A wondrous artifact over at Pergelator: the instrument panel from a 1929 Hudson Super Six. I got to wondering why a ’29 specifically, and it turned out that this was Hudson’s biggest year ever, third in US sales, behind Ford and Chevy but a smidgen ahead of your choice of Chrysler brands. (Chrysler, in 1928, had introduced Plymouth and DeSoto and bought Dodge; there persists a story that DeSoto was created specifically to use as a club against Dodge, should they refuse Chrysler’s overtures.)
The Super Six was Hudson’s top-selling model back then, and though Hudson, in a fit of corporate apostasy, went to eight-cylinder cars in 1930, the postwar line reintroduced the Super Six, which became their best seller for the next several years, largely because the old straight-eight cost about 10 percent more and delivered only seven more horsepower. By 1951, Hudson was winning races with a 308-cubic-inch six, which in civilian form kicked out 145 hp, more than the old eight, and which the company offered with some serious go-fast parts: the “Twin-H Power package” had dual induction and twin carburetors, offering 160-170 hp, and the factory-racer version (dubbed 7-X) was good for 210. The old eight-holer faded into oblivion. Unfortunately, so did Hudson, which was merged with Nash in 1954 to form American Motors; both brands were killed off after the 1957 model year in favor of Rambler, previously a Nash sub-brand, which was selling better than either.
There is, incredibly, one active Hudson dealer remaining: Miller Motors in Ypsilanti, Michigan.