Superlative Six - 1929 Hudson Super Six

Stylistically, early sedans are largely fungible. It's in their mechanical attributes where they stand apart. Hudson's six-cylinder engine was always a step beyond the industry standard. When first introduced, the "Super Six" was balanced for high-speed running. Later, when the companion Essex brand dropped its F-head four-cylinder for a flathead-six, the Super Six gained an F-head for itself. In 1927, that six was a technological marvel more than equal to anything in its price range.

That sophistication and its attendant power is why Dave Lanning of Englewood, Florida, sought out the well-preserved example you see on these pages. "These were the Chrysler Hemis of their day, and just as complicated and expensive to build," Dave proudly tells us regarding the engine's intake-over-exhaust cylinder head design. "It's not real fast because it's geared so low, but you can feel the power. I knew I wanted a 1927, '28 or '29 model with the F-head engine."

The public also wanted that F-head, as 1929 was Hudson's best sales year ever, with a combined figure (including Essex) of over 300,000 cars produced, which propelled the company to third place in the industry. In 1930, however, the F-head was gone and in its place was an L-head straight-eight derived from the Essex engine--arguably it was a more prestigious configuration than a six, but it failed to capture sales.

Dave has had later Hudsons with the straight-eight and has experienced a contemporary Packard Eight sedan. But he says that neither makes a better touring car than the 288-cu.in., 92hp, F-head straight-six with its intake valves actuated by pushrods and its exhaust valves riding in the block like a flathead. "It's quite a powerful car," he tells us. "I had an eight-cylinder speedster, and this is more powerful than that. I prefer the Hudson to the Packard. That F-head is a great engine, very smooth and easy to work on."

Even Hudson recognized the superiority of the F-head Super Six versus the likes of Packard, boasting in a 1928 advertisement that the Super Six possessed "Performance that even higher price can't buy." The 1929 iteration of the Super Six was fully refined with a 6.0:1 compression ratio and an accelerator pump in its Marvel carburetor, both of which must have added considerably to the Hudson's driving manners.

Dave says he didn't necessarily go looking for a survivor, but when he discovered this driveable dream with only 40,000 miles on the odometer through a friend in the Hudson club who was more interested in the 1950s "step-down" cars than Hudson's heyday in the 1920s, it didn't take Dave much deliberation. He loaded his 1924 Dodge touring car, which had been in his collection for nearly half a century, on a trailer, sold it in nearby Clearwater and continued north to where this pristine sedan awaited.

"I think it's all original other than the tires and the fan belt," he says. And, of course, it has new spark plug wires made by Dave from a spool of NOS cloth wire he bought years ago. A previous owner also replaced the outer layer of the top insert with original material after a mishap attempting to load the tall sedan into a slightly undersized trailer.

"It had a real, real easy life," Dave speculates. He reports that when it entered his possession, all it needed to return to service was a change of fluids and for him to free up one stuck valve. Since then, the Hudson has been in regular rotation with the rest of Dave's 14-car collection, taking tours and attending car shows.

Dave says the Hudson's condition overall complements the power of the impressive F-head straight-six, with a tight chassis, smooth shifting from the cork-faced, wet clutch and outstanding stopping ability from the four-wheel cable-actuated drum brakes. Back in 1929, Hudson boasted the Super Six was capable of more than 80 MPH and would cruise at "70 miles per hour all day." Dave prefers a more sedate pace, topping out at about 50 MPH--still more than adequate for driving around town. "Stopping is wonderful," he says, "This is the one car I really don't worry about in local traffic."

The Hudson's original mohair interior, designed for owner operation rather than chauffeur service like some contemporary makes of similar size, makes for easy driving as well. Although, Dave points out that an outsized previous owner relocated the tracks of the adjustable seat a couple inches rearward for extra leg room and he intends to return them to their original location. Also, the original "Parabeam" headlamps are somewhat underwhelming on their own, but Dave has found that using the original driving lamps in conjunction makes for excellent illumination during night drives.

Because the Hudson is such a comfortable and worry-free car, Dave says he drives it at least every other week, and around 1,000 miles annually. He particularly enjoys showing it off at local gatherings where it makes a striking contrast to cars 30 or 40 years newer; it really attracts attention when he lifts the hood, showing off the unusual cylinder head design.

Even where the old Hudson exhibits wear, the damage arguably contributes to its overall charm. The mechanical clock mounted near the headliner, for example, requires occasional winding. Over the course of almost 90 years the fingers of various owners have worn a hole in the cloth while performing that task. Dave notes it lends a kind of kinship with the car's history to feel his own fingers fall into those grooves while turning the crown of the old chronometer.

That kind of enjoyment and driving are all that the future has in store for this Super Six. Dave carefully maintains its original finish with Meguiars products and picks up spare parts here and there when the opportunity arises. He feels no real dread about keeping the car in good repair, however, as Hudson's popularity when new means spares are relatively easy to come by even today.

"The only thing I have to do," Dave says of mechanical maintenance, "is at least every 400 or 500 miles, there's little oilers on top of the intake valves to lubricate the valve stems. Just put some oil in there, and that's it."