Hudson Commodore
The Hudson Commodore is an automobile that was produced by the Hudson Motor Car Company of Detroit, Michigan between 1941 and 1952. During its time in production, the Commodore was the largest and most luxurious Hudson model.
First generation.
1941.
The Commodore Series 12 and Series 14 were the junior models to the Commodore Custom Series 15 and Series 17. The junior models debuted in Hudson's 1941 model line. Commodore Series 12 featured a I6 engine and the Series 14 models came with a I8, with all built on a wheelbase, while Commodore Customs utilized on the wheelbase for Series 15 coupes and a version for Series 17 sedans.
The Commodore was powered by Hudson's I6 producing , or by Hudson's I8 that produced . Prices listed for the Series 12 coupe started at US$1,028 ($ in 2024 dollars ) to the top level Custom Series 17 Sedan at US$1,537 ($ in 2024 dollars ).
The Commodore series was Hudson's largest model range in its debut year, consisting of sedans, coupes, and convertibles. Hudson used a forward hinged hood that opened from the rear by the windshield with the front end of the hood sliding downward over the grille. Elements of the interior and exterior were styled by Betty Thatcher, "the first woman designer to be employed by a car manufacturer".
1942.
For the 1942 model year, the cars received a facelift. This included concealed running boards, modestly enlarged front grilles, and external trim arrangements. Hudson offered an optional "Drive-Master" vacuum-assisted clutch with a servo-operated transmission with three modes: "automatic" shifting and clutching, automated clutching only, or fully manual.
The firm promoted its economy over luxury during the shortened model year that ended in January 1942, as U.S. war production accelerated.
Second generation.
1946.
Hudson began postwar automobile production on August 30, 1945. Body styles were trimmed to Sedan, Club Coupe, and Convertible. The designs were based on the 1942 models. There were minor cosmetic changes from the pre-war versions with one exception, the car's grille now had a concave center section.
Hudson automobiles were more fully equipped than competitive makes, and all Hudson models received door armrests, twin air-horns, ashtrays, windshield wipers, stop lights, locking glove box, sealed beam headlights, and deep pile carpeting. Commodore and Commodore Customs added foam rubber seat cushions (Hudson was the first automaker to introduce foam seat cushions), door-step courtesy lights, rear center armrest (sedans), and gold etched lettering on the dashboard panel.
1947.
The priority was building cars following the war rather than introducing annual design changes for 1947 since Hudson was in the process of developing a completely new model. Production of the 1947 Hudson Commodore Eight increased to 12,593 from the previous year's 8,193.
Third generation.
1948.
Hudson developed a new and radical car design. Production of the 1948 Hudsons began on 12 October 1947. Introduced on 7 December 1947, the Hudson Commodore was one of the first new-design postwar cars made. The 1948 model year inaugurated Hudson's trademarked "Monobuilt" construction or "step-down" automobile. The new cars were designed by Frank Spring and in part by Betty Thatcher, the first female designer to be employed by a car manufacturer. The marketing tagline for the innovative Hudsons was "Now You're Face to Face with Tomorrow."
The cars had a light and strong semi-unit body with a perimeter frame. Because of the encircling frame, passengers stepped down into the vehicles. Hudson's step-down design made the body lower than contemporary cars. It offered passengers the protection of being surrounded by the car's chassis with a lower center of gravity. In addition to the safety of being surrounded by the car's chassis, the step-down also allowed Hudson to achieve weight savings through the unibody construction, making for a well-performing automobile. The "monobuilt" or "step-down design also required less steel for its production.
The cars featured slab-sided bodies with fully integrated fenders. The Brougham and sedans were of a fastback design, while convertibles and coupes were notchbacks. A character line ran from the front to back further lowering the car even more visually, so "the new Hudson looked like a dream car straight from the auto show."
In 1948, Commodores came in one series and were available in either I6 or optional I8 engines. Interiors were upholstered in broadcloth on sedans, and leather on convertibles. Again, Hudson continued to provide numerous standard features that other manufacturers classified as upcharge options. Not only were the 1948 models "truly significant new designs of the early postwar years. The “Step-Down” Hudson was low and sleek, which many consumers really enjoyed." Total Commodore production was 62,474 of which 35,315 were I8 units.
Sir Vival.
In response to the increasing number of deaths on highways in the United States after World War II, an innovative concept car was designed and built for safety rather than for style or speed. Using two 1948 Hudsons, Walter Jerome, built a hinged two-section car to minimize impact of collisions. Among its many features are a centrally-positioned, raised turret-shaped driver compartment providing panoramic visibility, as well as safety equipment that would later become standard on production vehicles such as rubber bumpers, seat belts, and side marker lights. Jerome had purchased the two donor Hudsons from Bellingham Motors, a Hudson dealership in Massachusetts, and was planning to build up to a dozen Sir Vivals per year, but only the prototype was completed and in early-1970s, it went back to Bellingham Motors for storage.
With the closing of Bellingham Motors, in 2022 it was sold to Lane Motor Museum which plans to restore it.
1949.
For the 1949 model year, the Commodore line was enlarged to include more luxurious Custom models. As a marketing promotion, Hudson had plastic specialists use scaled-down blueprints to develop transparent models of the Commodore Eight sedan to demonstrate and promote the design and construction of the cars.
1950.
The most noticeable change to the 1950 model year was the restyled grille featuring a design that superimposed Hudson's signature triangle logo on four horizontal bars. This would become the "Hudson look." The 1950 models included a new split back window and redesigned interiors. A new Custom Commodore convertible model debuted in mid-April 1950.
1951.
In 1951, Hudson introduced a new I6 engine and offered General Motors' Hydra-Matic as an optional transmission. The grille was redesigned from a rather rectangular shape to an oval shape, a design that would carry through to 1953. The grille would be redesigned again in 1954, the last year for the famous aerodynamic Hudson body style which was used from 1948 until 1954.
1952.
In its final year in 1952, the Commodore was split into the Six Series and Eight Series. The exterior received another trim change, but by the end of 1953, the Step-Down styling was beginning to look outdated. Hudson lacked the resources to keep adding new and exciting changes to keep up with the competition from the other automakers, whose annual redesigns added tailfins and more chrome trim that consumers wanted. Instead of redesigning the aging "set-down" models, company President A. E. Barit pushed ahead with the firm's plan for the Jet compact.
Discontinuation.
Beginning in 1953, Hudson would field only the Hudson Hornet and Hudson Wasp line, as well as introduce the entirely new Hudson Jet compact car line.
Following Hudson's merger with Nash to form American Motors Corporation (AMC) in 1954, Hudson's automobile production was switched to AMC's facility in Kenosha, Wisconsin. Following slow sales of the 1955 model year, AMC turned Hudson styling to Richard Arbib, who created a unique look for the Hudson line based on what he termed "V-Line" styling. The new design did not attract customers to Hudson, and production fell even further.
1957 show car.
In its final year, the Hudson brand was pared down to a single model, the Hudson Hornet, available in two trim levels, the top-level Custom and the Super. However, during the show car season, AMC prepared a one-off 1957 Hudson Commodore show car identical to the production Hornet, featuring gold exterior trim and unique upholstery.
Station wagon.
In 1946, Hudson hired an experienced Army illustrator for instruction manuals and training materials. Don Butler assisted with the final design drawings for the upcoming 1948 Hudsons. However, he also sketched unofficial proposals for Hudson that included a station wagon, a pickup, and a town car. Butler's illustrations were an inspiration to build a Commodore station wagon. A 1948 Hudson Commodore Eight four-door sedan served a donor with another car's roof added for the station wagon's rear section. The woodie was hand-made of ash framing with mahogany veneer panels. The car is a modern realization of an unbuilt postwar design.
