Hudson Hash - 1955-'57 Hudson Hornet and Wasp
More than just a Nash in disguise, the 1955-'57 Hudson Hornet and Wasp are highly distinctive examples of '50s-era Detroit Americana
09/23/2018
One of the top definitions of "hash" is "a confused muddle," which is probably what was on the mind of contemporary wonks when they dubbed the new, Nash-derived Hudsons of 1955 by that moniker, a contraction of Hudson and Nash.
More charitably, a hash can be defined as a "new mixture of old material," which is probably apt when looking at American Motors' reworking of Hudson and Nash engineering into a new Hudson line--which would also turn out to be the storied marque's final line.
Hudson had bet the farm on the compact craze of the early 1950s, kicked off by then-competitor Nash's 1950 Rambler. Rather than retool from the 1947-vintage "step-down" platform to a new full-size car, Hudson management elected to produce a compact called the Jet.
Although the 1953 Hudson Jet followed the Rambler formula of making a well-built, well-equipped compact, rather than a stripped-down cheapo with margins too small to turn a profit, the quirky styling of the smaller Hudson is largely agreed to have irreparably damaged the company. That damage led directly to Hudson's 1954 merger with Nash-Kelvinator and the formation of American Motors. A 1953 sales war between Ford and Chevrolet, which took its toll on all the independent makes, didn't help matters.
For 1955, a new Hudson Hornet was unveiled. Its lineage from the Nash Ambassador was easy to see, but with its outboard headlamps, non-skirted front wheels, and broad egg-crate grille, it was arguably the better looking of the two cars. A shorter version, wearing the Wasp nameplate, was based on the Nash Statesman platform.
1955
The world caught its first glimpse of the American Motors Hudsons at the Chicago Auto Show in February 1955. This would be the first redesign of the brand since the introduction of the 1948s, and AMC designers, including Edmund Anderson and longtime Hudson stylist Frank Spring, did their best to marry a platform shared by Nash with styling that was distinctive to Hudson and respectful of the brand's history.
Stylistically, all the body panels save for the decklid were unique to Hudson. In fact, the bodywork ahead of the cowl had been designed by Spring as an update for the old stepdown body shell. Aside from the aforementioned egg-crate grille, wide-set headlamps, and exposed wheels, the Hudson featured an upper grille surround shaped like inverted steer horns, with the traditional triangular Hudson badge inset. At the leading edge of the broad, flat hood were block letters spelling out "HUDSON." Near the windshield was a prominent, full-width cowl vent, a considerable change from the old-fashioned, pop-up style vent used in 1954.
1957 Hornet V-8 Custom four-door sedan
A simple horizontal molding decorated the front fender and extended back to near the trailing edge of the front door. The quarter panels were accented by a beltline molding that dropped from the A-pillar and extended to the rear of the car before wrapping around below the taillamps. This also provided a break point for two-tone color schemes, which carried the upper color from the roof down to the top of the doors and rear fenders. The Wasp came in three varieties: standard, Super Wasp, and Custom. In previous years, the Super Wasp had been a larger-engined variation on the Wasp, but for 1955, it was simply a trim variation on the Custom.
All 1955 Wasps were built on a 114.25-inch wheelbase shared with their corporate twin, the Nash Statesman. That meant the traditional low Hudson stance and wide front track were gone, though AMC engineers did manage to retain Hudson's traditional dual braking system with a mechanical backup in the event of a hydraulic failure. Inside, the plush Hudson interiors (at least in the upper trim levels) were augmented by Nash-derived All Season air conditioning and Airliner reclining seats and travel beds.
An important part of retaining a separate Hudson identity within the AMC Hudson-designed engine, the 202-cu.in. 120-hp straight-six from the departed Hudson Jet was carried on. The Twin-H package, including a high-compression cylinder head and twin carburetors, was available and good for 130 horsepower. A three-speed manual transmission, shifted on the column, was standard--overdrive and Hydra-Matic drive were optional.
