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The Hudson Wasp is an automobile built and marketed by the Hudson Motor Car Company of Detroit, from the 1952 through the 1956 model years. After Hudson merged with Nash Motors, the Wasp was then built by American Motors in Kenosha, Wisconsin, and marketed under its Hudson marque for model years 1955 and 1956.
Two distinct model year generations can classify the Hudson Wasp: from 1952 until 1954, when it used Hudson's existing short-wheelbase platform, and in 1955 and 1956, when it was built on the full-sized Nash Motors platform. The two generations resulted in fundamentally different vehicles because of their platform design, engine options, and body styles. The second generation also received unique styling for their two model years.
The Wasp was built on Hudson's shorter wheelbase, using the company's unitized, "Monobilt" step-down chassis design with an overall length of . Hudson's unitized structure used a perimeter frame, providing a rigid structure, low center of gravity, and side-impact protection for passengers, including a box-section steel girder outside the rear wheels.
Standard features for 1952 included the Wasp model name on the front fenders, which began the full-length stainless steel body side molding, illuminated medallion in the front grille, rear bumper guard that houses the license plate and a concealed light, a carpeted trunk with an upright-mounted spare tire, a 30-hour mechanical clock on the dashboard, illuminated ignition switch keyway, an interior finished in tan cord upholstery with red and brown wide and narrow stripes as well as hand grips, ash receiver, robe cord, and a large magazine pocket for rear seat passengers.
The large cars were carryovers but added an upper-level Super Wasp line, which replaced the discontinued "Commodore 6" models. At the same time, the base Wasp was repositioned and priced lower to replace the discontinued "Pacemaker" models.
The base Hudson Wasp used the L-Head I6 from the Pacemaker. Hudson also offered the Super Wasp, which used improved interior materials and a more powerful Hudson I6 engine. Instead of using the Pacemaker's I6, the Super Wasp used Hudson's L-Head I6 with a single two-barrel carburetor. The engine was rated at (with single 2-barrel carburetor) while the top-of-the-line Commodore Custom Eight's I8 was rated at . The six's power was underrated, so it would not outshine the flagship straight-eight engine. The narrow block engine was the basis for the stroked and reinforced Hornet I6 engine, introduced in 1951 which dominated NASCAR from 1952 until 1954. The Super Wasp was also offered with an aluminum "twin H" manifold and twin two-barrel carburetors. Super Wasp performance with the "twin H" induction matched the performance of the big two-barrel equipped, but heavier, Hudson Hornet.
A sales war between Ford and Chevrolet during 1953 negatively impacted the production and profits of other automakers. Wasp model year production saw 21,876 units in 1953. Moreover, the decline in Hudson sales was due to a lack of a V8 engine and the annual styling changes the domestic Big Three automakers offered.
The dealer introduction date was on 2 October 1953. The 1954 Wasps were available in a two-door coupe or sedan as well as a four-door sedan, while the Super Wasp also offered a two-door "Holywood" (pillar-less) hardtop and a "Brougham" convertible.
The standard engine on the Super Wasp was the I6 producing of torque. Optional was an aluminum cylinder head with a 7.5-to-1 compression ratio rated at . A Twin H-Power version developing was also available.
The I6 engine was standard on the Wasp within available version that included an aluminum cylinder head and 7.5-to-1 compression ratio. All Hudson engines were "Instant Action with Super Induction" to describe the L-head engine upgrades for 1954.
A Hudson Wasp competed in the grueling Carrera Panamericana race from 19 to 23 November 1954. It was held in eight stages over . Malcolm Eckart and Carroll Hamplemann drove their #219 car for 23 hours and 28 minutes to finish in eleventh place in the stock car class (Tourismo Especial). Of the 150 cars that started the race, only 85 finished all eight stages and several drivers died in crashes. The 1954 event was the last road race of its kind, one of the motorsport's most challenging and dangerous.
After approval from the boards and shareholders, Hudson officially merged with Nash-Kelvinator on 1 May 1954, and on 2 October 1954, the last "true" Hudson was built in Detroit. A total of 17,792 Wasps were produced in 1954.
After Hudson's 1954 merger with Nash, the 1955 Hudsons were built on the unitized Nash platforms. To differentiate the two models, the 1955 Hornet was built on the 1955 Nash Ambassador platform and offered with the as well as the Hornet I6 engine, as well as a detuned V8 engine supplied by Packard. On the other hand, the 1955 Hudson Wasp was built on the Nash Statesman platform and included Hudson's I6 engine previously used in the Hudson Jet compact sedan and the Hudson Italia. The was available with twin H-Power rated at .
The 1955 Hudsons used Nash's long travel coil spring suspension, integrated and advanced Heating and ventilation system, and were offered with air conditioning and reclining seats. Although comfortable, the Nash-based Hudsons were no longer competitive on the race tracks they dominated from 1952 through 1954.
Hudson Wasp sales dropped to 7,191 units for the year as traditional Hudson buyers left the marque, viewing the cars as less than the legendary Hudsons of the past.
The Wasp was available only as a four-door sedan, and its sales fell to 2,519 units in its final year of production.
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