1941 Hudson Super Six

The world had endured the Great Depression of the 1930s, and its rippling effects were still being felt throughout the world as a new global concern displayed its ugly head. American automobile manufacturers ceased civilian production in the early 1940s as their factories were retooled to help support the war effort. Just prior to the U.S.'s complete involvement in World War II, Hudson entered 1941 with a redesigned lineup of automobiles that shared little with its 1940 siblings. All of the wheelbase sizes grew by three inches, the length by 5.5 inches, and the height was reduced by two inches due to a redesigned and flatter roofline. The rear taillights were relocated from the fenders to the quarter panels, and the front horizontal grille was similar but now had nine, rather than seven, grille bars. A new Symphonic Styling option became available, allowing customers to select from a wide assortment of interior color combinations that harmonized with the exterior colors.

The increased dimensions provided additional passenger legroom and comfort. The restyling of the Hudson bodies and interiors was made with contributions by Betty Betty Thatcher Oros, America's first female automotive designer.

A range of six- and eight-cylinder engines were offered, including a 175 CID L-head unit that offered 92 horsepower. The L-head six-cylinder engine displaced 212 cubic inches and with the help of a Carter Duplex Downdraft carburetor, developed just over 100 horsepower at 4,000 RPM. Hudson's inline eight-cylinder engine measured 254.4 cubic inches and produced 128 horsepower. These engines were backed by a new three-speed synchromesh transmission with helical-cut gears with column controls. Bendix hydraulic brakes on all four corners provided the stopping power.

Hudson models for 1941 included the top-of-the-line Commodore Custom eight in two wheelbase sizes of 121- and 128-inches. The Commodore Six and Commodore Eight both rested on a 121-inch platform but were powered by a six- or eight-cylinder engine respectively. The Hudson Traveler and Six Deluxe had the exact mechanical and engine specification, but the Deluxe was fitted with more luxurious and additional accouterments.

The Hudson Super Six rested on a 121-inch wheelbase which it shared with the Commodore Six and Eight. Its 212 CID six-cylinder engine was shared with the Commodore Six. It was a well-equipped vehicle with the same amenities found on the Deluxe Super but with an interior that featured Hockanum Tweed in either gray, green, or tan, and the instrument panel and garnish molding were painted in a matching color. Externally, the Hudson Super Six could be identified by its nameplates located on each side of the hood near the base of the windshield. Prices ranged from $880 to $1,390, depending on the body style.

Body styles included a coupe, club coupe, 2- and 4-door touring sedan, convertible sedan, and station wagon. The wood-bodied Station Wagons were available on Hudson's Series 11 Super Six and Series 14 Commodore Eight lines, both sharing the 121-inch wheelbase chassis and featuring wooden bodywork of J.T. Cantrell & Company, Hudson's customary supplier of station wagon bodies.

The J.T. Cantrell & Co. of Huntington Station, New York, was established in 1905, and their bodies were advertised in the era's leading national magazines and mainly sold and used within the northeastern United States. All wooden bodies of this era fetched a premium price, and the Cantrell bodies were no different. During the 1920s, Cantrell renamed its upscale Station Wagon design the 'Suburban' and went on to supply much of the American automotive industry with its upscale wooden bodies.

The Cantrell Company would survive World War II and continued building wood bodies for automobiles through the 1950s.

by Daniel Vaughan | Aug 2020