Notable owner.
Actor Steve McQueen owned four Hudsons that he drove around Los Angeles. His 1950 Hudson Commodore Six Brougham was the only convertible. McQueen upgraded the standard I6 with a Twin-H version from a Hudson Hornet.
References.
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Hudson Motor Car Company
American auto company
The Hudson Motor Car Company made Hudson and other branded automobiles in Detroit, Michigan, U.S., from 1909 until 1954. In 1954, Hudson merged with Nash-Kelvinator to form American Motors Corporation (AMC). The Hudson name was continued through the 1957 model year, after which it was discontinued.
Company strategy.
The name "Hudson" came from Joseph L. Hudson, a Detroit department store entrepreneur and founder of Hudson's department store, who provided the necessary capital and gave permission for the company to be named after him. A total of eight Detroit businessmen formed the company on February 20, 1909, to produce an automobile which would sell for less than US$1,000 (equivalent to approximately $ in 2024 funds).
One of the lead "car men" and an organizer of the company was Roy D. Chapin Sr., a young executive who had worked with Ransom E. Olds. (Chapin's son, Roy Jr., would later be president of Hudson-Nash descendant American Motors Corporation in the 1960s). The company quickly started production, with the first car driven out of a small factory in Detroit on July 3, 1909, at Mack Avenue and Beaufait Street on the East Side of Detroit, occupying the old Aerocar factory.
The new Hudson "Twenty" was one of the first low-priced cars on the American market and became successful with 4,508 sold the first year. This was the best first year's production in the history of the automobile industry and put the newly formed company in 17th place industry-wide, "a remarkable achievement at a time" when there were hundreds of makes being marketed.
Successful sales volume required a larger factory. A new facility was built on a parcel at Jefferson Avenue and Conner Avenue in Detroit's Fairview section that was diagonally across from the Chalmers Automobile plant. The land was the former farm of D.J. Campau. It was designed by the firm of renowned industrial architect Albert Kahn with 223,500 square feet and opened on October 29, 1910. Production in 1911 increased to 6,486. For 1914, Hudsons for the American market were now left-hand drive.
Coachbuilder Fisher Body Co. built bodies for Hudson cars (as well as many other automotive marques) until they were bought out by General Motors in 1919. From 1923, Hudson bodies were built exclusively by Massachusetts company Biddle and Smart. The lucrative contract with Hudson would see Biddle and Smart buy up many smaller local coachbuilders to meet the Hudson demand. Peak shipments came in 1926, when the company delivered 41,000 bodies to Hudson. An inability to stamp steel meant that their products were made using aluminum.
On 1 July 1926, Hudson's new US$10 million ($ in 2024 dollars ) body plant was completed where the automaker could now build the all-steel closed bodies for both the Hudson and Essex models. Biddle and Smart continued to build aluminum body versions of the Hudson line and were marketed by Hudson as "custom-built" although they were the same as the steel-body vehicles. With Hudson now building in-house, Biddle and Smart saw their work for Hudson drop by 60%. From 1927 Hudson gradually began to utilize local coachbuilders Briggs Manufacturing Company and Murray Corporation of America to supplement Hudson's production which was expanding domestically and internationally. With car prices falling due to the Great Depression and the costs to transport vehicles from Massachusetts to Detroit becoming too expensive, the contract with Biddle and Smart was terminated in 1930, and Biddle and Smart went out of business shortly thereafter.
At their peak in 1929, Hudson and Essex produced a combined 300,000 cars in one year, including contributions from Hudson's other factories in Belgium and England; a factory had been built in 1925 in Brentford in London. Hudson was the third largest U.S. car maker that year, after Ford Motor Company and Chevrolet.
Hudson had many firsts for the auto industry; these included dual brakes, the use of dashboard oil-pressure and generator warning lights, and the first balanced crankshaft, which allowed the Hudson straight-six engine, dubbed the "Super Six" (1916), to work at a higher rotational speed while remaining smooth, developing more power for its size than lower-speed engines. The Super Six was the first engine built by Hudson, previously Hudson had developed engine designs and then had them manufactured by Continental Motors Company. Most Hudsons until 1957 had straight-6 engines. The dual brake system used a secondary mechanical emergency brake system, which activated the rear brakes when the pedal traveled beyond the normal reach of the primary system; a mechanical parking brake was also used. Hudson transmissions also used an oil bath and cork clutch mechanism that proved to be as durable as it was smooth.
Essex and Terraplane.
In 1919, Hudson introduced the Essex brand line of automobiles; the line was originally for budget-minded buyers, designed to compete with Ford and Chevrolet, as opposed to the more up-scale Hudson line competing with Oldsmobile and Studebaker. Local coachbuilder Briggs Manufacturing introduced their first-of-its-kind closed coach body in 1922 for Hudson's Essex. It was the first closed vehicle available at a price close to its open-bodied brethren. The 1922 Essex closed body was priced at only $300 more than the 1922 Essex touring. Within three years, its popularity enabled Hudson to reduce its price so that both the 1925 Essex touring and coach were priced the same. The Essex found great success by offering one of the first affordable sedans, and combined Hudson and Essex sales moved from seventh in the U.S. to third by 1925.
In 1932, Hudson began phasing out its Essex nameplate for the modern Terraplane brand name. The new line was launched on July 21, 1932, with a promotional christening by Amelia Earhart. For 1932 and 1933, the restyled cars were named Essex-Terraplane; from 1934 as Terraplane, until 1938 when the Terraplane was renamed the Hudson 112. Hudson also began assembling cars in Canada, contracting Canada Top and Body to build the cars in their Tilbury, Ontario, plant. In England, Terraplanes built at the Brentford factory were still being advertised in 1938.
An optional accessory on some 1935–1938 Hudson and Terraplane models was a steering column-mounted electric gear pre-selector and electro-mechanical automatic shifting system, known as the "Electric Hand", manufactured by the Bendix Corporation. This took the place of the floor-mounted shift lever, but required conventional clutch actions. Cars equipped with the feature also carried a conventional shift lever in clips under the dash, which could be pulled out and put to use in case the Electric Hand should ever fail. Hudson was also noted for offering an optional vacuum-powered automatic clutch, starting in the early 1930s.
Hudson Eight.
For the 1930 model year, Hudson debuted a new flathead inline eight cylinder engine with block and crankcase cast as a unit and fitted with two cylinder heads. A 2.75-inch bore and 4.5-inch stroke displaced developing at 3,600 rpm with the standard 5.78:1 compression ratio. The five main bearing crankshaft had eight integral counterweights, an industry first, and also employed a Lanchester vibration damper. Four rubber blocks were used at engine mount points. A valveless oil pump improved the Hudson splash lubrication system.
The new eights were the only engine offering in the Hudson line, supplanting the Super Six, which continued in the Essex models.
At the 1931 Indianapolis 500, Buddy Marr's #27 "Hudson Special" (using a Winfield carburetor) finished the 200 laps in tenth place.
1936–1942.
In 1936, Hudson revamped its cars, introducing a new "radial safety control" / "rhythmic ride" suspension which suspended the live front axle from two steel bars, as well as from leaf springs. Doing this allowed the use of longer, softer leaf springs ("rhythmic ride"), and prevented bumps and braking from moving the car off course. The 1936 Hudsons were also considerably larger inside than competitive cars — Hudson claimed a interior, comparing it to the in the "largest of other popular cars" of the time. With an optional bulging trunk lid, Hudson claimed the trunk could accommodate of luggage. The 1936 engines were powerful for the time, from .
