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1910 Hudson 20 Roadster

The Hudson Motor Car Company made Hudson and other branded automobiles in Detroit, Michigan, U.S., from 1909 until 1954. In 1954, Hudson merged with Nash-Kelvinator to form American Motors Corporation (AMC). The Hudson name was continued through the 1957 model year, after which it was discontinued.

The name "Hudson" came from Joseph L. Hudson, a Detroit department store entrepreneur and founder of Hudson's department store, who provided the necessary capital and gave permission for the company to be named after him. A total of eight Detroit businessmen formed the company on February 20, 1909, to produce an automobile which would sell for less than US$1,000 (equivalent to approximately $34,996 in 2024 funds).

The company quickly started production, with the first car driven out of a small factory in Detroit on July 3, 1909, at Mack Avenue and Beaufait Street on the East Side of Detroit, occupying the old Aerocar factory.

The new Hudson "Twenty" was one of the first low-priced cars on the American market and became successful with 4,508 sold the first year. This was the best first year's production in the history of the automobile industry and put the newly formed company in 17th place industry-wide, "a remarkable achievement at a time" when there were hundreds of makes being marketed.

Hudson had many firsts for the auto industry; these included dual brakes, the use of dashboard oil-pressure and generator warning lights, and the first balanced crankshaft, which allowed the Hudson straight-six engine, dubbed the "Super Six" (1916), to work at a higher rotational speed while remaining smooth, developing more power for its size than lower-speed engines. The Super Six was the first engine built by Hudson, previously Hudson had developed engine designs and then had them manufactured by Continental Motors Company. Most Hudsons until 1957 had straight-6 engines. The dual brake system used a secondary mechanical emergency brake system, which activated the rear brakes when the pedal traveled beyond the normal reach of the primary system; a mechanical parking brake was also used. Hudson transmissions also used an oil bath and cork clutch mechanism that proved to be as durable as it was smooth.

In 1919, Hudson introduced the Essex brand line of automobiles; the line was originally for budget-minded buyers, designed to compete with Ford and Chevrolet, as opposed to the more up-scale Hudson line competing with Oldsmobile and Studebaker. Local coachbuilder Briggs Manufacturing introduced their first-of-its-kind closed coach body in 1922 for Hudson's Essex. It was the first closed vehicle available at a price close to its open-bodied brethren. The 1922 Essex closed body was priced at only $300 more than the 1922 Essex touring. Within three years, its popularity enabled Hudson to reduce its price so that both the 1925 Essex touring and coach were priced the same. The Essex found great success by offering one of the first affordable sedans, and combined Hudson and Essex sales moved from seventh in the U.S. to third by 1925.

In 1932, Hudson began phasing out its Essex nameplate for the modern Terraplane brand name. The new line was launched on July 21, 1932, with a promotional christening by Amelia Earhart. For 1932 and 1933, the restyled cars were named Essex-Terraplane; from 1934 as Terraplane, until 1938 when the Terraplane was renamed the Hudson 112. Hudson also began assembling cars in Canada, contracting Canada Top and Body to build the cars in their Tilbury, Ontario, plant. In England, Terraplanes built at the Brentford factory were still being advertised in 1938.

super six

The Hudson Super Six is an automobile that was first manufactured by the Hudson Motor Car Company of Detroit, Michigan in 1916. This initial model remained in production until 1928.

The nameplate was revived for a rebadged Essex for 1933 (single model year).

The model name returned from 1940 until 1951, aside from the suspension during World War II. The 1951s were called "Hudson Super Custom Six".

1916

The first Hudson Super Six was introduced on 16 January 1916. Also known as the Series H, the Super Six was an early performance car. Its 4.7 L inline-six developed 76 hp, compared to the 40 hp of the equally dimensioned engine fitted to the contemporary Hudson Model Six-40. The model series from 1921-1923 had a wheelbase of 3187 mm. The six-cylinder engine had a displacement of 6757 cc with a bore of 88.9 mm and a stroke of 127 mm.