Hornet styling was very similar to that of the Wasp, though stretched to the 121.25-inch wheelbase of the platform shared with the Nash Ambassador. The base engine choice for the Hornet was the vaunted 308-cu.in. straight-six first introduced in 1951, albeit modified to mesh with Nash transmissions and the Nash enclosed driveline. Twin-H dual carburetion boosted the standard 308's power from 160 hp to 170 hp. Solid lifters, retained from earlier Hudson engines, would prove to be tough to adjust in the Nash-derived chassis. With the six-cylinder, transmission choices were the same as for the Wasp.
Big news for Hudson this year was an available V-8 engine. The 320-cu.in., 208-hp unit was purchased from Packard. This was intended as an initial step in George Mason's planned next phase of independent consolidation, where Studebaker and Packard would merge with AMC to produce a corporation able to compete with GM, Ford, and Chrysler. It did not pan out, but it accounts for use of the Packard V-8 in Nash, Hudson, Studebaker, and Packard automobiles. Also used was a Packard-sourced Twin Ultramatic transmission, the only transmission choice when the V-8 was ordered.
The only body styles available for full-size Hudsons in 1955, whether Wasp or Hornet, were a four-door sedan and a two-door "Hollywood" hardtop--convertibles and the storied Club Coupe body style were gone. Hornets were divided into Six and V-8 series and further subdivided by Super or upscale Custom trim. The company produced 7,191 Wasps, 6,911 Hornet Sixes, and 6,219 Hornet V-8s, a considerable decline from the 11,603 Wasps and 24,883 Hornets produced for 1954.
1956
With such a precipitous slump in sales, AMC was naturally anxious to rework the new Hudson into something more appealing to the public. Futuristic stylist Richard Arbib, perhaps best remembered for the 1955 Nash Metropolitan-derived "Astro Gnome," was given the task. He took as his inspiration both the traditional Hudson triangle logo and the newly introduced V-8 engine, for what he called "V-line Styling."
At the forefront, quite literally, of this revised styling was a V-shaped grille with a V-shaped dip in the center, looking somewhat like a bird's beak. The large egg crate of 1955 had been reduced to a finer mesh. The side trim (also boasting V-dips) became vastly more complicated, permitting tri-tone paint schemes, and featuring such details as air-scoop fender-top ornaments and wedge-shaped surrounds for the parking lamps.
The Wasp line was pared back to only four-door sedans with Super trim. The engine and transmission choices were unchanged from 1955. At mid-year, however, the Wasp platform would receive renewed attention, thanks to the introduction of the Hornet Special, essentially a Wasp wearing Super Hornet trim and interior, and equipped with AMC's new 250-cu.in., 190-hp corporate V-8. The Hornet Special was available as both a four-door sedan and a Hollywood hardtop. Priced between the Wasp line and the long-wheelbase Hornets, the Hornet Special foreshadowed the 1957 Rambler Rebel as an affordable performer.
The long-wheelbase Hornets came in both Super and Custom trim. The fancier Custom-trim cars had a Continental-style external spare and a large, gold panel just aft of the V-dip in the side trim. The Hornet "Championship" six, now offering 165 hp or 175 hp, depending on carburetion, returned in both the Super and Custom lines, but was now equipped with hydraulic lifters for easier servicing. The Packard V-8, now a 220-hp, 352-cu.in. unit, returned, but only in the Custom line and, once again, only with the Ultramatic transmission. It was discontinued at mid-year and replaced by the AMC 250-cu.in. V-8.
At the end of the model year, Hudson had produced 2,519 Wasps, 1,757 Hornet Specials (including just 229 Hollywood hardtops), and 6,395 long-wheelbase Hornets. This was not the shot in the arm AMC had hoped for, and the new automaker was left wondering if its heritage nameplates were a boon or a detriment.
