on January 15 of that year. Between then and February 5, when the final 1942 Hudson rolled down the line in Detroit, a small number of passenger cars would be produced for a government pool for those employed in essential defense-related industries, as well as for use as military staff cars.

While mostly carryovers from ’41, the 1942 Hudsons boasted some fresh features on a lineup that had enjoyed a steady evolution since 1936, when the company touted its models as “New Leaders of the Style Parade.” First came a major facelift for the 1940 model year when the center-point steering and independent front suspension debuted. Most noteworthy for 1942 were the concealed running boards, new front and rear fenders, new chrome trim, and on the inside a new instrument panel design and richer upholstery greeted lucky owners.

The most-publicized new feature of the 1942 models was the all-new Drive-Master system, introduced in an apparent response to GM’s Hydra-Matic automatic transmission. Drive-Master, advertised as being the “Easiest of All Ways to Drive,” was a sophisticated automatic clutch

that, with a touch of a dash-mounted button, offered three operation modes. This included normal manual shifting and clutching, manual shifting with automatic clutching, and automatic shifting with automatic clutching. Today we would call such a system a semi-automatic, and the vacuum-operated system worked well. When ordered with an overdrive gear, the system was known as Super-Matic. After the war, when the warmed-over 1946 models were introduced, Drive-Master was offered all the way through 1950. Starting in the 1951 model year, GM offered its Hydra-Matic automatic to other carmakers, and at that time, Hudson replaced Drive-Master and Super-Matic with Hydra-Matic.

The 1942 Hudsons were available in seven series on three different wheelbases, powered by three different engines. Entry level was the 20T Traveler series followed by the DeLuxe Super 20P, each sharing the same 116-inch wheelbase. Next came the Super-Six on a longer 121-inch wheelbase with a full selection of two- and four-door sedans, a convertible and a wood-bodied station wagon. The upscale Commodore Series 22 shared the 121-inch wheelbase and

offered a six-cylinder engine joined by two eight-cylinder series: Series 24 and the Custom Series 25. Finally, there was the Commodore Series 27, offering just a four-door sedan riding on a 128-inch wheelbase and powered by a straight-eight.

Under the hood, Hudson offered three engines – a 92hp, 175ci straight-six flathead; a 102hp, 212ci flathead six, which is how our feature car was equipped; and a 254.4ci flathead eight producing 128 horsepower. Overall, for the abbreviated 1942 model year, Hudson produced 40,661 cars.

What we found noteworthy under the hood was the maintenance-free battery, which replenished itself of its essential fluids from bottles mounted on the firewall. Robert Gomez, who maintains the cars in the extensive Crevier Collection – which, along with two dozen classics, is housed in the Crevier Classic Cars facility in Costa Mesa, California, and also serves as a classic car storage facility and car fanatic’s club house – restored the unique battery.

“Rather than simply replace the battery, we undertook the restoration of the original setup which, when Mr. Crevier

Hudson’s Black-out ModelsIn the aftermath of a July 1941 embargo of raw materials

to Japan, the war clouds gathered, and plans were in place to further restrict 1942 production of civilian cars, from the previously announced 20% to a further cut to 50% of 1941 levels prior to Pearl Harbor. Metals, aluminum especially, were in short supply, diverted to aircraft production, a 15-to-1 shortfall. Uses for copper were twice the available supply, while rubber, zinc, tin, and steel all faced similar shortages. By October 1941 nickel, copper, aluminum, and most of all, chromium were eliminated for non-functional parts, thus the shiny Crevier Hudson just came in under the wire.

Like other manufacturers, Hudson was forced to substitute materials, as per the government directive. In the case of Hudson, parts that would normally be plated with chrome – such as headlight doors, hood ornaments, hub caps, gas caps, trunk handles, window moldings, and tail lamp bezels – would be left unplated and painted a contrasting color to the body color. The lower grille, lower fender, and side trim that had been stamped out of stainless steel were instead stamped from tin and also painted a contrasting color. Door handles – exterior and interior – due to their expected use and wear, were anodized and left unpainted. While in almost every instance the painted parts were of a contrasting color, there are reports that two 1942 Hudsons sported trim that was body color – one a Commodore 8 sedan, the other a 20C pickup – as reported by John O’Halloran in the White Triangle News, the official journal of the Hudson-Essex-Terraplane Club.

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bought the car, wasn’t functioning. It’s a six-volt system, common to cars of the era, and we felt it would be a shame not to restore the system.”

The car exhibits many wonderful and unique styling details not often found in the mid-priced field. The Super-Six wagon carried a 1942 as-delivered price of $1,589 (which translates to about $22,000 today when adjusted for inflation), and it’s remarkable of just how much car this represented for its relatively modest price. What was apparent as we photographed the car at dusk were the illuminated, inverted triangles flanking each side of the front-hinged hood. On the inside, beyond the previously mentioned dashboard, are the wood slats of the roof, an elegant touch, so much better than a mohair or vinyl headliner.

