tripping , trimmer car that promised good fuel economic system .
AMC stylists hide the Nash source well , gift Hudsons a giving eggcrate grille , clear-cut trim , a different rearward end , full front - wheel first step ( or else of semiskirted ) , plus Nash ’s new ' 55 wrapped windshield . One direct liaison to the Step - Down was carried - over 1954 gauges .
offering began with Wasp Super and Custom saloon and Custom Hollywood hardtop with 114.3 - inch Nash Statesman wheelbase and a 202 " Hi - Torque " six from the now - departed Jet . Hornet Six rode Nash ’s 121.3 - column inch Ambassador platform and offer the same three modelling with 160/170 - bhp 308 - cid engines . Topping the telephone line were a trio of 208 - bhp Hornets powered by Packard ’s new 320 - cid V-8 ( a legacy of Mason ’s plan four - way merger ) .
Twin - H Power was again available for sestet , and Nash ’s lilliputian Metropolitans and compact Ramblers gained Hudson badges to give the make broader mart coverage . Yet for all this – and a banner Detroit sales event year – big - Hudson volume continued sliding , reaching just over 20,000 .
few modelling and horrendous " 5 - Line Styling " arrived for ' 56 . AMC invention boss Edmund E. Anderson gets charge for the ugliest Hudsons in a generation . These really did attend like a " Hash , " as some latterday wags denote to post-‘54 Hudsons . The Hornet Six was otherwise unaltered , but the Wasp was down to a solitary four - room access , and Hornet V-8s yield way in March to downpriced Hornet Specials with AMC ’s own novel 250 - cid V-8 – which had only 190 bhp . An anemic engine and terrible looks only down demand , and AMC built just 10,671 non - Rambler ' 56 Hudsons .
Styling did n’t ameliorate in ' 57 , but horsepower did . The AMC V-8 was newly bored to 327 cid , netting a more - respectable 255 bhp for a four - Hudson billet of Hornet Super and Custom sedans and Hollywoods .
But buyers had long since brand Hudson a loser , and all but 3876 stayed aside from the ' 57s . With that , Hudson was put out of its misery , as was Nash . In their place for ' 58 was a young Rambler Ambassador line with cleaner fresh styling originally intended for Hudson and Nash .
In retrospect , dropping these august makes was just common sense . As Roy Chapin , Jr. , later recalled : " … [ T]he decision really was one that said we ’ve stick to spend our money and our sweat and our concentration on the Rambler … " Thus give-up the ghost two once - heavy name , with Hudson perhaps the greater , sadder passing . give the Hornet ’s dandy performance record and the Step - Down ’s engineering legacy , one can only guess what Hudson might have become had thing been different .