1957
The controversial styling of 1956 was largely retained for the 1957 model year, though the Hudson body itself was lowered by two inches, thanks to a generous sectioning of the roof. That change helped restore some of the low-slung proportions of earlier years, and the elimination of the old, L-head six-cylinder engine helped give the Hudson name a veneer of modern performance. No matter how legendary the Hornet six had been early in the decade, a flathead six-cylinder was nothing to brag about in a mid-priced car in 1957.
Other styling revisions included a standard padded instrument panel, more modern interiors, a new "V" medallion in the center of the grille, dual-fin front fender ornaments in place of 1956's faux air intakes, trendy tail fins, and heavily revised side trim that, at a glance, appears to be a mirror image of the 1956 trim. Top-line Hornet Customs received a textured aluminum insert inside the front fender trim.
Only the long wheelbase was available for the 1957 model year. The Wasp and the Hornet Special had been discontinued. Additionally, the Rambler and Metropolitan models had been spun off into their own marques, leaving only the Hornet Super and Hornet Custom, both of which were available as a Hollywood hardtop or a four-door sedan.
The sole engine choice for 1957 was an enlarged version of the 250-cu.in. V-8 from 1956, now displacing 327 cubic inches and producing 255 horsepower. The standard transmission was still a column-shifted three-speed with overdrive, and an automatic transmission was also available. Only 3,108 Hudsons were produced for the 1957 model year.
Afterward
With Hudson and Nash both selling poorly, AMC made a dramatic decision. Redesigned and downsized 1958 Hudson models had been prepared, but with the difficulty in finding buyers for the historic nameplates and Rambler models selling very well, AMC elected to consolidate all its vehicles under the Rambler banner. The 1958 Rambler Ambassador would combine a traditional Nash nameplate with styling that was largely intended for the Hudson Hornet--hence the heavy triangle motif. The gambit was a success, and AMC was the only automaker to gain market share that year.
Some hardcore Hudson fans discount any car built after the end of the 1954 model year, but though they may not be the NASCAR-dominating stepdown model, the 1955 to '57 Hudson Wasp and Hornet provide a quality car and retain a lot of Hudson heritage for any enthusiast looking for a postwar Hudson. Further, their unique looks and late-Fifties flair are quite attention-grabbing on the car-show circuit.
Whether one considers the Hash years to be Hudson's swan song or a missing link in AMC history, the 1955 to '57 Hudsons are a worthwhile and interesting automobile to own.
Chevrolet made waves in ’01 when it brought back the Z06—a bona fide track-day-ready, package for America’s sports car. This hot new Corvette wasn’t exactly all-new, however. It was an evolution of the “fixed-roof coupe” (FRC) introduced in 1999 and aimed at performance-minded buyers looking for a lighter, cheaper, more rigid Corvette. A six-speed manual was the only transmission available on those earlier ’Vettes and the Z51 suspension was standard issue. Interior choices were limited to: standard buckets (optional sports seats weren’t available); and black upholstery. Niceties like the optional power telescoping column or a power passenger seat weren’t offered. Today the FRC is an unusual find, as just 4,031 were made in 1999 and 2,090 in 2000.
The Z06 took the FRC to the next level, though the tradeoff was a higher price tag: approximately $47,000 for the ’01 Z06, versus $38,000 for the ’99 FRC. For the money, buyers got the best speed parts and engineering tweaks Chevrolet had to offer: the LS6 engine, initially rated at 385 hp, then 405 hp; a six-speed manual with more aggressive transmission gearing than standard; a titanium exhaust system; thinner glass; Goodyear Eagle F1 SC tires mounted on lighter, stiffer forged aluminum wheels; less sound-deadening material; a fixed radio antenna instead of a power antenna; and a smaller, lighter battery. The car also introduced rear-brake cooling ducts integrated in the rear fenders, which would become a signature Z06 styling cue. At less than 3,200 pounds, the Z06 weighed 36 pounds lighter than the FRC, and 117 pounds lighter than the standard coupe or convertible.
