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 Wasp
Full-sized automobile produced by Hudson and American Motors
The Hudson Wasp is an automobile built and marketed by the Hudson Motor Car Company of Detroit, Michigan, from the 1952 through the 1956 model years. After Hudson merged with Nash Motors, the Wasp was then built by American Motors Corporation in Kenosha, Wisconsin, and marketed under its Hudson marque for model years 1955 and 1956.
Two distinct model year generations can classify the Hudson Wasp: from 1952 until 1954, when it used Hudson's existing short-wheelbase platform, and in 1955 and 1956, when it was built on the full-sized Nash platform. The two generations resulted in fundamentally different vehicles because of their platform design, engine options, and body styles. The second generation also received unique styling for their two model years.
First generation.
1952.
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.
The Wasp was built on Hudson's shorter wheelbase, using the company's unitized, "Monobilt" step-down chassis design with an overall length of . 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.
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.
1953.
The 1953 model year Hudson large-car line was introduced in November 1952. For the 1953 model year, Hudson focused on introducing its new compact-sized car, the Jet that was unveiled in December 1952.
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 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 I6, the Super Wasp used Hudson's L-Head I6 with a single two-barrel carburetor. The engine was rated at (with single 2-barrel carburetor) while the top-of-the-line Commodore Custom Eight's I8 was rated at . The six's power was underrated, so it would not outshine the flagship straight-eight engine. The narrow block engine was the basis for the stroked and reinforced Hornet 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 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.
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 I6 engine, while the Wasp models continued the 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.
The standard engine on the Super Wasp was the I6 producing of torque. Optional was an aluminum cylinder head with a 7.5-to-1 compression ratio rated at . A Twin H-Power version developing was also available.
The I6 engine was standard on the Wasp within available 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.
A Hudson Wasp competed in the grueling Carrera Panamericana race from 19 to 23 November 1954. It was held in eight stages over . 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). Of the 150 cars that started the race, only 85 finished all eight stages and several drivers died in crashes. The 1954 event was the last road race of its kind, one of the motorsport's most challenging and dangerous.
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. A total of 17,792 Wasps were produced in 1954.
Second generation.
1955.
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 I6 engine, as well as a detuned V8 engine supplied by Packard. On the other hand, the 1955 Hudson Wasp was built on the Nash Statesman platform and included Hudson's I6 engine previously used in the Hudson Jet compact sedan and the Hudson Italia. The was available with twin H-Power rated at .
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.
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. He provided Hudson with a distinctive look, which he called "V-Line Styling". 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) bisected by a prominent "V" (a nod to the 1954 Hudson Italia). 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. It did not excite buyers, and production ended after one year.
The Wasp was available only as a four-door sedan, and its sales fell to 2,519 units in its final year of production.
End of production.
In 1957, AMC stripped Hudson of eleven of its fifteen models, including the Wasp.
Australian assembly.
The Wasp was assembled in Australia from complete knock down (CKD) kits.
References.
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Rock Hudson
American actor (1925–1985)
Rock Hudson (born Roy Harold Scherer Jr.; November 17, 1925 – October 2, 1985) was an American actor. One of the most popular film stars of his time, he had a screen career spanning more than three decades, and was a prominent figure in the Golden Age of Hollywood.
Hudson achieved stardom with his role in "Magnificent Obsession" (1954), followed by "All That Heaven Allows" (1955), and "Giant" (1956), for which he received a nomination for the Academy Award for Best Actor. Hudson also found continued success with a string of romantic comedies co-starring Doris Day: "Pillow Talk" (1959), "Lover Come Back" (1961), and "Send Me No Flowers" (1964). During the late 1960s, his films included "Seconds" (1966), "Tobruk" (1967), and "Ice Station Zebra" (1968). Unhappy with the film scripts he was offered, Hudson formed his own film production companies, first 7 Pictures Corporation, then later Gibraltar Pictures, to have more control over his roles; later he turned to television, starring in the mystery series "McMillan & Wife" (1971–1977). His last role was as a guest star on the fifth season (1984–1985) of the primetime ABC soap opera "Dynasty," until an AIDS-related illness made it impossible for him to continue.
Although he was discreet regarding his sexual orientation, it was known among Hudson's colleagues in the film industry that he was gay. In 1984, Hudson was diagnosed with AIDS. The following year, he became one of the first celebrities to disclose his AIDS diagnosis. Hudson was the first major American celebrity to die from an AIDS-related illness, on October 2, 1985, at age 59.
Early life.