The 1939 models joined other American cars in the use of a column-mounted gearshift lever. This freed front-seat passenger space and remained the industry standard through the 1960s, when "bucket seats" came into vogue. Hudson became the first car manufacturer to use foam rubber in its seats. The Hudson Terraplane was dropped. For the 1940 models, Hudson introduced coil spring independent front suspension, aircraft-style shock absorbers mounted within the front springs, and true center-point steering on all its models, a major advance in performance among cars in this price range. The Super Six model was reintroduced as well. Despite all these changes, Hudson's sales for 1940 were lower than in 1939 and the company lost money again. The advent of military contracts the following year brought relief.
The 1941 Hudsons retained the front-end styling of the 1940 models but the bodies were new with 5.5 inches added to their length giving more legroom. A new manual 3-speed synchromesh transmission was quieter with all helical gears. Wheelbases increased by 3 inches, with offerings of 116, 121, and 128 inches, and height was decreased with flatter roofs. Convertibles now had a power-operated top. Big Boy trucks now used the 128-inch wheelbase. In 1942, as a response to General Motors' Hydramatic automatic transmission, Hudson introduced its "Drive-Master" system. Drive-Master was a more sophisticated combination of the concepts used in the Electric Hand and the automatic clutch. It contained a vacuum-powered module on the transmission to switch between second and third gear and a vacuum-powered module to pull the clutch in and out. At the touch of a button, Drive-Master offered the driver a choice of three modes of operation: ordinary, manual shifting and clutching; manual shifting with automatic clutching; and automatic shifting with automatic clutching. All this was accomplished by a large and complicated mechanism located under the hood. They worked well, and in fully automatic mode served as a good semi-automatic transmission. When coupled with an automatic overdrive, Drive-Master became known as Super-Matic. Re-engineering of the frame rear end to use lower springs reduced car height by . Sheet metal "spats" on the lower body now covered the running boards and new wider front and rear fenders accommodated this.
Female designer.
As the role of women increased in car-purchase decisions, automakers began to hire female designers. Hudson, wanting a female perspective on automotive design, hired Elizabeth Ann Thatcher in 1939, one of America's first female automotive designers. Her contributions to the 1941 Hudson included exterior trim with side lighting, interior instrument panel, interiors and interior trim fabrics. She designed for Hudson from 1939 into 1941, leaving the company when she married Joe Oros, then a designer for Cadillac. He later became head of the design team at Ford that created the Mustang.
World War II.
As ordered by the Federal government, Hudson ceased auto production from 1942 until 1945 to manufacture material during World War II, including aircraft parts and naval engines as well as anti-aircraft guns. The Hudson "Invader" engine powered many of the landing craft used on the D-Day invasion of Normandy, June 6, 1944.
During World War II Hudson had also an aircraft division that produced ailerons for one large eastern airplane builder. The plant was capable of large scale production of wings and ailerons as well as other airplane parts. On May 22, 1941, Hudson was given a contract for the Oerlikon 20 mm cannon with the Jefferson Avenue Plant, on Jefferson Avenue and Connor Avenue, responsible for converting the original Swiss drawings to American production standards. The company produced 33,201 Oerlikons for the United States Navy with the original mechanism continued in use without major change and with complete interchangeability of parts until the end of the war. Hudson also manufactured millions of other weaponry and vehicle parts for the war effort. Hudson ranked 83rd among United States corporations in the value of World War II military production contracts.
Fisher takeover attempt.
The Fisher Body Company, later the Fisher Body Division of GM, manufactured bodies for many automobile marques throughout the early 20th Century. From 1926 the business had become part of General Motors. Just before World War II, the Fisher brothers contemplated a takeover of Hudson and commissioned engineer Roscoe C. (Rod) Hoffman, from Detroit, to design and build several rear-engine prototype vehicles for possible eventual production as Hudsons. One prototype was built in secret in 1935.
World War II forced the brothers to shelve their plans while the company shifted its focus to the war effort. When brothers Fred and Charles retired from GM in 1944 they revived the Hudson takeover idea with the view of establishing new, independent automobile manufacturing operations. The brothers contacted Queen Wilhelmina of the Netherlands, Hudson's main stockholder, offering to buy. Using an intermediary, Queen Wilhelmina expressed her interest in selling, prompting the Fisher brothers to begin devoting time to Hudson and their plant in anticipation of a deal. When news of these events reached Wall Street, the price of Hudson stock skyrocketed with the consensus by investors that a Fisher takeover would be the best thing for Hudson. However, the Fisher brothers tender offer fell short of Hudson's sudden increased market value and the deal did not go through.
1946–1954.
Production resumed after the war and included a wheelbase three-quarter-ton pickup truck.
In 1948, the company launched its "step-down" bodies, which lasted through the 1954 model year. The term step-down referred to Hudson's placement of the passenger compartment down inside the perimeter of the frame; riders stepped down onto a floor that was surrounded by the perimeter of the car's frame. The result was not only a safer car, and greater passenger comfort as well, but, through a lower center of gravity, a good handling car. In time almost all U.S. automakers would embrace it as a means of building bodies. Automotive author Richard Langworth described the step-down models as the greatest autos of the era in articles for "Consumer Guide" and "Collectible Automobile".
For the 1951 model year, the 6-cylinder engine received a new block with thicker walls and other improvements to boost horsepower by almost 18% and torque by 28.5% making Hudson a hot performer again. The GM-supplied 4-speed Hydramatic automatic transmission was now optional in Hornets and Commodore Custom 6s and 8s.
Hudson's strong, light-weight bodies, combined with its high-torque inline six-cylinder engine technology, made the company's 1951–54 Hornet an auto racing champion, dominating NASCAR in 1951, 1952, 1953, and 1954.
Herb Thomas won the 1951 and 1954 Southern 500s and Dick Rathmann won in 1952. Some NASCAR records set by Hudson in the 1950s ("e.g." consecutive wins in one racing season) still stand even today. Hudson cars also did very well in races sanctioned by the AAA Contest Board from 1952 until 1954 with Marshall Teague winning the 1952 AAA Stock Car Championship and Frank Mundy in 1953. Often Hudsons finished in most of the top positions in races. Later, these cars met with some success in drag racing, where their high power-to-weight ratio worked to their advantage. Hudsons enjoyed success both in NHRA trials and local dirt track events.
As the post-war marketplace shifted from a seller's to a buyer's market the smaller U.S. automakers, such as Hudson and Nash, found it increasingly difficult to compete with the Big Three (Ford, GM and Chrysler) during the 1950s. A sales war between Ford and General Motors conducted during 1953 and 1954 had left little business for the much smaller "independent" automakers trying to compete against the standard models offered by the domestic Big Three. The Big Three could afford constant development and styling changes, so that their cars looked fresh every year, whereas the smaller manufacturers could only afford gradual changes. Hudson's once-innovative "step-down" unit-body construction, while sturdy and innovative, also made restyling difficult and expensive. Although Hudsons dominated racing during this period, their feats did little to affect showroom traffic despite incorporating their NASCAR success into a marketing campaign known as "Win on Sunday, Sell on Monday". Sales fell each year from 1951 until 1954, and only Korean War military contracts kept the company solvent. On March 20, 1954, the Hudson Motor Car Company reported a loss of $10,411,060 in 1953 as compared with a profit of $8,307,847 in 1952.