The unique nature of this car mandated

we photograph it in a period-correct setting. Fortunately for us, nearby Tustin has a restored historic district that provided several photographic opportunities. Climbing in the cabin to drive around Tustin to survey various locations, we couldn’t help but be impressed by the near-silence of the 102hp, three-main-bearing flathead as we peered over the Art Deco-inspired dashboard, dominated by the centrally mounted radio and speaker. It got us to thinking that this Hudson was the SUV of its day, its sleek lines and downward-pitched roof drawing admiring glances and thumbs-up as we drove.

Our final location was the historic Tustin Garage, an auto service center with a history dating back to 1915. It now houses the Beach Pit BBQ, which serves up some of the best smoked meats in Southern California – the

pulled pork literally melts in your mouth it’s so tender – and where, along with Gomez, we enjoyed a well-deserved post-shoot dinner.

Crevier’s Hudson Super-Six has enjoyed an interesting life since it was first purchased by Mr. Meyer back in October of 1941. It is one of four known to still exist, one of just two restored and running. Over the years, Hudson experts and enthusiasts have speculated that less than 20 were built for the 1942 model year before production was suspended for the duration of the war.

The car came onto the national stage more than 15 years ago when it was owned by Betty and Jim Fritts, then of Voorhees, New Jersey. It was when the car was under the stewardship of the Frittses that it underwent a two-year restoration during 1990-92 by Chris Davis of Charleston, Illinois.

undeR tHe Hood: notice the clear bottles (with yellow, green, and red caps) attached to the firewall. these reservoirs provided fluids to replenish the maintenance-free six-volt battery.

enGIne: Hudson offered three engines for

1942: a 92hp, 175ci straight-six flathead; a 102hp, 212ci flathead six; and a 254.4ci flathead eight producing 128 horsepower. our feature car has the 102hp version.

caRBuRetoR: although Hudson referred to its intake as having “double carburetion,”

it was what today we would call a two-barrel carburetor. In the case of the 102hp version of the super-six (seen here), the carb was a carter duplex downdraft unit.

InsIde: this ’42 was restored more than 15 years ago.

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cRevIeR classIc caRs and tHe cRevIeR collectIon

When you’re a successful BMW dealer, especially in Bimmer-crazy Orange County, California, success allows you to acquire some of the finer things in life. For Donald Crevier, that’s collector cars, especially classics like this Hudson and Packards from the pre-war era. But what do you do when you need a place to store them? For Crevier, that led to the establishment of Crevier Classic Cars, where he could not only display his own collection, but offer similar services to other special-interest car owners.

The Crevier Classic Car Co. is a 25,000-square-foot state-of-the-art storage facility for precious vehicles, partnered with a special club for their owners. About 4,000 square feet of the facility has been designed for Crevier’s Ladies and Gentlemen’s Club, with separate rooms for a variety of activities. These include a ’40s-era reception area with a fully stocked refreshment bar, big flat-panel screens (along with wireless internet capabilities), a pool table and game room with a library/lounge area stocked with numerous automotive periodicals and books. In addition, the facility can be rented for meetings or parties; during the holiday season it’s booked solid.

When it comes to his own tastes, it’s obvious that Crevier has an attraction to the great cars of the pre-war era as his rare Hudson is joined by several classic Packards and Cadillacs. In the immediate post-war era, Crevier has an affinity for station wagons, especially those with real wood bodies.

our featured car rides on the middle of the three 1942 Hudson wheelbases – the 121-inch platform.

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The Honduras mahogany was sourced from Phil Stofank, while the lighter ash was sourced from Chip of Cincinnati Woodworks. The woodworking and final assembly shows the craftsmanship of Tom Busch of Mt. Ephraim, New Jersey. Judging by its current condition, in the more than 15 years that have transpired since its restoration, all responsible for this gem have much to be proud of, as it has stood the test of time with flying colors.

After restoration, the Hudson earned nearly 20 major awards, including Antique Automobile Club of America National Junior, Senior, and Preservation honors. But quite possibly its most notable achievement came in 1993 when it won Best of Show and People’s Choice at the 1993 Wave Crest meet in Encinitas, California. The Frittses drove it cross-country and back, a trip of almost 7,000 miles. Later, in 2003, it was shown at the Amelia Island Concours and attended the Campbell Body Reunion in Waterloo, New York, where it joined other Campbell-bodied station wagons on display.

After selling it to Arizona collector Wes Aplanalp, the car went on the block at the Gooding & Co. auction in 2007, when it joined the Crevier collection of classic woodies. When the gavel fell, it brought an astounding $231,000, including the buyer’s premium.

Jim Clark, manager of Crevier Classic Cars, had this to say: “Donnie just fell in love with that car, given its classic lines, the history, and documentation, along with the low production numbers. I wasn’t right there next to him when he bought it, but I was there the day before, when we were able to see it staged. And I don’t know any better way to describe it than ‘love at first sight.’”

Crevier is not shy about sharing the beauty of this very special automobile. As he told Velocity, a magazine dedicated to Southern California car culture, his plans for the car are uncomplicated.

“I don’t drive it very often — I don’t want to hurt it, but it’s a great car to drive. Most of all, I enjoy owning it and sharing it with other people.” n

FInal asseMBlY: credit for the woodworking and final assembly of this ’42 Hudson goes to tom Busch, of Mt. ephraim, new Jersey.

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