One of the ultimate C5 Z06s was the 2004 24 Hours of Le Mans Commemorative Edition, acknowledging Corvette Racing’s historic 1-2 class finishes in 2001 and 2002 (also 2004). Just 2,025 Le Mans Commemorative Editions were built assuring their collectability.
As far as the regular Z06 goes, all told, there were 28,388 built over four model years, so they’re not difficult to find these days. It can, however, be difficult to find stock, low-mileage examples, as many owners drove these cars as they were intended and tweaked them with bolt-ons for even better performance.
According to classic.com, average C5 Z06 prices have increased significantly over the last five years from $16,000 in 2019 to $32,000, as of this writing. One of the highest prices recorded for an unmodified example was at Mecum’s Kissimmee sale in January. The car was a 2001 painted Speedway White (one of 352 in that color) with just 218 original miles, and it sold for $71,500 including fees.
In July 2023, a black 2004 Z06, driven fewer than 1,600 miles, sold on Hemmings Auctions for $52,500 - just shy of the car’s original MSRP of $53,485. On the more affordable end, back in 2020, a 2001 Z06 listed as unmodified, but with 154,680 miles on the odometer, changed hands on Hemmings Auctions for $9,000.
These cars have received a lot of attention lately and appeared on many bargain-priced performance car listicles. Their low-buck status seems to have changed as a result and prices have nosed skyward. Still, the first-edition Z06 is an excellent car that offers a lot of track day potential with very low running and maintenance costs. If you’re interested in owning a 2001-’04 Corvette Z06, here are some points to consider.
Image: General Motors Artist: David Kimble
C5 Corvettes used sheet-molded composite body panels made of 40 percent resin, 33 percent calcium-carbonate filler, 20 percent chopped fiberglass, and 7 percent resin and hardeners (used to improve the surface finish of the panels), according to Chevrolet. The floor pan was made from SMC inner and outer panels with balsa wood sandwiched in between. The 2004 Le Mans Commemorative Edition Z06 used a carbon fiber hood to shave 10 pounds off the nose. When inspecting a Z06, you’ll want to inspect the lower portions of the car for signs of damage—the fascias and rocker panels. The three-piece air dam on the front is prone to taking hits because it rides so close to the ground. Replacement air dams are widely available and it’s important that the pieces be installed correctly as the dam helps direct air to the car’s radiator. You will also want to check the floorpan for signs of damage or previous repairs. Floor pans punctured by debris in the road aren’t unheard of on these cars and you’ll want to make sure the repair was performed correctly to guard against leaks. The quarter panels on these cars are bolted on, so check for proper fit and signs of replacement that might indicate previous accident damage. Aftermarket body kits are available for C5s and popular with Z06 owners looking for some additional body width and larger wheelhouse openings.
Something else to be aware of - common among all Corvettes, not just C5s - are electrical grounding issues related to the composite body. These can cause a wide variety of mysterious conditions and usually the problem isn’t difficult to solve but can be difficult to trace.
Z06 exterior colors over the C5 generation included: Black, Torch Red and Millennium Yellow from 2001-’04; Speedway White, which was only available in 2001; Quicksilver, which was offered from 2001-’03 and replaced by Machine Silver in ’04; Electron Blue, which was offered in 2002-’03; and LeMans Blue Metallic was used on the ’04 Le Mans edition Z06. All of the LeMans editions were painted blue with silver and red graphics modeled after the 2003 C5R race car.
Among the most scarce of all C5 Z06s is 2004 24 Hours of Le Mans Commemorative Edition acknowledging Corvette Racing’s historic 1-2 class finishes in 2001 and 2002 (also 2004). Just 2,025 Le Mans Commemorative Editions were built, and they command a premium today. All of the LeMans Commemorative Editions were painted blue with silver and red graphics - a color scheme modeled after the 2003 C5R race car.