After the company's high-priced Jet compact car line failed to capture buyers in its second straight year, Hudson CEO A.E. Barit engaged with George W. Mason, CEO of Nash-Kelvinator (makers of Nash and Rambler) to discuss the possibility of a merger with Nash. Mason already had the vision of merging the four independent automakers (Nash, Hudson, Packard, and Studebaker) into one company to compete with the Big Three, having floated the idea as early as 1946 with Packard to no avail. Mason had previously discussed the idea with Barit in 1952. On 14 January 1954 an agreement was reached and Nash and Hudson executives took the first steps to bring the two companies together.
1954 – Merger with Nash-Kelvinator.
On May 1, 1954, Hudson merged with Nash-Kelvinator to become American Motors Corporation. George W. Mason became CEO and president of AMC while Hudson's president, A.E. Barit retired to become an AMC board member.
The Hudson factory, located in Detroit, Michigan, was converted to military contract production at the end of the model year, and the remaining three years of Hudson production took place at the Nash plant in Kenosha, Wisconsin building rebadged Nash cars with the Hudson brand name. Nash would focus most of its marketing resources on its smaller Rambler models, and Hudson would focus its marketing efforts on its full-sized cars. The first Hudson model to terminate production was the Jet. The new company could then focus on the more successful Nash Rambler. Henceforth, Hudson dealers would have badge-engineered versions of the Nash Rambler and Metropolitan compacts to sell as Hudson products.
One of the first things Mason did as CEO of the new company was to initiate talks with James J. Nance, president of Packard, for parts-sharing arrangements between AMC and Packard. At this time AMC did not have its own V8 engine and an agreement was made for the new Packard V8 engine and Packard's Ultramatic automatic transmission to be used in the 1955 Nash Ambassador and Hudson Hornet models.
In July 1954, Packard acquired Studebaker to form Studebaker-Packard Corporation. However further talks of a merger between AMC and Studebaker-Packard were cut short when Mason died on October 8, 1954. A week after his death, Mason's successor, George W. Romney, announced "There are no mergers under way either directly or indirectly". Nevertheless, Romney continued with Mason's commitment to buy components from Studebaker-Packard Corporation. Although Mason and Nance had previously agreed that Studebaker-Packard would purchase parts from AMC, it did not do so. Moreover, Packard's engines and transmissions were comparatively expensive, so AMC began development of its own V8 engine, and replaced the outsourced unit by mid-1956.
1955–1957.
For 1955, both Hudson and Nash senior models were built on a common automobile platform using styling themes by Pinin Farina, Edmund E. Anderson, and Frank Spring. Common-body shell production for competing makes of automobiles was a manufacturing technique that had been used by the Big Three for decades.
Anderson set up separate design studios for Nash, Hudson, and Rambler.
Although the 1955 Hudson used the inner body shell of the Nash, the car incorporated a front cowl originally designed by Spring and the Hudson team to be put on the 1954 Step-Down platform. The 1955 models also used the Hudson dashboard, "triple safe brakes" and the Nash Weather Eye heater with Harrison Radiator Corporation-supplied lower cost Freon/compressor type air conditioning.
For the first time, Hudson offered a V8 engine starting for the 1955 model year. It was the Packard-designed and -built engine rated at . All cars with the Packard V8 also came with Packard's Ultramatic automatic transmission as an option for $494 with the Nash 3-speed manual was also available at $295.
Hudson dealers also sold Rambler and Metropolitan models under the Hudson brand. A total of 4,357 Metropolitans were sold as "Hudson." When sold by Hudson dealers, both cars were identified as Hudson vehicles via hood/grille emblems and horn buttons. Hudson Ramblers also received "H" symbols on fuel filler caps (and, in 1956, also on hubcaps).
In 1956, ex-Hudson president A.E Barit resigned from the Board in protest over the likelihood that Hudson would be phased out of production.
For 1956, the design of the senior Hudsons was given over to designer Richard Arbib, which resulted in the "V-Line" styling motif, a combination of "V" motifs that carried Hudson's triangular corporate logo theme. Sales fell below the 1955 figures.
With a wider front track than Nash used, Hudson was the better handling car and was powered by the famed Hornet Six with the optional high-compression cylinder head and dual-carburetor manifold ("Twin-H Power"); the Twin H would disappear at the end of the 1956 model year.
The Wasp used the L-head Jet Six engine (up to ) and this model (in sedan version) was Hudson's top seller. For 1957, Hudson dropped the shorter-wheelbase Wasp line, selling only the Hornet Custom and Super, which featured a lowered profile and slightly updated styling.
George W. Romney felt that Hudson and Nash were no longer relevant players in the automotive market and retired both names at the end of the 1957 model year production. Both Rambler and Metropolitan became makes in their own right, and no longer were identified as Hudson or Nash.
End of the line.
The last Hudson rolled off the Kenosha assembly line on June 25, 1957, although at that time there were proposals of continuing the Hudson and Nash names into the 1958 model year on the Rambler chassis as deluxe, longer-wheelbase senior models. The combined Nash and Hudson production volume was insufficient to justify all-new design and tooling; therefore, the Rambler's platform was expected to be adopted by the longer cars. One major trade magazine said rumors of discontinuance were false and the 1958 Hudsons and Nashes "would be big and smart". Factory styling photographs show designs for a 1958 Hudson (and Nash) line based on a longer-wheelbase 1958 Rambler. Front-end prototype photos show separate Hudson and Nash styling themes.
American Motors' president, George W. Romney, concluded that the only way to compete with the "Big Three" was to stake the future of AMC on a new smaller-sized car line. Neither Hudson nor Nash brand names had as much positive market recognition as the successful Rambler and their sales were lagging. Together with AMC's chief engineer Meade Moore, Romney had completely phased out the Nash and Hudson brands at the end of 1957. The decision to retire the brands came so quickly that preproduction photographs of the eventual 1958 Rambler Ambassador show both Nash- and Hudson-badged versions. The Rambler brand was selected for further development and promotion while focusing exclusively on compact cars.
Eventually, however, something close to the Hudson design was chosen for the 1958 Rambler Ambassador. Hudson brand enthusiasts will note the triangular grille guard and 1957-like fender "gun sights" and the fast-selling 1958 Rambler Customs wore 1957 Hudson-styled front-fender trim.
International markets.
Hudson, Essex, and Terraplane vehicles were either exported as complete cars or locally built from knock-down kits in many countries making the Hudson marque well-known internationally as well as domestically. In its 1929 report, the banking house Garden Detroit Company reported that in 1928 Hudson shipped 50,587 vehicles overseas, or 17.9% of total production. By March 1929 Hudson had topped all previous production figures having exported 44,295 cars in March alone, bringing the total of shipments for the first quarter of 1929 to an all-time high of 108,298.
Australia.
Hudson vehicles were imported into Australia in 1913 by Brisbane company McGhie Motor Company.
In 1915 the Sydney branch of Dalgety & Co. Ltd became the distributor of Hudson (and later Essex) vehicles for New South Wales. The company was also the agent for Wolseley, Daimler, and Buick passenger vehicles as well as Lacre and Halley commercial vehicles. Motor bodies were produced by Messrs Henderson, Boulton, and Kirkham in Regent Street, Sydney. The company also did trimming, fitting, painting, mechanical work, and repairs.