Before its introduction, Super Sixes made a series of speed runs on a track in Long Island, NY, followed by a new record transcontinental run (San Francisco to New York in 5 days, 3 hours, and 31 minutes - returning after an eight-hour break), a stock chassis speed record at Daytona Beach, a record at Pikes Peak, and the stock chassis 24-hour record at an average speed of 120.5 km/h. The last record stood until 1931, when a Marmon took it.

1927

For 1927, the Hudson Super Six received a complete redesign including a new F-head engine, 18-inch wood spoke wheels (rather than 21 inches), and four-wheel brakes. The car was lower and generally more stylish, and power increased from 76 to 92 hp. The lower-cost Model R utilized on a 118+1⁄2 in (3,010 mm) wheelbase, while that of the Model S was 127+3⁄8 in (3,240 mm) in length. Two standard bodies were available, a two-door Coach and a four-door Sedan. The Model O was also available with five different Custom body styles, made by Biddle and Smart of Massachusetts. The engine was updated in July 1927, with a new manifold and a different head design, including the relocation of the spark plugs and intake valves. Hudson chose not to increase the claimed power, but many consider the stated output to be very conservative.

In 1927, Essex also chose the Super Six label for their cars, while aligning their design with that of the larger Hudsons. Essex kept calling their cars Super Sixes in 1928 and off and on until 1932.

1933

Hudson's lower-positioned sister brand Essex had been using the "Super Six" name since the 1928 model year. The fading Essex brand began in 1932 selling their cars as the "Greater Essex Super-Six," then the "Essex Super-Six Pacemaker", and finally as simply the "Essex Pacemaker."

This car, largely unchanged, was also marketed as the Hudson Super-Six "Pacemaker" in 1933 only, in parallel with the lower-priced Essex-Terraplane, which was kept in production (minus the "Essex" moniker) for 1934.

While the low-cost Essex-Terraplane utilized a 2700 mm wheelbase, the Series E Hudson Super-Six was 2900 mm. The 3.2 L engine produced 73 or 80 hp depending on the compression ratio.

1940

For the 1940 model year, Hudson reintroduced the "Super Six" nameplate again. This time it sat on a six-cylinder version of the new Hudson Eight, sharing that car's 3000 mm wheelbase. This was five inches longer than that of the regular Hudson Six, which was available as either the Traveler or DeLuxe. The regular Six was called Series 40T and 40P respectively, whereas the Super Six was Series 41. The Super Six also received a larger, 3.5 L engine with 102 hp, ten more than the Hudson Six. This engine was also shared with the large Hudson Country Club Six, with its 3200 mm wheelbase, as well as the Hudson Big Boy series of commercial vehicles.

Body styles were initially a three-passenger Coupe or a five-passenger Victoria Coupe (sharing the same sheetmetal), continuing with a two- or four-door Touring Sedan, and culminating with a two-door Convertible Coupe as well as the two-door Convertible Sedan (seating five people).

Marking the period move towards envelope styling and away from separate fenders, all versions could be had with or without running boards at no extra cost.

The 1941 model year brought a synchronized transmission and electrically controlled overdrive.

112

1938-1939

The Hudson 112 was a model of car produced by the Hudson Motor Car Company, essentially a re-branded Terraplane model during the economic difficulties of the 1930s. It came in various body styles, including passenger sedans and utilitarian commercial vehicles like panel deliveries and utility coupes with features like slide-out cargo beds. The 112 designation refers to the 112-inch wheelbase common to these vehicles. Powering the 1939 models was a straight-six engine paired with a three-speed manual transmission.

Some models offered the Bendix Electric Hand, an accessory on the steering column that assisted with gear changes but still required clutch operation.

The Hudson 112 was first made in 1938 as a low-cost, entry-level car with a 112-inch wheelbase, intended to replace the Terraplane line, though it was also produced in 1939. The name "112" refers to the 112-inch wheelbase of the vehicle. The 1938 model was virtually indistinguishable from the Terraplane but on a shorter wheelbase and with a smaller engine, making it a more affordable option for Hudson buyers.

commodore

1941-1942 1. generation

The Hudson Commodore is an automobile that was produced by the Hudson Motor Car Company of Detroit, Michigan between 1941 and 1952. During its time in production, the Commodore was the largest and most luxurious Hudson model.

