Given the brawny new ohv V8s that the Big Three and Studebaker had by then, it might seem odd that the Hudson Hornet with an old school flathead six utterly dominated stock car racing, winning 64 out of 108 NASCAR races in the years 1952-1954, thus establishing itself as a legend and cultural icon. Sadly, that all would end with this ’54 Hornet, as a desperate Hudson merged with Nash that year, thus ending production of the step-down Hudson. Maybe just as well, as all those V8s were now sprouting four barrel carbs and such and by 1954 they were ready to take down the Hornet.
Motor Life tested a Twin-H powered Hornet to see for themselves just how hot it really was. They were not disappointed.
The reviewer reminds readers that Hudson’s prowess in competitions was not just a recent phenomena: “Hudson is the one which has been the most competition-minded for the longest period“. But it was Hudson’s recent string of wins on the stock car tracks that really cemented the company’s reputation.
How exactly did the Hornet dominate the tracks so thoroughly during its heyday? It’s important to remember that the ohv V8s from Cadillac, Olds, Chrysler and Studebaker were very mildly tuned in their first few years. Even the legendary Chrysler hemi was rated at 180 hp in 1951-1953, whereas the lighter Hudson with its 308 inch six made 170 hp with Twin-H Power (dual carbs). The Olds 88 was rated at 135 hp, and with its even lighter body made it the Hornet’s toughest competitor. The tracks back then were often dirt and short, favoring lighter cars. Of course all this changed with the arrival of the ’55 Chevy, which instantly dominated smaller tracks while the ultra-powerful but heavy Chrysler 300 was hard to beat on the big fast tracks. Hudson was doomed for 1955, in more ways than one.
The tested Hornet had the Twin-H engine and “Super Induction” (modified valves and hotter cam), GM’s 4-speed fluid-coupling Hydramatic, power steering and power brakes. Motor Life notes that the big six’ abundant low end torque really makes its impact felt on low speed acceleration, with an “exceptional” 4.2 second time from 0-30 mph. The sprints to higher speeds were not quite as impressive (0-60 in 12.2 sec.) but ML says “it will stand up favorably to any…US stock car on the market today“. As a frame of reference, the 230 hp 1954 Cadillac, which was widely acknowledged as the fastest car on the market, did the 0-60 sprint in 11.3 seconds in another review. It also weighed 850 lbs more, which is why one didn’t see many Caddys on the tracks.
As to top speed, the average of a number of runs was 106.54 mph. Again, that compares to 113 mph for the Cadillac. The quarter mile times were almost identical for both, at 18.5 (Hudson) and 18.4 (Cadillac). Of course the Cadillac was significantly more expensive.
Both of them would be utterly eclipsed by the new ’55 Chevy V8, which was two and half seconds faster to 60 than the Hudson and a good second faster in the quarter mile. The big cars’ heyday as the fastest ones ended abruptly that year.
The Hudson averaged 15.5 mpg in mixed driving, which was actually less than the heavier Cadillac, an exceptionally efficient car at the time.
Handling was the Hornet’s standout quality. The low center of gravity, thanks to the unitized body construction and “step-down” design combined with a relatively wide track meant that it could take corners at high speed without the usual lean and drama. ML’s testers took the Hornet over “an exceedingly difficult paved mountain road” at higher speeds than could be expected from other cars, all without issues and “almost a pleasure“.
Adding to the good handling was the almost-surprisingly positive experience with the power steering, which unlike other delivered adequate road feel.
The Hudson’s handling prowess did not come at the expense of its ride quality. It was deemed “smooth and bounce free…much less rolling and pitching“.
As to its exterior styling, given that this basic body dated back to 1948, the ML reviewers were generous. They noted the higher rear fender line and ML’s photographer said “It sure looks sexy”. Yes, it does have a fine rear end, but one that was clearly showing its age despite the butt lift.
Entry into the interior was extra easy, thanks to its doors opening to a wide 80 degrees.
No wonder Hudson and Nash merged; they had so much in common, like using single digit speedometers. Actually, that was about the only thing. ML thought the instrument grouping was good, although it too was not complete.
These cars were wide, making them genuine six seaters. ML points out that “the back of the front seat continues to carry the almost extinct robe rope“. The “robe” was lap robe or blanket hung there in the old days so that rear seat passengers could use it to help stay warm. This goes back to a time when car heaters were either not installed or not very effective, especially in the back. I suspect that was not likely in this case, although the heater was of course still an option ($75).
In summing up, the Hornet’s performance and handling stood out, as well as its ruggedness. These were solidly built cars, undoubtedly in part due to their unitized construction, which Hudson pioneered in the US.
But it was all to no avail; in 1955 the Hornet would be reduced to Hash; a Nash with with new front end, although still available with the Hudson 308 six along with a 320 inch Packard V8. The end of a storied road.
Related CC reading:
Curbside Classic: 1952 Hudson Hornet – A Victorious Dead End
Curbside Classic: 1951 Hudson Pacemaker – My Fluttering Heart Needs a Pacemaker
Curbside Classic: 1955 Hudson Hornet Hollywood – A Step, Down?
Curbside Classic: 1956 Hudson Hornet – Waiting For Death In A Borrowed Four-Tone Suit