1952 edit

The Wasp (Series 58) was introduced by Hudson for the 1952 model year as an upgraded version of the Hudson Pacemaker, replacing the Hudson Super Custom models from 1951. The Wasp was available in two- and four-door sedan, convertible, and a 2-door hardtop designated the Hollywood. The new models were promoted as a "lower-priced running mate" to the Hudson Hornet.^[1]

The Wasp was built on Hudson's shorter 119-inch (3,023 mm) wheelbase,^[2] using the company's unitized, "Monobilt" step-down chassis design with an overall length of 202.5 inches (5,144 mm). Hudson's unitized structure used a perimeter frame, providing a rigid structure, low center of gravity, and side-impact protection for passengers, including a box-section steel girder outside the rear wheels.^[1]

Standard features for 1952 included the Wasp model name on the front fenders, which began the full-length stainless steel body side molding, illuminated medallion in the front grille, rear bumper guard that houses the license plate and a concealed light, a carpeted trunk with an upright-mounted spare tire, a 30-hour mechanical clock on the dashboard, illuminated ignition switch keyway, an interior finished in tan cord upholstery with red and brown wide and narrow stripes as well as hand grips, ash receiver, robe cord, and a large magazine pocket for rear seat passengers.^[1]

1953 edit

The 1953 model year Hudson large-car line was introduced in November 1952.^[3] For the 1953 model year, Hudson focused on introducing its new compact-sized car, the Jet that was unveiled in December 1952.^[3]

The large cars were carryovers but added an upper-level Super Wasp line, which replaced the discontinued "Commodore 6" models. At the same time, the base Wasp was repositioned and priced lower to replace the discontinued "Pacemaker" models.

The base Hudson Wasp used the 232 cu in (3.8 L) L-Head I6 from the Pacemaker. Hudson also offered the Super Wasp, which used improved interior materials and a more powerful Hudson I6 engine. Instead of using the Pacemaker's 232 cu in (3.8 L) I6, the Super Wasp used Hudson's 262 cu in (4.3 L) L-Head I6 with a single two-barrel carburetor. The 262 cu in (4.3 L) engine was rated at 127 hp (95 kW; 129 PS) (with single 2-barrel carburetor) while the top-of-the-line Commodore Custom Eight's 254 cu in (4.2 L) I8 was rated at 128 hp (95 kW; 130 PS). The 262 cu in (4.3 L) six's power was underrated, so it would not outshine the flagship straight-eight engine. The narrow block 262 cu in (4.3 L) engine was the basis for the stroked and reinforced Hornet 308 cu in (5.0 L) I6 engine, introduced in 1951 which dominated NASCAR from 1952 until 1954. The Super Wasp was also offered with an aluminum "twin H" manifold and twin two-barrel carburetors. Super Wasp performance with the "twin H" induction matched the performance of the big two-barrel 308 cu in (5.0 L) equipped, but heavier, Hudson Hornet.

A sales war between Ford and Chevrolet during 1953 negatively impacted the production and profits of other automakers. Wasp model year production saw 21,876 units in 1953. Moreover, the decline in Hudson sales was due to a lack of a V8 engine and the annual styling changes the domestic Big Three automakers offered.

1954 edit

For the 1954 model year, Hudson reskinned the senior line of large cars, Hornet, Super Wasp, and Wasp. Hudson also simplified the 1954 model year full-size cars to include the longer wheelbase Hornet featuring 308 cu in (5.0 L) I6 engine, while the Wasp models continued the 119 in (3,023 mm) wheelbase. A new linear front-to-rear body characterized the 1954 model year. This was an expensive undertaking, given the unibody design of the Hudson vehicles. The basic roofline of the sedans indicated the continuation of the unibody, and the drivetrain was unchanged. The hardtops and coupes featured new rooflines. The front end was restyled to a simpler grille with a functional hood scoop and a new one-piece curved windshield. The formerly sloped rear end was squared off to the rear fender's end, which featured new high-mounted, larger taillamps. The exterior changes made the Hudsons look longer, while the interior was updated with a new dash and instrument cluster.