The Commodore Series 12 and Series 14 were the junior models to the Commodore Custom Series 15 and Series 17. The junior models debuted in Hudson's 1941 model line.

The Commodore was powered by Hudson's 3.3 L I6 producing 102 bhp, or by Hudson's 4.2 L I8 that produced 128 bhp.

The Commodore series was Hudson's largest model range in its debut year, consisting of sedans, coupes, and convertibles. Hudson used a forward hinged hood that opened from the rear by the windshield with the front end of the hood sliding downward over the grille. Elements of the interior and exterior were styled by Betty Thatcher, "the first woman designer to be employed by a car manufacturer".

1946-1947 2. generation

Hudson began postwar automobile production on August 30, 1945. Body styles were trimmed to Sedan, Club Coupe, and Convertible. The designs were based on the 1942 models. There were minor cosmetic changes from the pre-war versions with one exception, the car's grille now had a concave center section.

Hudson automobiles were more fully equipped than competitive makes, and all Hudson models received door armrests, twin air-horns, ashtrays, windshield wipers, stop lights, locking glove box, sealed beam headlights, and deep pile carpeting.

The priority was building cars following the war rather than introducing annual design changes for 1947 since Hudson was in the process of developing a completely new model.

1948-1952 3. generation

Hudson developed a new and radical car design. Production of the 1948 Hudsons began on 12 October 1947. Introduced on 7 December 1947, the Hudson Commodore was one of the first new-design postwar cars made. The 1948 model year inaugurated Hudson's trademarked "Monobuilt" construction or "step-down" automobile. The new cars were designed by Frank Spring and in part by Betty Thatcher, the first female designer to be employed by a car manufacturer. The marketing tagline for the innovative Hudsons was "Now You're Face to Face with Tomorrow."

Not only were the 1948 models "truly significant new designs of the early postwar years. The “Step-Down” Hudson was low and sleek, which many consumers really enjoyed." Total Commodore production was 62.474 of which 35.315 were I8 units.

In its final year in 1952, the Commodore was split into the Six Series and Eight Series. The exterior received another trim change, but by the end of 1953, the Step-Down styling was beginning to look outdated. Hudson lacked the resources to keep adding new and exciting changes to keep up with the competition.

hornet

1951-1954 1. generation

The Hudson Hornet is a full-size car manufactured by Hudson Motor Car Company of Detroit, Michigan from 1951 until 1954, when Nash-Kelvinator and Hudson merged to form American Motors Corporation (AMC). Hudson automobiles continued to be marketed under the Hudson brand name through the 1957 model year.

The first-generation Hudson Hornets featured a functional "step-down" design with dropped floor pan and a chassis with a lower center of gravity than contemporary vehicles that helped the car handle well — an advantage for racing.

The Hornet's lower and sleeker look was accentuated by streamlined styling, sometimes called "ponton" styling.

Following the merger forming AMC in 1954, Hudson cars were built on the newer factory assembly line for Nash Statesman/Ambassador unibody chassis; therefore, all second-generation Hudson Hornets were restyled Nash automobiles that were badge engineered as Hudsons.

Hudson Hornets were available as a two-door coupe, four-door sedan, a convertible, and a pillarless hardtop coupe.

All Hornets from 1951 through 1953 were powered by Hudson's high-compression straight-six "H-145" engine.

1955-1957 2. generation

In its final three model years, the Hornet became a product of the newly-formed American Motors Corporation (AMC).

The 1955 Hudson senior models were built on the Nash platform with styling themes by Pinin Farina, Edmund Anderson, and Frank Spring. The cars featured a front end that was originally designed by Spring and the Hudson stylists for an updated 1955 version of the 1954 Hudson "Step-Down" platform.

