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Hudson Wasp

The Hudson Wasp was a mid-sized automobile produced by the Hudson Motor Car Company from 1952 to 1956, positioned as an affordable entry- to mid-range model in the brand's lineup during a period of industry consolidation. Introduced as a successor to the Pacemaker and Super Six, the initial 1952–1954 models utilized Hudson's signature "Step-Down" unit-body chassis with a 119-inch wheelbase, which positioned the passenger compartment below the frame rails for enhanced stability and a low center of gravity. These early Wasps were powered by a 262-cubic-inch inline-six engine producing 127 horsepower, available in body styles including four-door sedans, two-door sedans, and club coupes, with the upscale Super Wasp variant adding Hollywood hardtop coupes and limited convertibles. Following Hudson's 1954 merger with Nash-Kelvinator to form (), the Wasp underwent significant redesign for 1955–1956, adopting the shorter 114-inch and Pininfarina-styled body of the while retaining distinct badging and features like an egg-crate grille, outboard headlights, and two-tone paint options. Engine options shifted to a more efficient 202-cubic-inch inline-six (120 horsepower standard, with an optional 130-horsepower Twin-H version) and, briefly in 1955, a 320-cubic-inch V-8 delivering 208 horsepower for performance-oriented buyers. Interior amenities emphasized comfort, including reclining Airliner seats, optional All-Season air conditioning, and even a travel bed setup, reflecting 's focus on innovation amid declining sales. The Wasp's production totaled around 7,191 units in and just 2,519 in , signaling the marque's fade as prioritized compact Rambler models, leading to the nameplate's discontinuation by 1957. Notably, the model gained recognition when a Wasp placed 11th overall in the grueling 1954 road race, a 1,900-mile event through that highlighted the car's durability despite its stock configuration. Today, surviving examples are prized by collectors for their role in 's legacy of engineering prowess, bridging the pre- and post-merger eras of automotive .

Design and engineering

Chassis and body

The first-generation Hudson Wasp (1952–1954) employed Hudson's innovative Monobilt unitized construction, which integrated the body and frame into a single rigid structure using a perimeter frame design. This step-down configuration positioned the passenger compartment floor at the level of the frame rails, enclosing the rear wheels and lowering the center of gravity for enhanced stability and handling compared to traditional designs. The featured a , contributing to the model's compact yet spacious layout with an overall length of approximately 201.5 to 202.5 inches and curb weights ranging from 3,300 to 3,500 pounds. Body styles included a 4-door , 2-door club , 2-door Hollywood , and 2-door Brougham , all emphasizing the low-slung profile characteristic of the step-down design. Interiors accommodated six passengers on front and rear bench seats upholstered in materials like tan cord weave or , with a featuring grained accents, instrumentation, and door courtesy lights as standard amenities. For (1955–1956), the Wasp transitioned to a separate construction shared with the platform, marking a departure from the Monobilt step-down approach and resulting in a higher . The extended to 114.25 inches, with overall length measuring 202 inches and curb weights between 3,400 and 3,600 pounds. Body offerings were streamlined to a 4-door and 2-door Hollywood coupe, focusing on practicality and shared Nash engineering for cost efficiency. Interior arrangements retained bench seating for six, with an aircraft-inspired layout; safety enhancements like a padded appeared in later production models.

Powertrain

The Hudson Wasp employed inline-six engines as its standard powerplants throughout its production run from to 1956. In the first generation (–1954), these were L-head designs, with the base 232 cu in (3.8 L) engine rated at 123–126 (92–94 kW) and torque of approximately 195 lb-ft (264 N⋅m). An optional 262 cu in (4.3 L) variant provided 127 (95 kW) in standard form, increasing to 142–145 (106–108 kW) when equipped with the Twin H-Power system featuring dual one-barrel carburetors and an aluminum intake manifold for improved breathing and performance. For the second generation (1955–1956), the powertrain shifted to an overhead-valve (OHV) inline-six as standard, displacing 202 cu in (3.3 L) and producing 120 hp (89 kW) with a single two-barrel carburetor; an optional Twin H-Power version with dual carburetors and high-compression head delivered 130 hp (97 kW). Transmission choices emphasized reliability and control, with a three-speed column-shift unit standard across all models, paired to a dry-plate . Optional setups included a four-speed with Borg-Warner electric for efficiency, engaging above 25–30 mph to reduce speed by about 30 percent, and the four-speed automatic, introduced as a mid- option and refined for smoother shifts in later years. The system utilized a single two-barrel on base engines, upgraded to dual one-barrel units for Twin H-Power applications, feeding a 17-gallon (64 L) tank sufficient for typical 300–400 mile ranges at 15–20 on s. The followed a conventional , with power delivered via a system incorporating a one-piece driveshaft, torque tube, and live rear axle suspended by leaf springs for straightforward maintenance and load-handling. varied by configuration but generally achieved 0–60 mph (0–97 km/h) in 12–15 seconds and top speeds of 100–110 mph (161–177 km/h), competitive for mid-range sedans of the era while prioritizing durability over outright speed.