Established in 1922, Sydney company Smith & Waddington set up motor vehicle body building operations for NSW and Queensland at premises on Parramatta Road, Camperdown. The company built "custom" car bodies which, by the terminology of the day, meant "built to an individual order and to a special design." In addition to assembling Hudson and Essex for Dalgety, the company also built vehicle bodies for Rolls-Royce, Wolseley, Dort, Benz, Fiat, and Turkat Méry. After a slump in the economy which caused operations to cease in November 1927, Smith & Waddington resumed production in June 1928, again building Hudson and Essex vehicles for NSW and Queensland, and further adding Dodge, Chrysler, Erskine, and Studebaker for the whole of Australia. Additionally, Sydney coach builder G.H Olding & Sons are known to have built 6 Terraplane phaetons for Dalgety in 1934.
In 1926 a new company, Leader Motors Limited was formed to be the exclusive distributor of Hudson and Essex motor vehicles in Queensland. The bodies were made by South Australian company Holden's Motor Body Builders in Brisbane. In its main facility of Adelaide, Holden also made motor bodies for Austin, Buick, Chevrolet, Chrysler, Cleveland, Dodge, Fiat, Oakland, Oldsmobile, Overland, Pontiac, Reo, Studebaker, Vauxhall, and Willys Knight. In 1927 Holden's produced 1252 Essex Standard Tourers, 173 Essex Special Tourers, 171 Essex Coaches, and 46 Essex S/S Roadsters. In the same year the company manufactured 8 Hudson Tourers. 1928 was the last year of Hudson and Essex production by Holden's. In 1930 Holden's was bought out by General Motors.
Hudson and Essex assembly began in Victoria by Neal's Motors of Port Melbourne in 1927. The contract to build the bodies was initially given to TJ Richards & Sons of Keswick, Adelaide to supply for Victoria, South Australia, Western Australia, and Tasmania as well as acting as a second source of supply for New South Wales and Queensland. Holden's Motor Body Builders also built bodies. Holden's records show that for 1927 the Adelaide plant built 1,641 Essex vehicles and 8 Hudsons, and for 1928 a total of 1,931 Essex vehicles and 59 Hudsons were assembled. Holden's final year for Hudson and Essex production was in 1928, and in 1931 the company was bought out by General Motors.
In February 1934 Ruskins Body Works of West Melbourne secured the contract to build Hudson and Terraplane bodies for the whole of Australia. In June 1937, Neal's Motors celebrated assembling its 30,000th automobile: a 1937 Hudson Terraplane.
In 1939 Dalgety sold their automotive business to agent for Packard motor vehicles, Ira L. & A.C Berk in Sydney, which thereafter became the distributors for Hudson in NSW and QLD. The company opened a manufacturing plant in Belmore, Sydney in February 1949.
After the end of World War II, Australia legislated to restrict the use of U.S. dollars which were in desperately short supply. The use of U.S. dollars to import cars thereafter required a government permit restricting the purchase of American cars only to those with access to U.S. funds held overseas such as consular staff and visiting entertainers. Despite this, Australian distributors of Hudson, Nash, Packard, and Studebaker were able to bring in limited numbers of US-built, factory right-hand-drive vehicles from 1946.
A report by Dunlop Australia about Australian car sales from 1932 until 1949 noted that Hudson vehicles (including Essex and Terraplane) totaled 10,424 units during the 17-years, coming in at 13th place overall. It was noted in the report generally that all marques in Australia experienced the greatest number of sales before World War II.
In 1960, six years after the merger of Hudson and Nash-Kelvinator to form American Motors Corporation, Australian Motor Industries (AMI) of Port Melbourne would form an agreement with AMC to assemble Ramblers in Australia.
Canada.
Canadian assembly of Hudson vehicles commenced in 1932 by Hudson Motors of Canada in Tilbury, Ontario. The factory building was owned by Canadian Top & Body Co. which built the motor bodies for the vehicles. The first models assembled were a series of Hudson Eights. World War II interrupted operations and production ceased in 1941. Post-war operations resumed in 1950, with Hudsons being assembled by Chatco Steel Products in Tilbury, Ontario. Operations ceased in 1954 following the Nash-Hudson merger that led to the formation of American Motors Corporation. Toronto-based Nash Motors of Canada Ltd. became American Motors (Canada) Ltd. and all subsequent AMC operations continued in Toronto until its closure in 1957. Local production of Ramblers resumed after AMC's Brampton, Ontario plant opened in December 1960.
Germany.
Hudson and Essex vehicles were assembled in Berlin, Germany, during the 1920s by Hudson Essex Motors Company m.b.H Berlin-Spandau. The cars were built with the speedometer in kilometers, while the fuel, oil, and temperature gauges remained in their original non-metric units.
New Zealand.
Hudson and Essex vehicles were imported into North Island by Dominion Motors of Wellington which began operations in 1912. Dominion Motors amalgamated with Universal Motor Company of Christchurch in 1919 forming an assembly operation for Hudson and Essex as well as Oldsmobile, Crossley, Chevrolet, Stutz, Rolls-Royce, and (pre-GM) Vauxhall. Vehicles were assembled and finished in-house from partial knock-down kits.
For South Island, Hudson and Essex vehicles were imported by W.G. Vining Limited of Nelson, beginning in 1912. Vining had built a garage in 1908 which was the largest garage in New Zealand at the time. A car assembly plant was established at the premises and shortly thereafter Vinings obtained licenses to import and assemble Cadillac, Maxwell, Haynes, and Ford vehicles from the United States; Bean cars from the United Kingdom; and Darracq and Unic vehicles from France. Along with Hudson and Essex, the plant later assembled Chevrolet and Rover vehicles. The business ceased when it was sold on 30 September 1927 upon W.G. Vining's retirement. Vining's son formed a new business, P. Vining & Scott, and continued the Hudson and Essex franchise, adding Morris in 1932.
New Zealand car sales for the first nine months of 1927 saw Essex in third place with 898 vehicles sold, behind Chevrolet in second place with 1,100 vehicles sold, and Ford in first place with 1651 vehicles sold. Hudson made 12th place with 206 sales.
From 1935, Hudson vehicles (along with Nash, Studebaker, and Standard) were assembled by Christchurch company Motor Assemblies Limited. Production ended when the company was acquired by Standard-Triumph International in 1954. Hudson production then went to Motor Holdings Ltd which had been founded in 1936 as the Zealand franchise of Jowett Motors. After Jowett's closure in the United Kingdom in 1954, Motor Holdings won the Volkswagen franchise, and its Auckland operation was renamed VW Motors for the production of VWs in New Zealand. VW Motors assembled Hudsons as a secondary line. Some were fully imported as special orders.
After the Hudson and Nash marques were discontinued by American Motors Corporation, VW Motors assembled AMC's new Rambler motor vehicles at its new Otahuhu Volkswagen plant from 1958 until 1962. AMC formed an agreement in 1963 with Campbell Motor Industries (CMI) of Thames to assemble Ramblers, production of which ran from 1964 until 1971.
South Africa.
Beginning in the 1920s, Hudson and Willys motor vehicles were assembled in South Africa from right-hand-drive complete knock-down (CKD) kits sourced from Canada by Stanley Motors at their plant, National Motor Assemblers (NMA), in Natalspruit (Gauteng). After World War II, NMA built Austin, Standard, and Triumph vehicles at different times.
After the formation of American Motors Corporation in 1954, NMA continued to assemble AMC Ramblers until 1967.
United Kingdom.
Hudsons were introduced to the United Kingdom in 1911. No shipments were possible during the First World War but as soon as the Armistice was signed exports resumed to the U.K. Hudsons and Essex vehicles were sold through ten concessionaires.
In 1922 Hudson-Essex Motors of Great Britain Limited was formed, with new premises on Dordrecht Road, in Acton Vale. Over 100 agents were appointed to sell the vehicles resulting in 2,000 sales in the next 12 months.