The 5.0 L straight-six engine continued in 160 bhp or 170 bhp versions. For the first time, the Hornet could be ordered with a Packard-built 5.2 L V8 engine producing 208 bhp and Packard's Ultramatic automatic transmission.

wasp

The Hudson Wasp is an automobile built and marketed by the Hudson Motor Car Company of Detroit, Michigan, from the 1952 through the 1956 model years. After Hudson merged with Nash Motors, the Wasp was then built by American Motors Corporation in Kenosha, Wisconsin, and marketed under its Hudson marque for model years 1955 and 1956.

Two distinct model year generations can classify the Hudson Wasp: from 1952 until 1954, when it used Hudson's existing short-wheelbase platform, and in 1955 and 1956, when it was built on the full-sized Nash platform. The two generations resulted in fundamentally different vehicles because of their platform design, engine options, and body styles. The second generation also received unique styling for their two model years.

1952-1954

The Wasp (Series 58) was introduced by Hudson for the 1952 model year as an upgraded version of the Hudson Pacemaker, replacing the Hudson Super Custom models from 1951. The Wasp was available in two- and four-door sedan, convertible, and a 2-door hardtop designated the Hollywood. The new models were promoted as a "lower-priced running mate" to the Hudson Hornet.

The Wasp was built on Hudson's shorter 3023 mm wheelbase.

The base Hudson Wasp used the 3.8 L L-Head I6 from the Pacemaker. Hudson also offered the Super Wasp, which used improved interior materials and a more powerful Hudson I6 engine.

A sales war between Ford and Chevrolet during 1953 negatively impacted the production and profits of other automakers. Wasp model year production saw 21.876 units in 1953. Moreover, the decline in Hudson sales was due to a lack of a V8 engine and the annual styling changes the domestic Big Three automakers offered.

1955-1956

For 1955, the Wasp became a product of the newly formed American Motors Corporation (AMC). Following the end of 1954 model year production, Hudson's Detroit manufacturing facility was closed, and assembly of Hudson models was shifted to Nash's factory in Kenosha, Wisconsin. All Hudsons would be based on the senior Nash models, but would have exclusive Hudson styling.

After Hudson's 1954 merger with Nash, the 1955 Hudsons were built on the unitized Nash platforms. To differentiate the two models, the 1955 Hornet was built on the 1955 Nash Ambassador platform and offered with the as well as the Hornet 5.0 L I6 engine, as well as a detuned 5.2 L V8 engine supplied by Packard. On the other hand, the 1955 Hudson Wasp was built on the Nash Statesman platform and included Hudson's 3.3 L I6 engine previously used in the Hudson Jet compact sedan and the Hudson Italia. The 3.3 L was available with twin H-Power rated at 122 PS.

In 1957, AMC stripped Hudson of eleven of its fifteen models, including the Wasp.

hudson italia

1953-1954

The Hudson Italia is an automobile styling study and a limited production two-door compact coupé that was produced by the Hudson Motor Car Company of Detroit, Michigan, in cooperation with Carrozzeria Touring of Italy, and subsequently marketed by American Motors Corporation (AMC) during the 1954 and 1955 model years.

Designed by Frank Spring with input from Carlo Felice Bianchi Anderloni of Carrozzeria Touring, and introduced on 14 January 1954, the Italia was based on the Hudson Jet platform and running gear featuring a unique body and interior.

The original idea "was to create a fast, sporty car, based on the hotfooted Hudson Hornet" and also for competition in the Carrera Panamericana. A flagship European-inspired experimental sports coupe that might rival Corvette, Nash Healey, Kaiser Darrin, or the Ford Thunderbird, which was then not yet marketed. The objective was to increase Hudson's brand recognition and gauge public reaction to styling ideas.