First generation (1952–1954)

1952 model year

The Hudson Wasp was introduced in January 1952 as a replacement for the , serving as Hudson's value-oriented full-size car positioned below the upscale in the lineup. Built on the shorter 119-inch Step-Down platform with the Monobilt unitized , it offered a low-slung for improved handling and comfort compared to taller competitors. The model debuted amid production restrictions, emphasizing affordability and efficiency to appeal to budget-conscious buyers seeking reliable transportation. Production for the 1952 model year totaled 21,876 units, reflecting solid initial demand for the new entry-level offering. Body styles included the four-door sedan, two-door brougham (sedan), club coupe, hardtop coupe, and , with the hardtop proving particularly popular at 1,320 examples built and convertibles limited to just 220 units. The four-door sedan dominated sales as the practical choice for families. Debut features centered on the powertrain, with the standard 262 cu in L-head inline-six delivering 127 horsepower and 200 lb-ft of torque, paired to a three-speed . An optional Twin H-Power system—featuring dual single-barrel carburetors and a divided manifold—boosted output to 145 horsepower, enhancing without sacrificing the 's renowned durability and low-end torque. Mid-year additions included the availability of ' Hydra-Matic four-speed as a $158 option, broadening appeal to drivers preferring shiftless operation. Priced starting at $2,466 for the four-door , the Wasp undercut the while offering comparable build quality and features like wraparound parking lamps and chrome side trim for a premium feel. Marketing campaigns stressed the innovative step-down design's smooth ride, superior roadholding, and economical operation, with the inline-six achieving up to 20 mpg in highway use—positioning it as an ideal everyday driver for post-war America.

1953 model year

The 1953 Hudson Wasp introduced minor styling refinements to its step-down body, including a revised grille design that positioned the traditional triangle motif behind the bars for a simpler, more streamlined appearance and eliminated the twin-strut guard from the prior Pacemaker-derived model. Interior trim saw improvements in materials and layout while retaining the distinctive step-down floor design for enhanced passenger space. These updates aimed to maintain the model's competitive edge in a maturing market without major retooling costs. Production reached 17,792 units for the Wasp, marking the highest output for the first-generation model and accounting for approximately 27% of Hudson's total 66,143 vehicles that year. The lineup retained the Monobilt unitized and offered the standard 232 cu in inline-six producing 112 hp. enhancements included the optional 262 cu in inline-six rated at 127 hp, with an optional Twin H-Power dual-carburetor setup boosting output to 145 hp, along with improved integration for smoother highway performance and better . All four body styles carried over on the 119-inch : four-door sedan, two-door club coupe, Hollywood hardtop coupe, and Brougham, with the Hollywood hardtop proving particularly popular for its pillarless design and sporty appeal. Sales benefited from the ongoing postwar economic expansion, which sustained demand for mid-range automobiles, but the Wasp encountered intensifying competition from Chevrolet and amid aggressive pricing strategies that eroded independent makers' .

1954 model year

The 1954 Hudson Wasp represented the concluding year of the first-generation design, with total production reaching 11,603 units—a notable decline from the prior year's figures, driven by the absence of a V8 engine amid intensifying competition and buyer fatigue with the aging Step-Down styling. This downturn reflected broader challenges for Hudson, as rivals like Chevrolet and Ford introduced more modern V8-powered models that appealed to performance-oriented consumers. To enhance appeal in its final season, the Wasp incorporated several feature updates, including optional for easier handling ($177 extra) and an eight-tube radio ($91 extra), alongside a revised layout that improved instrument visibility and driver . The chassis retained its established 119-inch for consistent ride quality and maneuverability. Powertrain options carried over unchanged, featuring a standard 232 cu in inline-six engine rated at 126 horsepower for adequate daily , while the optional 262 cu in inline-six delivered 140 horsepower in base configuration or up to 149 horsepower when equipped with the Twin H-Power dual-carburetor system and aluminum for enhanced acceleration. Exterior modifications were limited to minor trim revisions, such as updated chrome accents and badging that echoed elements from the compact series, aiming to refresh the appearance without major retooling costs. Positioned as an entry-level offering starting at $2,256 for the base four-door sedan, the Wasp targeted value-seeking buyers in the mid-sized market segment. These efforts occurred against the backdrop of Hudson's impending merger with Nash-Kelvinator to form , signaling the end of independent operations.

