“A great deal of money, time and care has been devoted to the proper designing, manufacturing and preparation of this car for delivery into your hands.
We share your pride in its character and appearance, and our sincere hope is that you derive from its operation the full enjoyment and utility to which you looked forward in purchasing it.”
So begins one of the owners manuals for the Hudson Eight, also known as Hudson Great Eight, then the Hudson Greater Eight. Although the car was received design and mechanical improvements, including 30% better braking.
The Great Eight began its model run in 1930. The engine was a somewhat underpowered straight eight-cylinder, at 213.5 cubic inches, with 80 horsepower. In other words, less powerful than previous Hudson six-cylinder engines, and with an outmoded lubrication system. On the plus side, it was the first engine with a counterweighted crankshaft.
For 1931 and 1932, the car name changed to Hudson Greater Eight. It still ran the straight-eight cylinder engine, improving to 233.7 cubic inches and 87 horsepower in 1931, and, then to 254 cubic inches and 101 horsepower in 1932.
Over the run of The Hudson Eight models, there were forced changes as regards the coachbuilding. Hudson’s long-time coachbuilder Biddle and Smart closed due to the Depression, and that part of the manufacture moved to Murray and Briggs for for the phaeton and speedster models, and a small number to the LeBaron firm.
In 1933, the Hudson Eight was available in the following body types:
Standard Series (119" wheelbase)
- Standard Sedan
- Rumble Coupe
- Convertible Coupe
Major Series (132" Wheelbase)
- Touring Sedan
- 7-Passenger Sedan
- Club Sedan
- Brougham 7-Passenger Sedan
This series of Hudson Eights also saw another name change, to Hudson Pacemaker Standard Eight.
However, the range was discontinued, after disappointing sales - 22,250 for 1931, dropping to less than 8,000 for the 1932 range.
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