The dealer introduction date was on 2 October 1953. The 1954 Wasps were available in a two-door coupe or sedan as well as a four-door sedan, while the Super Wasp also offered a two-door "Holywood" (pillar-less) hardtop and a "Brougham" convertible.^[4]

The standard engine on the Super Wasp was the 140 hp (104 kW; 142 PS) 262 cu in (4.3 L) I6 producing 290 pound force-feet (390 N⋅m) of torque. Optional was an aluminum cylinder head with a 7.5-to-1 compression ratio rated at 143 hp (107 kW; 145 PS). A Twin H-Power version developing 149 hp (111 kW; 151 PS) was also available.^[4]

The 126 hp (94 kW; 128 PS) 232 cu in (3.8 L) I6 engine was standard on the Wasp within available 129 hp (96 kW; 131 PS) version that included an aluminum cylinder head and 7.5-to-1 compression ratio. All Hudson engines were "Instant Action with Super Induction" to describe the L-head engine upgrades for 1954.^[4]

A Hudson Wasp competed in the grueling Carrera Panamericana race from 19 to 23 November 1954. It was held in eight stages over 1,910 miles (3,074 km). Malcolm Eckart and Carroll Hamplemann drove their #219 car for 23 hours and 28 minutes to finish in eleventh place in the stock car class (Tourismo Especial).^[5] Of the 150 cars that started the race, only 85 finished all eight stages and several drivers died in crashes.^[6] The 1954 event was the last road race of its kind, one of the motorsport's most challenging and dangerous.^[6]

After approval from the boards and shareholders, Hudson officially merged with Nash-Kelvinator Corporation on 1 May 1954, and on 2 October 1954, the last "true" Hudson was built in Detroit.^[7] A total of 17,792 Wasps were produced in 1954.

1955 edit

For 1955, the Wasp became a product of the newly formed American Motors Corporation (AMC). Following the end of 1954 model year production, Hudson's Detroit manufacturing facility was closed, and assembly of Hudson models was shifted to Nash's factory in Kenosha, Wisconsin. All Hudsons would be based on the senior Nash models, but would have exclusive Hudson styling.

After Hudson's 1954 merger with Nash, the 1955 Hudsons were built on the unitized Nash platforms. To differentiate the two models, the 1955 Hornet was built on the 1955 Nash Ambassador platform and offered with the as well as the Hornet 308 cu in (5.0 L) I6 engine, as well as a detuned 320 cu in (5.2 L) V8 engine supplied by Packard. On the other hand, the 1955 Hudson Wasp was built on the Nash Statesman platform and included Hudson's 202 cu in (3.3 L) I6 engine previously used in the Hudson Jet compact sedan and the Hudson Italia. The 202 cu in (3.3 L) was available with twin H-Power rated at 120 hp (89 kW; 122 PS).

The 1955 Hudsons used Nash's long travel coil spring suspension, integrated and advanced Heating and ventilation system, and were offered with air conditioning and reclining seats. Although comfortable, the Nash-based Hudsons were no longer competitive on the race tracks they dominated from 1952 through 1954.

Hudson Wasp sales dropped to 7,191 units for the year as traditional Hudson buyers left the marque, viewing the cars as less than the legendary Hudsons of the past.

1956 edit

For the 1956 model year, AMC executives decided to give the Wasp and Hornet more character to boost sales. Design for the vehicles was given to Richard Arbib.^[8] He provided Hudson with a distinctive look, which he called "V-Line Styling".^[8] Taking the traditional Hudson triangle, Arbib applied its "V" form in every conceivable manner across the car's interior and exterior. Arbib's design for the front end combined a tightly woven egg-crate grille (a nod to the 1931 Hudson Greater Eight)^{[citation needed]} bisected by a prominent "V" (a nod to the 1954 Hudson Italia).^{[citation needed]} Combined with tri-tone paint combinations, Hudson's new look was unique. However, the plan to build a better Hudson identity was unsuccessful, even with the car's flashy design.^[8] It did not excite buyers, and production ended after one year.^[8]

The Wasp was available only as a four-door sedan, and its sales fell to 2,519 units in its final year of production.^{[citation needed]}

In 1957, AMC stripped Hudson of eleven of its fifteen models, including the Wasp.^{[citation needed]}

The Wasp was assembled in Australia from complete knock down (CKD) kits.^[9]

• Conde, John A. (1987). The American Motors Family Album. American Motors Corporation. OCLC 3185581.
• Gunnell, John, ed. (1987). The Standard Catalog of American Cars 1946–1975. Krause Publications. ISBN 978-0-87341-096-0.

• Hudson Car Club
• Hudson-Essex-Terraplane Club