The last "true" Hudson cars were the post- World War 2 models launched for the 1948 model year. (I'm not counting the flawed 1953-54 compact-size Hudson Jet that sold poorly and helped drag the company down. Nor the 1955-1957 Hudsons based on Nash bodies.) Standard-size Hudsons were in production from 1947 into 1954, a much longer run than the 3-4 year cycle that was common in those days. This lack of redesigned standard size cars for 1952 was another reason for Hudson's failure. Yet another was failure to develop a V-8 motor, given that V-8s were what the rest of the American car industry (aside from Kaiser) was doing.
Model year 1951 saw Hudson marketing the maximum number of body types based on its basic platform. Examples are shown below. That year, Hudson models were the Pacemaker, Super Six, Commodore, and Hornet -- the Commodore further designated as Commodore Six and Commodore Eight, based on engine cylinder count. No '51 model used all six body types shown in the Gallery.
This is the high-performance Hudson model.
Unitized bodies have been the industry norm for decades. But in America in the 1940s, only Nash, Hudson and Lincoln used unitized or partially-unitized body structures. One disadvantage of such bodies is that they are resistant to facelifts requiring major structural changes due to the high tooling costs compared to body-on frame facelifting. Besides the 4-door sedan structure shown here, there was a coupe variation with different above-the beltline details abaft of the A-pillar. Also, the B-pillar was moved aft to create wider doors.
Now for a set of side views for comparison. Super Sixes, Commodores and Hornets had 124-inch (3150 mm) wheelbases. Entry-level Pacemaker wheelbases were 119 inches (3023 mm). The difference can be compared via the distance from the front wheel opening to the front door forward cutline.
Note the smaller distance from the door cutline to the wheel opening compared to that of the Hornet shown above. The Brougham Coupe style has the same passenger compartment greenhouse profile as found on four-door sedans. But the door is wider (B-pillar moved farther aft). The aft side window appears to be fixed -- not enabled to roll down. That seems to be why this model is styled "coupe" rather than 2-door sedan, though it otherwise is a 2-door sedan. Moreover, other brands used the sedan name for cars with fixed side windows -- 1941 Pontiac's De Luxe "Torpedo" Two-Door Sedan model is an example.
Hudson also had true coupes such as shown here. The door is the same as that of the Brougham Coupe in the previous image. Line-topping Hornets and Commodores were the only 1951 Hudsons with that long, chromed side spear. The car seen here has modern tires, so sits lower than normal.
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This is the entry-level Hudson. Its interior configuration allows for larger trunk space for salesmen to convey wares.
It seems that in order to create a convertible, Club Coupe bodies were chopped off at the beltline abaft of the A-pillar and their structured beefed up to replace the lost rigidity. This was done in facilities located off the assembly lines. As can be seen here (look at the door-wheel opening distance), this is indeed a Pacemaker. But the chrome strip is the same as that on Commodores and Hornets aside from the area of the front tip. I think the most likely explanation is that the strip was taken from a Commodore and the tip modified. But I can't rule out that a few Pacemaker convertibles were given such a strip late in the model year to promote sales.
By the way, note Hudson's use of the word Brougham here. Yet the convertible is Club Coupe-based, not based on the Brougham Coupe (2-door sedan) body shown earlier.
Hardtop coupes were the rage in the American market by 1951, and this is Hudson's version that was named Hollywood. These were produced off-line like the convertibles and used convertible side windows. The windshield appears to differ from other Hudsons due to the flatter passenger compartment roof -- it seems slightly shorter.
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