In 1926 a factory was built on a property next to the recently opened Great West Road in Brentford. The plant opened in 1927 and a year later a three-story building was built as a service department for Hudson and Essex vehicles. The factory assembled the vehicle chassis locally, but the bodies were imported as complete units from Detroit.
From 1932, the bodies came over from the United States in sections to be assembled at the Great West Road factory. After the Essex marque was retired in 1932 the British company was renamed Hudson Motors Ltd.
Hudson's new Terraplane model was equally as popular in the U.K. as it was in the United States. English-designed and built bodies were built on the Terraplane frames and the cars were entered in many automobile races including the Monte Carlo Rally. Some of the cars entered were driven by personnel from the Great West Road factory. A Hudson Pacemaker won first place in the 1931 Scottish Rally and another Pacemaker took 7th place in the 1932 Torquay Rally. The Team Award was won by two Terraplane tourers and a Terraplane saloon in the 1933 Scottish Rally.
A triangular site from the railway was developed in 1926 for a new Hudson-Essex factory. This was the first major industrial facility and became a major employer along the Great West Road. Other firms followed to establish what became known as the "Golden Mile." The Chiswick Roundabout (the junction of Chiswick High Road, North Circular Road, South Circular Road, and the A4 Great West Road) also became known as "Hudson's Corner." After World War II, the property was used by the Kelvinator Refrigerator Company.
After the Hudson and Nash merger, the British company became a subsidiary of American Motors Corporation and was renamed Rambler Motors (A.M.C.) Limited in 1961, taking over from Nash Concessionaires Ltd. as the importer of AMC's new Rambler vehicles. The company imported AMC vehicles, many in factory right-hand-drive, well into the 1970s.
Legacy.
In 1928, a one yuan coin called the Auto Dollar was minted by the Chinese warlord Zhou Xicheng to commemorate the construction of roadways in Guizhou province. The coin features an image of an automobile reminiscent of a soft-topped Hudson car, although it does not correspond to any particular model exactly.
For the 1970 model year, American Motors revived the "Hornet" model name for its new series of compact cars (the AMC Hornet). AMC was later purchased by Chrysler, which at one time considered reintroducing the Hornet name in the Dodge model line and ultimately did so for the 2023 model year with a car based on the Alfa Romeo Tonale.
The last Hudson dealership was Miller Motors in Ypsilanti, Michigan, which is now part of the Ypsilanti Automotive Heritage Museum.
The Hostetler Hudson Auto Museum in Shipshewana, Indiana, featured a collection of restored Hudsons. Eldon Hostetler was an inventor who owned a Hudson as a teenager and later purchased Hudson cars and restored them. The museum closed in 2018 after the Hudson Automobile Museum Board voted in favor of closing the museum and liquidating the collection.
A restored Hudson Dealership sign still occupies its original site on Highway 32 in Chico, California.
References.
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Hudson Soft
Japanese video game development studio and publishing company
 was a Japanese video game company known for releasing numerous titles across video game consoles, home computers, and mobile phones. Headquartered in the Midtown Tower in Tokyo, it also maintained an office in the Hudson Building in Sapporo. Founded on May 18, 1973, Hudson initially focused on personal computer products before expanding into video game development, publishing, peripherals, and music production.
The company was best known for its series "Bomberman", "Adventure Island", "Star Soldier", "Bonk" and "Bloody Roar". It also developed games for other publishers, most notably the "Mario Party" series for Nintendo. Hudson partnered with NEC to create the TurboGrafx-16, TurboExpress, and PC-FX consoles, aiming to compete with Nintendo, Sega, and SNK, while continuing to release games on other platforms as a third-party developer.
Hudson Soft became a publicly traded company in 2000. In 2005, Konami acquired a 55% controlling stake in Hudson, later purchasing the company outright on April 1, 2011. On March 1, 2012, Hudson was merged into Konami Digital Entertainment. Konami retains its game catalog and periodically re-releases Hudson’s classic titles.
History.
Hudson Soft Ltd. was founded in Toyohira-ku, Sapporo, Japan on May 18, 1973, by brothers Yuji and Hiroshi Kudo. The founders grew up admiring trains, and named the business after their favourite, the Hudson locomotives (called the "4-6-4", and especially the Japanese C62). The company's mascot, a bee named Hachisuke, inspired by the Hudson Hornet car.
Hudson began as an amateur radio shop called CQ Hudson (CQハドソン), selling radio telecommunications devices and art photographs. Yuji Kudo had originally planned to start a coffee shop, but there was already one in the same building, resulting in the decision to change to a wireless radio shop at the eleventh hour. Although the Kudo brothers had university education, neither had studied in business management. That factor, combined with the difficulty to find trustworthy people to accompany the Kudos in their venture, meant that Hudson was almost always in the red each month during its era exclusively as a radio shop.
In September 1975, Hudson began selling personal computer-related products and in March 1978 started developing and selling video game packages. At that time, many amateur radio shops were switching to the sales of personal computers because they deal with the same electronic equipment. CQ Hudson would continue to operate for decades in Sapporo until Hudson Soft closed the shop in May 2001.
In the late 1970s and early 1980s, Hudson Soft favoured a quantity-over-quality approach for the marketing of video games. At one point, the company released up to 30 different computer software titles per month; none of which were hugely successful. Things changed in late 1983, when Hudson started to prioritise quality-over-quantity. Hudson became Nintendo's first third-party software vendor for the Family Computer and its title for this console, "Lode Runner", sold 1.2 million units after its 1984 release.
The business continued developing video games on the Famicom and computer platforms (MSX, NEC PC-8801 and ZX Spectrum, among others). "Bomberman" was released in December of this year on the Famicom and was considered a "big hit" by Hudson Soft.
In July 1987, Hudson developed the "C62 System" and collaborated with NEC to develop the PC Engine video game console. It achieved a second-best success to Famicom in Japan, but its release as the TurboGrafx-16 in North America had less market share than Nintendo's new Super NES or Sega's new Genesis. In 1990, Hudson Soft developed and published video games for an array of systems. In 1994, the 32-bit semiconductor chip "HuC62" was independently developed by Hudson and used in NEC's PC-FX video game console.
In 2004, Hudson started a joint venture with Flying Tiger Entertainment for 25 titles.
Hudson Soft relocated its main office to Tokyo in 2005, although the Sapporo headquarters remained in operation as a secondary office.
Hudson Soft lost several key people starting in the mid-2000s. Co-founder Hiroshi Kudo left the company in November 2004 following financial losses. Shinichi Nakamoto, who was with the company since 1978 and creator of the "Bomberman" series, followed suit in 2006. Veteran Takahashi Meijin resigned in May 2011; he had joined Hudson Soft in 1982. Around 2010–2011, many employees migrated to Nintendo's restructured NDcube subsidiary which was headed by Hidetoshi Endo, himself a former Hudson Soft president.
Relationship with Konami.
The relation between Hudson Soft and Konami can be traced to at least as early as 1985, when Hudson ported Konami's arcade game "Pooyan" to the MSX and Famicom. But the acquisition process of Hudson Soft by Konami would only begin in 2001.
Hudson Soft was severely hit by the collapse of its main bank Hokkaido Takushoku. Seeking new financing alternatives, Hudson Soft entered the stock market for the first time in December 2000, listing on the NASDAQ Japan Exchange. This led to Konami purchasing a stock allocation of 5.6 million shares in August 2001, becoming the company's largest shareholder. Within the terms of this purchase, Hudson acquired the Sapporo division of Konami Computer Entertainment Studio, renaming it Hudson Studio.