Second generation (1955–1956)

1955 model year

The 1955 Hudson Wasp marked the debut of the model's second generation, introduced amid the transition following the 1954 merger of with Nash-Kelvinator to form (). This redesign shifted the Wasp away from its previous short-wheelbase "step-down" platform to the longer underpinnings, resulting in a total production of 7,191 units—a figure impacted by the merger's disruptions, late market entry in February 1955, and rebranding efforts that limited sales to about nine months of availability. The new platform featured a 114.25-inch , providing an improved ride quality through Nash's long-travel coil-spring , along with smoother, more modern styling that included full wheel openings, an egg-crate grille, and a wraparound for enhanced visibility and aesthetics. Body styles were streamlined to just two options: a four-door (accounting for 5,551 units) and a two-door Hollywood (1,640 units), eliminating the variant from prior years. Starting at $2,290 for the , the Wasp emphasized practicality with reclining front seats, integrated heating and ventilation, and an optional . Power came exclusively from a cubic-inch L-head inline-six engine, rated at 120 horsepower with the optional twin-carburetor "Twin H-Power" setup for better performance and economy. This compact L-head design, carried over from the discontinued , prioritized reliability and low operating costs over outright power, aligning with the Wasp's positioning as an entry-level full-size in AMC's lineup.

1956 model year

The 1956 model year marked the final production run for the Hudson Wasp, with only 2,519 units built, the lowest output in the model's history due to increasing brand dilution within the () lineup and intensifying competition from larger manufacturers. This decline reflected broader challenges for independent automakers, as buyers gravitated toward more established brands offering similar features at competitive prices. The Wasp, positioned as an economical , struggled to differentiate itself in a market favoring V8-powered vehicles from Chevrolet, , and . A notable update for was the introduction of the "V-Line" styling theme, designed by independent stylist Richard Arbib to inject visual flair and modernity into the lineup. This design incorporated vee-shaped accents throughout, including angled rear fenders that swept upward into prominent tailfins, a mesh grille framed by V motifs, and sweeping chrome side trim that emphasized forward motion. The changes aimed to refresh the Nash-derived body without a full redesign, resulting in a more distinctive appearance that highlighted 's engineering heritage while aligning with trends. Powertrain options carried over largely unchanged, with the standard 202 cu in (3.3 L) inline-six engine producing 120 hp (89 kW) in single-carburetor form, while a twin-carburetor Twin-H-Power version of the same displacement offered slightly more performance at around 130 hp (97 kW). No V8 was available for the Wasp—unlike higher-end Hudsons. Transmissions remained consistent with prior years, including a three-speed manual, optional overdrive, and the Hydra-Matic automatic, all derived from the shared Nash platform. Fuel economy was a key selling point, with estimates around 14-15 mpg (U.S.) in mixed driving, underscoring the Wasp's appeal for cost-conscious buyers. Interior and exterior enhancements included increased chrome trim along the V-Line accents for added , while optional power-lift windows and other conveniences like catered to comfort-oriented customers. Overall, the 1956 Wasp was perceived as a transitional model, bridging Hudson's independent era with AMC's ongoing consolidation efforts, as the corporation streamlined its offerings amid declining sales across brands.

Production and markets

United States production

The Hudson Wasp was manufactured exclusively at the Hudson Motor Car Company's main assembly plant located at the corner of East Jefferson Avenue and Conner Street in , , a facility operational since 1910 that handled final assembly for all Hudson models. Following the 1954 merger with Nash-Kelvinator to form (), the plant continued production of Hudson-branded vehicles until 1957, though operations were increasingly shared with Nash lines to consolidate resources. Total U.S. production of the Wasp across its five model years reached approximately 61,000 units, encompassing all body styles and including minor exports. Production peaked in 1952 at 21,876 units, reflecting initial enthusiasm for the new entry-level model amid racing successes, before declining sharply to 17,792 in 1953, 11,603 in 1954, 7,191 in 1955, and just 2,519 in 1956. This downturn was driven by intensifying from V8-powered rivals like Chevrolet and , which offered more modern styling and performance, as well as the Wasp's retention of an inline-six engine without a V8 option until late in the run. Economic pressures, including the 1953-1954 following the , further eroded demand for independent brands like , whose annual output fell from over 200,000 units in the late 1940s to under 70,000 by 1953. The Wasp captured a modest share of the U.S. market, peaking at around 0.3% of total passenger car sales in when U.S. production exceeded 6.6 million vehicles, before slipping below 0.2% by 1956 amid a market dominated by the . Exports were limited, accounting for less than 5% of totals—such as 367 units in 1955 shipped abroad or in complete knock-down (CKD) kits—primarily to and select international markets, with the domestic focus underscoring Hudson's struggle against larger competitors. Wasps were assembled on a traditional moving-line system by a unionized workforce represented by (UAW) Local 154, which covered Hudson's Detroit employees until the 1955 merger integrated them into broader operations. Post-merger efficiencies, including shared components and with Nash, enabled reductions that allowed price cuts of about $155 on Wasp models for 1955, helping to maintain competitiveness despite declining volumes.