Hudson was born Roy Harold Scherer Jr. on November 17, 1925, in Winnetka, Illinois, the only child of Katherine (née Wood), a homemaker and later telephone operator, and Roy Harold Scherer Sr., an auto mechanic. His father was of German and Swiss descent, while his mother had English and Irish ancestry. He was raised as a Roman Catholic. During the Great Depression, Hudson's father lost his job and abandoned the family. Hudson's parents divorced when he was four years old; a few years later, in 1932, his mother married Wallace Fitzgerald, a former Marine Corps officer whom young Roy despised. Roy was adopted by Fitzgerald without his consent, and his legal name then became Roy Harold Fitzgerald. The marriage eventually ended in a bitter divorce and produced no children.
Hudson attended New Trier High School in Winnetka, the same high school as fellow movie stars Charlton Heston and Ann-Margret. At some point during his teenage years, he worked as an usher in a movie theater and developed an interest in acting. He tried out for a number of school plays, but failed to win any roles because he could not remember his lines, a problem that continued to occur through his early acting career.
Career.
1943–1948: Military service to acting debut.
Hudson graduated from high school in 1943, and the following year enlisted in the United States Navy during World War II. After training at the Great Lakes Naval Training Station, he departed San Francisco aboard the troop transport SS "Lew Wallace" with orders to report to Aviation Repair and Overhaul Unit 2, then located on Samar, Philippines, as an aircraft mechanic. In 1946, he returned to San Francisco aboard an aircraft carrier, and was discharged the same year.
Hudson then moved to Los Angeles to live with his biological father (who had remarried) and to pursue an acting career. Initially he worked at odd jobs, including as a truck driver. He applied to the University of Southern California's dramatics program, but was rejected because of poor grades. After he sent talent scout Henry Willson a picture of himself in 1947, Willson took him on as a client and changed the young actor's name to Rock Hudson; later in life, Hudson admitted that he hated the name. The name was coined by combining the Rock of Gibraltar and the Hudson River. Hudson later named his independent film production company Gibraltar Productions.
In 1948, Hudson made his acting debut with a small part in the Warner Bros. film "Fighter Squadron" directed by Raoul Walsh; according to a 21st-century source, it took 38 takes for Hudson to successfully deliver his only line in the film.
Universal-International.
Hudson was signed to a long-term contract by Universal-International. There he received coaching in acting, singing, dancing, fencing and horseback riding, and began to be featured in film magazines where, being photogenic, he was promoted.
In 1949, Hudson received his first film credit, as Roc Hudson, in William Castle's "Undertow", made by Universal.
In 1950, he acted in "One Way Street", "Shakedown", "I Was a Shoplifter", "Peggy", "Winchester '73", and "The Desert Hawk."
In 1951, Hudson was billed third in William Castle's "The Fat Man." He played an important role as a boxer in Joseph Pevney's "Iron Man". Other acting credit in that period include "Bright Victory," "Tomahawk", and "Air Cadet".
Leading man.
Hudson was promoted to leading man for "Scarlet Angel" (1952), opposite Yvonne De Carlo. He co-starred with Piper Laurie in "Has Anybody Seen My Gal?" (1952), the first of his films directed by Douglas Sirk. He also appeared as a gambler in "Bend of the River" (1952). He supported the Nelson family in "Here Come the Nelsons" (1952).
In "Horizons West" (1952) Hudson supported Robert Ryan, but he was star again for "The Lawless Breed" (1953) and "Seminole" (1953). In 1953, he appeared in a Camel commercial that showed him on the set of "Seminole".
He and De Carlo were borrowed by RKO for "Sea Devils" (1953), an adventure set during the Napoleonic Wars. Back at Universal he played Harun al-Rashid in "The Golden Blade" (1953). There was "Gun Fury" (1953) and "Back to God's Country" (1953). Hudson had the title role in "Taza, Son of Cochise" (1954), directed by Sirk and produced by Ross Hunter.
"Magnificent Obsession" and stardom.
Hudson was by now firmly established as a leading man in adventure films. What turned him into a star was the romantic drama "Magnificent Obsession" (1954), co-starring Jane Wyman, produced by Hunter and directed by Sirk. The film received positive reviews, with "Modern Screen Magazine" citing Hudson as the most popular actor of the year. It made over $5 million at the box office.
Hudson returned to adventure films with "Bengal Brigade" (1954), set during the Indian Mutiny, and "Captain Lightfoot" (1955), produced by Hunter and directed by Sirk. In 1954, exhibitors voted Hudson the 17th most popular star in the country. Hunter used him in the melodramas "One Desire" (1955) and "All That Heaven Allows" (1955), which reunited him with Sirk and Wyman.
Forming of 7 Pictures Corporation and "Giant".