In April 2005, capital was increased via an allocation of 3 million shares from a third party. Konami Corporation, holding 53.99% of all Hudson stock, became Hudson's majority shareholder and parent company. Hudson Soft continued to publish video games while working closely with Konami, who became Hudson's distributor in Japan.
On April 1, 2011, Hudson Soft became a wholly owned subsidiary of Konami. Its American division, Hudson Entertainment, was liquidated in the process.
On March 1, 2012, Hudson Soft merged with Konami Digital Entertainment, with its music business absorbed into KME Corporation. The move was not a unilateral decision from Konami, but rather a voluntary merger agreed by the two companies during a board meeting held on January 12, 2012. The main reason for the dissolution of Hudson Soft was the consolidation of the operations of Hudson and Konami into a single company.
Despite the demise of Hudson Soft, Konami had planned for products to continue being developed and offered under the Hudson brand. The Hudson website was even initially retained and maintained by Konami. By early 2014, however, Konami had retired the website. The pre-2005 headquarters of Hudson Soft in Sapporo continued to operate as a branch of Konami well after the absorption until it closed in 2014. In 2015, Konami sold the Sapporo building that had long been the headquarters of Hudson Soft.
Caravan competitions.
On a yearly basis from 1985 to 2000, and sporadically since, Hudson Soft has held a games competition across Japan known as the "Hudson All-Japan Caravan Festival". Most years the competition focused around a single game, with all of the initial years of 1985 to 1992 except 1988 being "shoot 'em ups". During these years, the Caravan can be seen as a hallmark of Hudson's popularity. Later Caravans were less popular and featured less punishing games. Several of these later Caravans focused on Hudson Soft's popular "Bomberman" series.
Many of the early shoot 'em up games used for the Caravan competition included two-minute and five-minute modes built into the cartridges, to allow potential competitors to practice prior to the competitions.
Subsidiaries.
Hudson Studio.
A division located in Sapporo. Originally formed as a division of Konami Computer Entertainment Studio, it was acquired by Hudson on July 26, 2001.
Hudson Soft USA.
Hudson Soft's first North American publishing division, formed in 1988 and originally headquartered in South San Francisco. It had published video games for the Nintendo Entertainment System, Super NES and Game Boy.
In late 1995, Hudson Soft USA sold off the rights for all of its yet-to-be-released games to Acclaim Entertainment and moved its headquarters to Seattle, Washington, before closing down by the end of the year.
Hudson Entertainment, Inc..
Hudson Soft's second North American publishing division, reestablished by John Brandstetter of Flying Tiger and formed in November 2003 as the successor to Hudson Soft USA and headquartered in Brea California at Flying Tiger's Headquarters. Then it was moved to San Mateo, California. Starting out as a video game publisher for mobile content, it expanded into console video games in 2007.
On July 23, 2003, Hudson Soft announced the start of its North American mobile phone Java game service, GameMaster, which was created by Flying Tiger for AT&T's mMode, and NTT DoCoMo effective on July 28, 2003.
Hudson Entertainment ceased operations on March 31, 2011, after Konami's acquisition of the parent company.
Hudson Music Entertainment.
Hudson Soft's music recording label unit. Absorbed on March 1, 2012, into KME Corporation, the music subsidiary of Konami Digital Entertainment.
Video game releases.
Hudson Soft is responsible for series such as "Bomberman", "Bonk", "Star Soldier", and "Adventure Island".
Hudson also released a long-running and popular video game series in Japan. "Far East of Eden" was a classic RPG set in a fictionalized feudal Japan. The series was up to its fourth main entry when Hudson was absorbed into Konami. The second entry in the series was widely regarded as one of the best RPGs ever released, ranked 12th by "Famitsu" among all games released in Japan. Hudson Soft also created the long-running and critically acclaimed "Momotaro Dentetsu" series, a board game-style video game centered around business transactions. 16 games in the series released in Japan. Before its absorption, Hudson had re-released some of its first hit games for the GameCube in Japan, including "Adventure Island", "Star Soldier", and "Lode Runner".
Hudson had a long history of creating games for other companies. The most notable of these were the "Mario Party" games, which they developed for Nintendo. They developed the first eight console installments and two handheld spin-offs; however, due to Hudson being acquired by Konami, "Mario Party 9" and all games after that have been developed by Nintendo subsidiary NDcube, which consists of many former Hudson employees. Hudson also developed "Fuzion Frenzy 2" for Microsoft, which was released for the Xbox 360 in January 2007. "" was published by Vatical Entertainment, unlike the former two games on the Nintendo 64 which were both published by Nintendo.
References.
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Commodore International
Home computer and electronics manufacturer
Commodore International Corporation was a home computer and electronics manufacturer with its head office in The Bahamas and its executive office in the United States founded in 1976 by Jack Tramiel and Irving Gould. It was the successor company to Commodore Business Machines (Canada) Ltd., established in 1958 by Tramiel and Manfred Kapp. Commodore International (CI), along with its U.S. subsidiary Commodore Business Machines, Inc. (CBM), was a significant participant in the development of the home computer industry, and at one point in the 1980s was the world's largest in the industry.
The company released its first home computer, the Commodore PET, in 1977; it was followed by the VIC-20, the first ever computer to reach one million units of sales. In 1982, the company developed and marketed the world's best selling computer, the Commodore 64; its success made Commodore one of the world's largest personal computer manufacturers, with sales peaking in the last quarter of 1983 at $ (equivalent to $ in 2023). However an internal struggle led to co-founder Tramiel quitting, then rivalling Commodore under Atari Corporation joined by a number of other employees. Commodore in 1985 launched the Amiga 1000 personal computer — running on AmigaOS featuring a full color graphical interface and preemptive multitasking — which would initially become a popular platform for computer games and creative software. The company did particularly well in European markets; in West Germany, Commodore machines were ubiquitous as of 1989.
The company's position started declining in the late 1980s amid internal conflicts and mismanagement, and while the Amiga line was popular, newer models failed to keep pace against competing IBM PC-compatibles and Apple Macintosh. By 1992, MS-DOS and 16-bit video game consoles offered by Nintendo and Sega had eroded Amiga's status as a solid gaming platform. Under co-founding chairman Irving Gould and president Mehdi Ali, Commodore filed for bankruptcy on April 29, 1994 and was soon liquidated, with its assets purchased by German company Escom. The Amiga line was revitalized and continued to be developed by Escom until it too went bankrupt, in July 1996. Commodore's computer systems, mainly the C64 and Amiga series, retain a cult following decades after its demise.
Commodore's assets have been passed through various companies since then. After Escom's demise and liquidation, its core assets were sold to Gateway 2000 while the Commodore brand name was eventually passed to Tulip Computers of the Netherlands, and remains under ownership of a Dutch company today. Gateway 2000 attempted but failed to market a modern Amiga, and eventually sold the copyrights, Amiga trademark and other intellectual properties to Amiga, Inc., while retaining the Commodore patents, which are now under Acer since its acquisition of Gateway. Amiga Corp., a sister company of Cloanto, owns the Amiga properties since 2019. Hyperion Entertainment of Belgium has continued development of AmigaOS (version 4) to this day under license, and have released AmigaOne computers based on PowerPC.
History.
Commodore Business Machines (Canada) Ltd. (1954–1976).