Lacking sufficient capital to develop a new model, Hudson reached an agreement for a prototype to be built in Milan by Carrozzeria Touring. A complete Hudson Jet was shipped to Italy. A new body design, based on sketches by Frank Spring, was formed over a steel tubular frame. This unibody system of aluminum panels was known as superleggera (equivalent to "very lightweight" in Italian), and "was expensive and fairly revolutionary in its day." The work done by Carrozzeria Touring was under the supervision of Spring and Hudson's vice-president, Stuart Baits. The Italia was the only project that Carrozzeria Touring undertook for a U.S. automaker.

The Italia was powered by Hudson's "Twin H" 3.3 L L-head straight 6, producing 114 hp. All were equipped with a three-speed manual transmission.

Hudson dealers began taking orders on 23 September 1953. The response was lukewarm, with only 18 or 19 firm orders. The Italia's price was high, and dealers were disappointed that Hudson did not offer the more powerful Hornet engine. Moreover, less expensive were the $4721 Nash-Healey, the $3668 Kaiser Darrin, and the $3523 Chevrolet Corvette. 26 were built.

jet

1953-1954

The Hudson Jet is a compact automobile produced by the Hudson Motor Car Company of Detroit, Michigan, during the 1953 and 1954 model years. The Jet was the automaker's response to the popular Nash Rambler.

The new small car was powered by Hudson's new inline L-head 3.3 L straight-six engine that produced 104 hp at 4000 rpm and 214 N⋅m of torque at 1600 rpm. A manual three-speed column-shifted transmission was standard, with an optional overdrive unit featuring a dashboard-mounted control knob.

For 1954, the Jet received minor trim updates to its two- and four-door sedans. A new luxury model, the Jet-Liner, was added, making the Jet a three-series model line. The Jet-Liner came with chrome trim around the windows and body side, gravel shields, and upgraded color-keyed vinyl interiors featuring foam rubber seat cushions.

The 1954 model year production of the Jet series in the U.S. was 14.224 units.

American Motors Corporation (AMC; commonly referred to as American Motors) was an American automobile manufacturing company formed by the merger of Nash-Kelvinator Corporation and Hudson Motor Car Company on May 1, 1954. At the time, it was the largest corporate merger in U.S. history.

In January 1954, Nash-Kelvinator Corporation began the acquisition of the Hudson Motor Car Company (in what was called a merger). The new corporation would be called the American Motors Corporation.

The pivotal moment was when Hudson Motor Car Company officially merged with Nash-Kelvinator to create American Motors Corporation (AMC). Immediately following the merger, significant operational changes were implemented. Hudson's factory in Detroit, Michigan, ceased passenger car production at the end of the 1954 model year and was subsequently converted to military contract production for the Korean War. The next three years of Hudson vehicle production would occur at the former Nash plant in Kenosha, Wisconsin, primarily building rebadged Nash cars under the Hudson brand name. The new company's initial strategy involved Nash focusing most of its marketing resources on its smaller Rambler models, while Hudson would concentrate its marketing efforts on its full-sized cars. The first Hudson model to be discontinued under AMC was the compact Jet, allowing the new company to direct its attention toward the more successful Nash Rambler line. Henceforth, Hudson dealers were supplied with badge-engineered versions of the popular Nash Rambler and Metropolitan compacts to sell as Hudson products and thus meet the state franchise requirements.

1957 the final year

The 1957 model year marked the final chapter for the Hudson brand. AMC further simplified the lineup, dropping the shorter-wheelbase Wasp line entirely. Only the more luxurious Hornet Custom and Hornet Super models were offered, featuring a slightly lowered profile and updated styling cues.

The last Hudson rolled off the Kenosha assembly line on 25 June 1957. However, at that time, there were proposals to continue the Hudson and Nash names into the 1958 model year on the Rambler chassis as deluxe, longer-wheelbase senior models. The combined Nash and Hudson production volume was insufficient to justify all-new design and tooling.

For the 1970 model year, American Motors revived the "Hornet" model name for its new series of compact cars (the AMC Hornet). AMC was later purchased by Chrysler, which at one time considered reintroducing the Hornet name in the Dodge model line and ultimately did so for the 2023 model year with a car based on the Alfa Romeo Tonale.