On September 9, 1955, Hudson formed his first film production company, 7 Pictures Corporation, with partners producer Henry Ginsberg, his agent Henry Willson, and his lawyer Greg Bautzer. Hudson owned only 36% of the company's stocks, with Ginsberg owning the second-largest share with 35%, Wilson with 16%, and Bautzer with 5%; the remaining 8% was owned by Hudson's then-wife Phyllis Gates. Though Hudson's exclusive contract with Universal-International Pictures allowed him to produce films outside his obligation to the studio, he was not allowed to appear in them unless he was granted permission for each film. When forming 7 Pictures Corporation, the agreement between partners called for Hudson to appear in five films over seven years (hence the name of the corporation) for the company, regardless of his commitment with Universal-International Pictures. In May 1958, a month following Gates' filing for divorce, the company's agreement was amended for Hudson to only appear in two pictures for the company, though Ginsberg later objected to the modification of terms and sued the actor and other share-holders in April 1959, leading Hudson to form a new company, Gibraltar Productions.
He next acted in "Never Say Goodbye" (1956). Hudson's popularity soared with George Stevens' film "Giant" (1956). Hudson and his co-star James Dean were nominated for Oscars in the Best Actor category.
Another hit was "Written on the Wind" (1957), directed by Sirk and produced by Albert Zugsmith. Sirk also directed Hudson in "Battle Hymn" (1957), produced by Hudson, playing Dean Hess. These films propelled Hudson to be voted the most popular actor in American cinemas in 1957. He stayed in the "top ten" until 1964.
Hudson was borrowed by MGM to appear in Richard Brooks' "Something of Value" (1957), a box-office disappointment. So too was his next film, a remake of "A Farewell to Arms" (1957). To make "A Farewell to Arms", he reportedly turned down Marlon Brando's role in "Sayonara", William Holden's role in "The Bridge on the River Kwai", and Charlton Heston's role in "Ben-Hur". "A Farewell to Arms" received negative reviews, failed at the box office and became the last production by David O. Selznick. Hudson was reunited with the producer, director and two stars of "Written on the Wind" in "The Tarnished Angels" (1958), at Universal. He then made "Twilight for the Gods" (1958) and "This Earth Is Mine" (1959).
Romantic comedy star and forming Gibraltar Productions.
Ross Hunter teamed Hudson with Doris Day in the romantic comedy "Pillow Talk" (1959), which was a massive hit. Hudson was voted the most popular star in the country for 1959 and was the second most popular for the next three years.
Hudson told the press that he wanted to co-star in "Let's Make Love" with Marilyn Monroe but Universal-International Pictures denied him permission; the role went to Yves Montand. In late 1959, Hudson formed a new film production company, Gibraltar Productions. Now that his contract with Universal-International Pictures was about to end, he used his company to lease his acting services to Universal-International Pictures (and others), retaining a percentage of his film's profits, and with the added freedom to pick his own roles. The previously formed 7 Pictures Corporation was only briefly used because its assets were co-owned by Hudson's ex-wife Phyllis Gates; after the divorce, Hudson only produced through Gibraltar Productions, but Gates sued for a share in that company, too. Hudson later sold his assets of 7 Pictures Corporation to MCA, in exchange for stock in MCA/Universal-International Pictures.
After "The Last Sunset" (1961), co-starring Kirk Douglas and produced for Douglas' company Bryna Productions, Hudson made two comedies: "Come September" (1961) with Gina Lollobrigida, Sandra Dee and Bobby Darin, directed by Robert Mulligan; and "Lover Come Back" (1961) with Day; both films were produced through his 7 Pictures Corporation.
He made two dramas: "The Spiral Road" (1962), directed by Mulligan, and "A Gathering of Eagles" (1963), directed by Delbert Mann. Hudson was still voted the third most popular star in 1963. Hudson went back to comedy for "Man's Favorite Sport?" (1964), directed by Howard Hawks and co-produced through Gibraltar Productions, and "Send Me No Flowers" (1964), his third and final film with Day. Along with Cary Grant, Hudson was regarded as one of the best-dressed male stars in Hollywood and received Top 10 Stars of the Year a record-setting eight times from 1957 to 1964.
Decline as a star.
"Strange Bedfellows" (1965), with Gina Lollobrigida, was a box-office disappointment. So too was "A Very Special Favor" (1965), despite having the same writer and director as "Pillow Talk".
Hudson next appeared in "Blindfold" (1966). Then, working outside his usual range, he starred in the science-fiction thriller "Seconds" (1966), directed by John Frankenheimer and co-produced through his own film production company Gibraltar Productions.