Photo: General Motors
The C5 Z06 was based on a pair of 13-foot long, continuous chassis rails, hydroformed in a die using fluid pressure - it was a very rigid platform and a first for the Corvette. Another substantial change in the C5 chassis, that made it an ideal production road racer, was the use of a rear transaxle. By moving the gearbox to the rear, the weight distribution nearly hit the 50/50 sweet spot, plus it freed up space in the cabin. An enclosed stamped-steel driveshaft tunnel (a torque tube) between the engine and the transaxle made the chassis even stiffer. The suspension hard parts were made from aluminum and transverse mounted leafs handled the bumps. The C5 front suspension used a setup similar to the late-edition C4s, with revisions, while the rear was an entirely new design with upper and lower A-arms and constant velocity joints replacing the old five-link/universal joint setup. Without a doubt, the C5 chassis transformed the Corvette. In addition to the superior handling, the cabin was easier to enter and exit, more comfortable to drive and the ride was less punishing—even the track-ready Z06. To ensure the Z06’s track readiness, it had unique FE4 suspension with a larger front stabilizer bar, a stiffer rear spring, revised camber settings and forged wheels that were 1-inch wider front and rear than a standard Corvette. The Z06’s steering was sped up too: 2.46 turns lock-to-lock versus 2.66 on standard C5s. Brakes were shared across the C5 line—four-wheel discs with 12.8-inch rotors front and 12-inch rear. The calipers were two-piston units but treated to a red finish on the Z06. Many owners choose to upgrade the stock brakes with aftermarket units. The stock rotors are fine for street use but have shown not to hold up well on cars that are driven hard on the track.
The 2004 model year Z06 benefitted from suspension revisions and new shock absorbers that were developed by GM through extensive testing. These units were a vast improvement over prior years. There are aftermarket options available that approach the performance of the factory ’04-edition shocks—which can be expensive and difficult to find today. Many owners have found that OEM C6 Z06 shocks are also a good fit at a lower price. The C5 chassis is a rugged and proven sports car platform that was designed to serve reliably for many miles. When shopping, take note of the typical items that wear out with age: anti-sway bar bushings/end links, control arm bushings, rear cradle bushings, ball joints etc. Be sure to ask about any maintenance work that might have been performed. A fresh set of tires is a selling point on these cars as well. The stock size Eagle F1 tires cost more than $400 apiece for the 265/40R17 fronts, and more than $600 apiece for the 295/35R18 rears - if you can find them. The selection of tires available in the factory sizes is limited these days so when it comes time for replacement you might have to consider alternatives like 255/40/17 or 275/40/17 fronts and 285/35/18 rears.
Image: General Motors Artist: David Kimble
The 5.7-liter LS6 arrived in 2001 with 385 horsepower and made the jump to 405 horsepower in 2002. It was an evolution of the standard Corvette’s LS1 with improvements to the block and pistons, better flowing heads with revised combustion chambers, a more aggressive camshaft, a redesigned intake and more. The LS6 is an excellent and proven performance engine that will serve many thousands of trouble-free miles. Initially, excessive oil consumption was an issue, but the problem was addressed in a Technical Service Bulletin. Replacement piston rings (due to a sealing issue) and a replacement engine valley cover (due to leaking) were prescribed for circa-2001 engines affected, and the changes were made in production to later LS6s. Reports and discussions of valve spring failures on 2002-’03 engines in particular also abound on internet forums. Replacing valve springs is a relatively cheap and inexpensive upgrade and is worth considering if the seller hasn’t performed the work already. Some of these engines have also suffered from separated harmonic balancers and balancer bolts that loosen and allow the balancer to come off - check for a wobbling lower engine pulley when the engine is running. The factory balancer is a press-on fit but there are aftermarket versions available that can be pinned to the crankshaft. Upgraded balancer bolts are also available.
The Z06’s instrument cluster bears the logo of the popular performance package, and the tach has a 6,500 rpm redline.
