During the 1910s, the Hudson marque teeter-tottered back and forth on offering a single or two models. A six-cylinder model joined the four-cylinder line in 1914, and a year later only the larger engine remained. The 1916 lineup included the Model Six-40 Series G and the Super Six Series H. For 1917, Hudson returned to the single model lineup with its Super Six Series J. Power was from an L-head inline six-cylinder engine displacing 288.6 cubic-inches and developed 29.4 (rated) hp (76 actual hp). It used a four-bearing crankshaft with eight counterweights, a higher 5.0:1 compression ratio, and larger valves than before. It was backed by a three-speed manual transmission and braking was by rear-wheel mechanical drums. The suspension was comprised of a semi-floating rear axle with semi-elliptical leaf springs.
Thirteen body styles were offered in 4-, 5-, and 7-passenger configurations in both open and closed forms, all resting on a 125.5-inch wheelbase. Prices ranged from $1,750 to over $3,100. The Opera Phaetons used a different upholstery pattern, and the limousine body styles had a straight, instead of curved, front door along with squared-off window edges. The built-in radiator shutters ran horizontally and there was a Boyce moto-meter radiator cap. Options included wire wheels, a spare tire, and bumpers.
The Super Six holds the distinction of being the first engine produced entirely in-house by Hudson. Previously, Hudson had purchased its engines from Continental. by Daniel Vaughan | Aug 2020
The Hudson Super Six was powered by the first company-built engine. The engine featured a four-bearing crankshaft with eight counter-weights, large valves, and a high 5.0:1 compression ratio. ....[continue reading]
The Hudson triangle emblem has been given several different origin stories. One story states that the first side represents the designers, engineers and factory workers who made the cars, the second side represents the auto dealers who sold them and ....[continue reading]
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