He also tried his hand in the action genre with "Tobruk" (1967), directed by Arthur Hiller. After the comedy "A Fine Pair" (1968) with Claudia Cardinale, he starred in the action thriller "Ice Station Zebra" (1968) at MGM, a role which remained his personal favorite. The film was a hit but struggled to recoup its large cost.
In November 1969, Andrew V. McLaglen's "The Undefeated", a western with Hudson starring opposite John Wayne, was released.
He co-starred as a World War I flier opposite Julie Andrews in the Blake Edwards musical "Darling Lili" (1970), a film notorious for its bloated budget.
Television.
During the 1970s and 1980s, he starred in a number of TV movies and series. His most successful television series was "McMillan & Wife" opposite Susan Saint James, which ran from 1971 to 1977. Hudson played police commissioner Stewart "Mac" McMillan, with Saint James as his wife Sally, and their on-screen chemistry helped make the show a hit.
During the series, Hudson appeared in "Showdown" (1973), a western with Dean Martin, and "Embryo" (1976), a science-fiction film. Hudson took a risk and surprised many by making a successful foray into live theater late in his career, and the best received of his efforts was "I Do! I Do!" in 1974.
After "McMillan" ended, Hudson made the disaster movie "Avalanche" (1978) and the miniseries "Wheels" (1978) and "The Martian Chronicles" (1980). He was one of several stars in "The Mirror Crack'd" (reuniting him with "Giant" co-star Elizabeth Taylor) (1980) and co-starred in "The Beatrice Arthur Special" (1980).
Later years.
In the early 1980s, following years of heavy drinking and smoking, Hudson began having health problems which resulted in a heart attack in November 1981. Emergency quintuple heart bypass surgery sidelined Hudson and his new TV show "The Devlin Connection" for a year, and the show was canceled in December 1982 soon after it aired. His health problems forced him to turn down the role of Col. Sam Trautman in "First Blood". Hudson was the first to narrate for Disney's Candlelight Processional at Magic Kingdom in Walt Disney World for its opening year in 1971. His final appearance as narrator was in 1984.
Hudson recovered from the heart surgery but did not quit smoking. He continued to work, appearing in several TV movies such as "World War III" (1982). He was in ill health while filming the action-drama "The Ambassador" in Israel during the winter months from late 1983 to early 1984. He reportedly did not get along with his co-star Robert Mitchum, who had a serious drinking problem and often clashed off-camera with Hudson and other cast and crew members.
From December 1984 to April 1985, Hudson appeared in a recurring role on the prime time soap opera "Dynasty" as Daniel Reece, a wealthy horse breeder and a potential love interest for Krystle Carrington (played by Linda Evans), and biological father of the character Sammy Jo Carrington (Heather Locklear). While Hudson had long been known to have difficulty memorizing lines, resulting in his use of cue cards, his speech began to visibly deteriorate on "Dynasty." He was slated to appear for the duration of the second half of its fifth season; however because of his progressing ill health, his character was abruptly written out of the show and died off-screen.
Personal life.
While his career developed, Hudson and his agent, Henry Willson, kept the actor's personal life hidden from the public. In 1955, "Confidential" magazine threatened to publish an exposé about Hudson's secret homosexuality. Willson stalled this by disclosing information about two of his other clients. Willson provided information about Rory Calhoun's years in prison and the arrest of Tab Hunter at a party in 1950. According to some colleagues, Hudson's homosexual activity was well known in Hollywood throughout his career, and former co-stars Julie Andrews, Mia Farrow, Elizabeth Taylor and Susan Saint James claimed that they knew of his homosexuality and kept Hudson's secret for him, as did friends Audrey Hepburn and Carol Burnett.
Soon after the threat from "Confidential", Hudson married Willson's secretary Phyllis Gates. Gates later wrote that she dated Hudson for several months, lived with him for two months before his surprise marriage proposal, and married Hudson out of love and not (as it was reported later) to prevent an exposé of Hudson's sexual past. Press coverage of the wedding quoted Hudson as saying: "When I count my blessings, my marriage tops the list." Gates filed for divorce after three years in April 1958, citing mental cruelty (a standard practice at the time to bypass the mandatory wait for divorces to be approved). Hudson did not contest the divorce and Gates received alimony of $250 per week for 10 years. She also owned assets in Hudson's independent film production company, 7 Pictures Corporation, which was formed during their marriage, and later sued the actor to obtain shares in his new film production company, Gibraltar Productions, which he had formed after their divorce. She never remarried.