Jack Tramiel and Manfred Kapp met in the early 1950s while both employed by the Ace Typewriter Repair Company in New York City. In 1954, they partnered to sell used and reconditioned typewriters and used their profits to purchase the Singer Typewriter Company. After acquiring a local dealership selling Everest adding machines, Tramiel convinced Everest to give him and Kapp exclusive Canadian rights to its products and established Everest Office Machines in Toronto in 1955.
By 1958, the adding machine business was slowing. Tramiel made a connection with an Everest agent in England who alerted him to a business opportunity to import portable typewriters manufactured by a Czechoslovakian company into Canada. On October 10, 1958, Tramiel and Kapp incorporated Commodore Portable Typewriter, Ltd. in Toronto to sell the imported typewriters., allegedly taking the name from a Hudson Commodore car that Tramiel spotted in Berlin. Commodore funded its operations through factoring over its first two years but faced a continual cash crunch. To bolster the company's financial condition, Tramiel and Kapp sold a portion of the company to Atlantic Acceptance Corporation, one of Canada's largest financing companies, and Atlantic President C. Powell Morgan became the chairman of Commodore. In 1962, the company went public on the Montreal Stock Exchange, under the name of Commodore Business Machines (Canada), Ltd.
With the financial backing of Atlantic Acceptance, Commodore expanded rapidly in the early 1960s. It purchased a factory in West Germany to manufacture its typewriters, began distributing office furniture for a Canadian manufacturer, and sold Pearlsound radio and stereo equipment. In 1965, it purchased the furniture company for which it served as the distributor and moved its headquarters to its facilities on Warden Avenue in the Scarborough district of Toronto. That same year, the company made a deal with a Japanese manufacturer to produce adding machines for Commodore, and purchased the office supply retailer Wilson Stationers to serve as an outlet for its typewriters.
In 1965, Atlantic Acceptance collapsed when it failed to make a routine payment. A subsequent investigation by a royal commission revealed a massive fraud scheme in which the company falsified financial records to acquire loans funneled into a web of subsidiaries where C. Powell Morgan held a personal stake. Morgan then pocketed the money or invested it in several unsuccessful ventures. Commodore was one of the Atlantic subsidiaries directly implicated in this scheme. Despite heavy suspicion, the commission could not find evidence of wrongdoing by Tramiel or Kapp. The scandal left Commodore in a worse financial position as it had borrowed heavily from Atlantic to purchase Wilson, and the loan was called in. Due to the financial scandal, Tramiel could only secure a bridge loan by paying interest well above the prime rate and putting the German factory up as collateral. Tramiel worked with a financier named Irving Gould to extricate himself, who brokered a deal to sell Wilson Stationers to an American company. Commodore now owed Gould money and still did not have sufficient capital to meet its payments, so Tramiel sold 17.9% of the company to Gould in 1966 for $ (equivalent to $ in 2023). As part of the deal, Gould became the company's new chairman.
Tramiel saw some of the first electronic calculators through his Japanese contacts in the late 1960s. He pivoted from adding machines to marketing calculators produced by companies like Casio under the Commodore brand name. In 1969, Commodore began manufacturing its electronic calculators. Commodore soon had a profitable calculator line and was one of the more popular brands in the early 1970s, producing both consumer and scientific/programmable calculators. However, in 1975, Texas Instruments, the leading supplier of calculator parts, entered the market directly and put out a line of machines priced at less than Commodore's cost for the parts. Commodore obtained an infusion of cash from Gould, which Tramiel used beginning in 1976 to purchase several second-source chip suppliers, including MOS Technology, Inc., to assure his supply. He agreed to buy MOS, which was having troubles of its own, on the condition that its chip designer Chuck Peddle join Commodore directly as head of engineering.
In 1976, Commodore Business Machines (Canada) Ltd. was dissolved and replaced by the newly formed Bahamanian corporation Commodore International, which became the new parent of the Commodore group of companies.
Entry into the computer market and success (1977–1984).
Chuck Peddle convinced Jack Tramiel that calculators were a dead end business and that they should turn their attention to home computers. Peddle packaged his single-board computer design in a metal case, initially with a keyboard using calculator keys, later with a full-travel QWERTY keyboard, monochrome monitor, and tape recorder for program and data storage, to produce the Commodore PET (Personal Electronic Transactor). From PET's 1977 debut, Commodore was primarily a computer company.
Commodore had been reorganized the year before into Commodore International, Ltd., moving its financial headquarters to the Bahamas and its operational base to West Chester, Pennsylvania, near the MOS Technology site. The operational headquarters, where research and development of new products occurred, retained the name Commodore Business Machines, Inc. In 1980, Commodore launched production for the European market in Braunschweig, Germany. This site once employed up to 2000 employees, and in February 2017 an exhibition room for about 200 Commodore products was opened here to commemorate its past.
By 1980, Commodore was one of the three largest microcomputer companies and the largest in the Common Market. The company had lost its early domestic-market sales leadership, however by mid-1981 its US market share was less than 5% and US computer magazines rarely discussed Commodore products. "BYTE" stated "the lack of a marketing strategy by Commodore, as well as its past nonchalant attitude toward the encouragement and development of good software, has hurt its credibility, especially in comparison to the other systems on the market". Writing for "Programming the PET/CBM", Raeto Collin West wrote "CBM's product manuals are widely recognized to be unhelpful; this is one of the reasons for the existence of this book."
Commodore re-emphasized the US market with the VIC-20. The PET computer line was used primarily in schools, where its tough all-metal construction and ability to share printers and disk drives on a simple local area network were advantages, but PETs did not compete well in the home setting where graphics and sound were important. This was addressed with the VIC-20 in 1981, which was introduced at a cost of US$ (equivalent to $ in 2023) and sold in retail stores. Commodore bought aggressive advertisements featuring William Shatner asking consumers, "Why buy just a video game?" The strategy worked, and the VIC-20 became the first computer to ship more than one million units, with 2.5 million units sold over the machine's lifetime, which helped Commodore's sales in Canadian schools. In promotions aimed at schools and to reduce unsold inventory, PET models labeled 'Teacher's PET' were given away as part of a "buy 2 get 1 free" promotion. As of calendar year 1980, Commodore sales were $40 million, behind Apple Computer and Tandy Corporation in the market.
In 1982, Commodore introduced the Commodore 64 (C64) as the successor to the VIC-20. Due to its chips designed by MOS Technology, the C64 possessed advanced sound and graphics for its time, and is often credited with starting the computer demo scene. Its US$ (equivalent to $ in 2023) price was high compared to that of the VIC-20 but was much less expensive than any other 64K computer. Early C64 advertisements boasted that "You can't buy a better computer at twice the price", with Australian adverts in the mid-1980s using the slogan "Are you keeping up with the Commodore? Because the Commodore is keeping up with you."
In 1983, Tramiel decided to focus on market share and cut the price of the VIC-20 and C64 dramatically, starting the home computer war. TI responded by cutting prices on its 1981 TI-99/4A, leading to a price war involving most vendors other than Apple Computer, including Commodore, TI and Atari. Commodore began selling the VIC-20 and C64 through mass-market retailers such as K-Mart, in addition to traditional computer stores. By the end of this conflict, Commodore had shipped around 22 million C64s, making the C64 the best-selling computer, until the Raspberry Pi overtook it in 2019.
At the June 1983 Consumer Electronics Show, Commodore lowered the retail price of the C64 to $, and stores sold it for as little as $. At one point, the company was selling as many computers as the rest of the industry combined. Prices for the VIC-20 and C64 were $50 lower than Atari's prices for the 600XL and 800XL. Commodore's strategy was to, according to a spokesman, devote