Photo: General Motors
The Z06 used the TREMEC T-56 gearbox but it was equipped with more aggressive gear ratios for harder acceleration than the base Corvette. The trans was rear-mounted to a Getrag differential shared with all C5 Corvettes. Z06s were equipped with a 3.42:1 gear set with shot-peened ring and pinions.
The T-56 is an excellent gearbox, but miles and abuse can take a toll leading to some of the typical manual transmission maladies: grinding between gears, sticking in gear, popping out of gear etc. Sometimes the issue can be as simple as the shifter or the mount being loose, but some of these symptoms could also be signs of worn synchros or a damaged shift fork. The good news is parts are widely available and finding a knowledgeable rebuilder isn’t difficult.
The C5’s Getrag differential is a bulletproof and reliable unit that can withstand plenty of driving and punishment. The biggest issue with these has been seal leaks—something that was addressed in a circa-2003 technical service bulletin covering all C5 Corvettes. The TSB recommended replacement of the output shaft seal and the differential side cover O-ring. If a Z06 you’re looking at hasn’t had the work done and appears to be leaking, those seals are likely the culprit—and most frequently it's the output shaft seal. (Some techs recommend not disturbing the side cover if it isn’t leaking.)
Some C5 owners have also experienced issues with the clutch pedal sticking in the down position or returning slowly. Sometimes this can be solved by flushing and replacing the fluid in the hydraulic system. There are also aftermarket clutch return spring kits that can deliver more positive pedal action - once the fluid has been replaced and the system bled (an important maintenance item).
Z06 interiors were black or black with red accents and embroidered headrests. The Le Mans Commemorative Edition (shown) had graphite-colored upholstery with the Corvette emblem in the headrests instead of the Z06 logo.
Photo: General Motors
C5 Z06s had a unique instrument cluster with a Z06 callout on the tachometer and a 6,500 redline indicated. The bucket seats had additional side bolstering and embroidered Z06 logos on the headrests. Colors were limited to black, black and red and there was a graphite-colored interior for commemorative-edition ’04s with the Corvette crossed-flags emblems stitched into the headrests. It’s common to see worn leather side bolsters and seating surfaces in these cars but there are aftermarket covers and kits available to update shabby looking buckets. Many owners have complained of wind noise in C5s as the window seals age. Water leaks around the weather stripping is also a common problem. A locked steering wheel that can’t be unlocked, accompanied by the “Service Steering Column” message on the driver information display was one of the most common C5 interior issues reported. A 2004 recall addressed the issue (the recall number was 04006) and any car you’re considering should have had the recall work performed. Some owners took matters into their own hands and installed an aftermarket bypass kit that allowed the lock to function without interference from the car’s body control module. These seem to solve the problem as well.
The Z06’s LS6 V-8 is generally a dependable engine. Horsepower was rated at 385 in 2001 and 405 from 2002-’04. Broken valve springs are a known issue, particularly on some 2002-’03 engines.
Photo: General Motors
Add $1,000-$2,000 for 2004 Le Mans Commemorative Edition
Memorial Day means the start of summer, and summer is road-trip season. What better choice is there for exploring new vistas and making new memories than a full-size American luxury car from the mid-'60s? These land yachts allow you to enjoy classic style without giving up niceties like air conditioning, cruise control, and power windows and seats. They're remarkably easy to drive, too, with their big, torquey V-8s, and fully capable of keeping up with modern traffic.
Detroit's Big Three were clicking on all cylinders when they created these cars, and the task of choosing among them hasn't gotten any easier over the past 60 years. Cadillac? Imperial? Lincoln? Each has its charms, and makes its own style statement. We picked these well-preserved examples from the Hemmings Marketplace, focusing on four-door sedans for the ultimate comfort of the passengers.
Did we leave out your favorite? If so, let us know in the comments. And if you're interested in reading more about classic American luxury cars, keep a lookout for the special feature in the July issue of Hemmings Motor News.
Photo: Hemmings Marketplace
Photo: Hemmings Marketplace
Photo: Hemmings Marketplace