According to the biography "Rock Hudson: His Story" (1986) by Gates and Sara Davidson, Hudson was good friends with novelist Armistead Maupin, who states that the two had a brief fling. The book also names some of Hudson's lovers, including Jack Coates, Tom Clark (who published the memoir "Rock Hudson: Friend of Mine"), actor and stockbroker Lee Garlington, and Marc Christian (born Marc Christian MacGinnis), who later won a suit against the Hudson estate.
In 2005, Bob Hofler published a biography of Hudson's agent Henry Willson, titled "The Man Who Invented Rock Hudson". He told "The Village Voice" that Phyllis Gates attempted to blackmail Hudson about his homosexual activities. The LGBTQ news magazine "The Advocate" published an article by Hofler, who claimed that Gates was actually a lesbian who believed from the beginning of their relationship that Hudson was gay.
An urban legend has it that Hudson "married" Jim Nabors in the early 1970s. Not only was same-sex marriage not legalized by any American state at the time, but, at least publicly, Hudson and Nabors were nothing more than friends.
The joke was in the mainstream by this time. In the October 1972 edition of "MAD" magazine (issue no. 154), an article titled "When Watching Television, You Can be Sure of Seeing...," gossip columnist 'Rona Boring' states: "And there isn't a grain of truth to the vicious rumor that movie and TV star Rock Heman and singer Jim Nelly were secretly married! Rock and Jim are just good buddies! I repeat, they are not married! They are not even going steady!" Over the years, the rumor persisted and continued to spread. As a result, Hudson and Nabors never spoke to each other again.
Although he was raised Roman Catholic, Hudson later identified as an atheist. A week before Hudson died, his publicist Tom Clark asked a priest to visit. Hudson made a deathbed confession, received communion, and was administered the last rites. Hudson also was visited by Shirley and Pat Boone.
Politically, Hudson was a conservative Republican; he campaigned and voted for Barry Goldwater in the 1964 United States presidential election.
Illness and death.
Unknown to the public, Hudson was diagnosed with AIDS on June 5, 1984, three years after the emergence of the first cluster of symptomatic patients in the United States, and one year after the initial conclusion by scientists that HIV causes AIDS. Over the next several months, Hudson kept his illness a secret and continued to work while at the same time traveling to France and other countries seeking a cure or treatment to slow the progression of the disease.
On July 16, 1985, Hudson joined Doris Day for a Hollywood press conference, announcing the launch of her new cable TV show "Doris Day's Best Friends", in which Hudson was videotaped visiting Day's ranch in Carmel, California, a few days earlier. He appeared gaunt and pale and spoke very little during the segment, most of which consisted of Day and Hudson walking around while Day's recording of "My Buddy" played in the background, Hudson saying he tired quickly. His emaciated appearance was such a shock that the reunion was broadcast repeatedly over national news shows that night and for days to come, with media outlets speculating on Hudson's health. Day later, Day acknowledged Hudson "was very sick. But I just brushed that off and I came out and put my arms around him and said 'Am I glad to see you.'"
Two days later, Hudson traveled to Paris, France, for another round of treatment. After Hudson collapsed in his room at the Ritz Hotel in Paris on July 21, his publicist Dale Olson released a statement claiming that Hudson had inoperable liver cancer. Olson denied reports that Hudson had AIDS and said only that he was undergoing tests for "everything" at the American Hospital of Paris. Four days later, on July 25, 1985, Hudson's French publicist Yanou Collart confirmed that Hudson did, in fact, have AIDS. He was among the earliest mainstream celebrities to have been diagnosed with the disease.
Hudson flew back to Los Angeles on July 30. He was so weak that he was moved by stretcher from the Air France Boeing 747 he had chartered; he and his medical attendants were the only passengers. He was flown by helicopter to UCLA Medical Center, where he spent nearly a month undergoing further treatment. He was released from the hospital in late August 1985 and returned to his home in Beverly Hills, Los Angeles for private hospice care.
At around 9 a.m. on October 2, 1985, Hudson died in his sleep from AIDS-related complications at his home in Beverly Hills at the age of 59. Hudson requested that no funeral be held. His body was cremated hours after his death and a cenotaph later was established at Forest Lawn Cemetery in Cathedral City, California. His ashes were scattered in the channel between Wilmington, Los Angeles and Santa Catalina Island.
The disclosure of Hudson's AIDS diagnosis provoked widespread public discussion of his homosexuality. In "" (2017), gay author Armistead Maupin, who was a friend of Hudson, writes that he was the first person to confirm to the press that Hudson was gay in 1985. Maupin explains that he confirmed it to Randy Shilts of the "San Francisco Chronicle" and that he was annoyed that producer Ross Hunter, also gay, denied it. In its August 15, 1985,