Australian assembly

The Hudson Wasp was assembled in from 1952 to 1956 at a plant in Belmore, , operated by the local distributor Ira L. & A. C. Berk Pty Ltd. The facility, opened in February 1949, facilitated the use of completely knocked down (CKD) kits shipped from to comply with post-World War II import restrictions and tariffs that favored local assembly over fully built imports. These CKD kits were adapted for right-hand drive to meet road requirements, with limited local modifications such as Australian-sourced seats and bumpers incorporated to increase domestic content and further satisfy regulations. Total production volumes were modest, reflecting the for cars amid competition from locally manufactured vehicles like those from . In the Australian context, the Wasp positioned as an entry-level option for urban buyers seeking styling and performance at a competitive , serving as an alternative to domestic economy cars. Following Hudson's merger with Nash-Kelvinator in 1954 to form (), assembly of the Wasp continued under the new entity until 1957, after which the model was discontinued in as AMC shifted focus to consolidated designs.

Discontinuation and legacy

Merger with Nash-Kelvinator

On January 14, 1954, the announced its merger with , forming the (), with the deal becoming effective on May 1, 1954. This consolidation marked a strategic response to the independents' challenges in the post-World War II automotive market. The merger was driven by Hudson's mounting financial pressures, including over $10 million in debt largely from the failed project, alongside declining sales that saw only 66,143 units produced in the 1953 model year. Both companies faced intensifying from the automakers—, , and —necessitating shared resources for purchasing, production, and sales organization to reduce costs and enhance efficiency. Nash-Kelvinator brought complementary engineering strengths, such as advanced unibody construction techniques, which helped bolster the combined entity's innovation capabilities. Under , the Hudson Wasp continued production for the 1955 and 1956 model years but transitioned to Nash-based platforms with a reduced lineup, allowing for price cuts of about $155 on average to improve competitiveness. This platform sharing reflected the 1954 sales decline for Hudson models, which had struggled against larger rivals. Hudson-branded , including the Wasp, ceased after the 1956 model year, with the fully discontinued in 1957 as shifted focus to the more efficient Rambler compact line amid low sales of fewer than 4,000 Hudson units that year. The factory closed in 1954, consolidating operations at Nash's , plant to streamline . Following the death of president in October 1954, George Romney assumed leadership, emphasizing cost efficiencies that accelerated the phase-out of legacy Hudson and Nash models.

Racing history and collectibility

The Hudson Wasp made a notable appearance in international during the 1954 Carrera Panamericana, a grueling 1,910-mile race across held from November 19 to 23. Entry #219, a 1954 Hudson Wasp equipped with the optional 262 cubic-inch producing 145 horsepower with Twin H-Power dual carburetors, was driven by Malcolm Eckart and Carroll Hamplemann. The car completed the eight-stage event in 23 hours, 28 minutes, and 9 seconds, securing 11th place overall in the Turismo Especial (stock car) class among 150 starters, with only 85 finishers; this result highlighted the model's durability on rugged terrain. Beyond the Carrera, the Wasp saw limited but appreciative use in domestic stock car and scenes of the 1950s, leveraging its inline-six power for competitive handling rather than outright dominance. While the larger claimed numerous victories, the lighter Wasp appeared in regional events like drag strips, where examples such as a 1953 model were modified for speed trials, though no major national wins were recorded. Today, the Hudson Wasp is relatively rare on the collector market, with restored examples commanding values typically between $20,000 and $50,000 depending on condition and body style, while convertibles and celebrity-owned vehicles like Steve McQueen's 1952 model sold for $110,000 at auction in October 2025. Enthusiasts praise its innovative step-down chassis for a low center of gravity and responsive ride, along with the Twin H-Power engine's smooth performance, making it a favored for . The Hudson-Essex-Terraplane (HET) provides essential support through technical resources, parts sourcing, and regional meets dedicated to preserving these vehicles. Culturally, the Wasp represented affordable American performance in 1950s media, often highlighted for its stylish Hollywood hardtop design and role in Hudson's compact engineering approach, which later influenced American Motors Corporation's strategy for efficient, space-optimized cars. Its ownership by icons like Steve McQueen further cements its status as a symbol of mid-century automotive ingenuity.

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    Steve McQueen's Hudson Wasp to Be Auctioned This Fall by RM ...
    Sep 12, 2025 · Between 1951 and 1954, Hudsons secured three consecutive NASCAR Grand National Series championships and 78 race victories, cementing the brand's ...<|separator|>
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    1954 Super Wasp in family from new. Looking to learn more about it.
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    Steve McQueen's 1952 Hudson Wasp Is Heading to Auction
    Sep 12, 2025 · The interior features plenty of chrome, along with cloth upholstery on the door panels and front and rear benches. The car, which McQueen is ...