StillOutThere

The cars I have owned ALL had this seal UNDER the floorboard riding the pedal shaft with the flat side sealing against the floorboard when in the up position. That install also takes the clunk our of releasing the pedal upward.

Go to his OTHER ad on the same car. Why some people post like this I do not understand. I found this by clicking poster's name to see if he had other ads up. https://www.facebook.com/marketplace/item/1387354755195801/?ref=marketplace_profile&referral_code=undefined

I would expect they would fully interchange with any '37-38 Plymouth, Dodge, DeSoto, Chrysler and Imperial coupe. Would need a factory parts book to verify by part number. Perhaps that will widen your search.

I rode in a 6-54 touring car at a national Hudson meet several decades ago. I have deeply impressed within me the sound and feel of that large motor turning low rpm. Walked away thinking "GROUND POUNDER". Unforgettable. No idea on market value but super desirable EXPERIENCE for sure to a next owner.

A page from the Imperial catalog and a print ad from Chrysler Corp. both identifying the 2 door hardtop body style as "Newport". See the very fine print lower right of the print ad photo for the ident.

Recent addition in my shed. Ex-California, 60K mile survivor. Novi after-market AC installed back in the day. I'm sure some of you remember the clear ducts coming out of the package shelves. Does anyone recall this Nugget Gold over Black car appearing in the Northern California area or attending shows? I'm hoping to find history for the car as It had been sitting in a warehouse since the owner's passing.

But we shall not forget the original Hudson Super Six of 1916 forward was superseded in 1927-29 with the GREATER Super Six. Thus the die was cast for the 1930 first Hudson Eight and necessary Hudson GREATER Eight!

In a hobby sense, "condolences".

This car did not find a new home from the last ad. It was posted on Facebook yesterday on page "Hudson Automobile Fan Club" by owner Nick Nichols. It is for sale as is. Nice car it was. Sad to see this. "Somebody ran a red light speeding and slammed into my 54 Hudson today. I’m sure insurance will cover it but sad to see it it like that. I’ve had it for 26 years. 74,000 original miles runs great still actually drivable. When the insurance totals it I’m sure I’ll just sell it for whatever. if anybody’s interested feel free to contact me."

58L-Y8 correct. Plus: The Essex 4 cyl was a great engine in a well-engineered frame (that was used by some early racers). E-4s were competitive in early competitions including hill climbs. I actually had a 1920 Essex 4 Coach (2dr sedan) only selling because I moved and it was too tall for the garaging at the new place. A friend in Australia owns a historic Essex 4 speedster and does some vintage comp with it. Color photo below is of an acquaintance coming down a dusty Nor Calif road in his Essex 4 speedster. Just a "memory photo" but easily could have been taken 100 years ago!

After the rugged, torquey early Essex 4 cyl F-head engines, the Essex Six of '24-32 was a "high speed" splash oiler. While functional, they were not known for longevity. The best, easiest swap was the new for mid-1932 Esses-Terraplane Six. Still a splasher but not problematic, not designed to turn high rpm. And the Terraplane Six became the Hudson six and stayed in production through 1947!

Some of you might be familiar with Kinmont brakes. I'm not, but understand they are rather similar to Ausco-Lambert in design. Any of these early automotive disc brakes are very relevant to the evolution of aircraft disc braking systems. I have had in my posession one still A-L equipped car. It was a '53 New Yorker club coupe special ordered for the Carrera Panamericana, though it did not compete due to experimental induction it received at the factory. I had the car running but other than opening up one of the A-Ls for "education", I did not attempt to get them functional. Any A-L equipped car is power boosted with a frame mounted unit. Couple of A-L pages posted for you below.

The A-L brakes continued as standard on the '55-56 Imperial Crown Limousines. A '56 Crown Limo I owned originally came with them but was still on the road BECAUSE it had been converted to drum brakes from a regular production Imperial. And though it can happen that a part for this system can appear in someone's inventory, one really should say the parts were discontinued from Chrysler about 1960. What is still common is to see the VENTED wheel covers that were part of the option. Several of these for the year range of '50-56 have shown up on ebay and dealer sites still into recent years. The wheelcovers had an interior stamping of a sort of turbine to draw air in from the face of the tire and then through the standard vented Imperial wheels to add additional cooling over the A-L drums. Photos of my 56 wheelcovers attached. Because of the turbine backing the covers sat off the felloe of the wheel with a half inch clearance for "air intake". Its was the A-L brakes on the '51-52 Chrysler entries in the Carrera Panamericana (Mex Road Race) that caught up sand and dust and overheated causing multiple cars to drop out. The T&C this thread is about has its A-Ls "cooled" via installation of the Motor Wheel (NOT Kelseys!) chrome wire wheels. Authenticity point: Those wheels were first offered for the 1953 model year, ending option availability with the '56 M.Y. But of course anything and everything with the same bolt pattern gets them installed to wow the show crowd and auction bidders. I like the car. I'd plan changing the brakes to drums on day one.

The Barrieros Imperial limousines of 1965. A VERY interesting thorough explanation I had not seen previously. https://en.escuderia.com/imperial-crown-barreiros-limousinas/

Be fair, this is the most CURRENT picture representing the car that is posted in the ad currently. Those who may not click their way to the ad would not see this. The car is now not far out of line with other MoPar "40s" 3 window coupes that have sold in the last year. I think it may well have a lot of potential with a good buff and a week or two of work. Lots of Plym and Dodge 3 windows. FEW Chryslers.

My memory also is that the Chevy six for 1953 was in its last year as a "splash oiler" with dippers on its con rods. First full pressure oiling Chev 6 was then the '54 models. Yes, definitely a two door sedan. Shorter roof and no back seat in the biz coupes.

Its just nice to see a Chrysler first gen Hemi with the valve covers painted original "aluminum silver" like the rest of the engine, and the plug wire covers in gloss black. All the way the factory did it originally. Way too many cars being done with Chrysler 300 gold painted valve covers and then usually with chrome plated wire covers.

I think I like it for its individuality. Hard to say much given the useless support photos in the ads.

"In 1949, the revolutionary Michelin “X” radial made its public debut and was offered as optional fitment on Peugeots, the Citroën 11 and Simca 8." https://autouniversum.wordpress.com/2011/03/07/michelin-and-the-birth-of-the-radial-tire/

Jim Harmon. One of the very best Hudson people.

Xander, good question, good point. Trying to think back at least 15+ years ago to when friend bought the Club Sedan, I believe the consensus amoung a group of us was that the black in the quarter panels on this particular car may have been done at the dealership. That's the best I can do on that! I recall my dad having the dealer add two-toning to his '56 Ford Ranch Wagon around the windows.

I would suggest the car is Ebony Black over Green Gold (close to pale mustard). A typical '54 mid-price Super Wasp model came out of the dealership with blackwall tires and no wheel trim rings. The Power Brake accessory was new for 1954 and is a quite rare option. Although if ordered, typically new for '54 Power Steering would be ordered along with it. Other than the question of the missing front bumper guards, I don't see anything at all in photos that says the car is not a truly great survivor with the claimed mileage. Most certainly I too would highly doubt the claim of such an easy startup after all those years. But that said, if properly oil "misted" when parked in that super arid environment, I could not rule it out. If bought, order fuel pump and carb rebuild kits the same day for sure. A friend's Ebony Black over Green Gold '54 Hornet Special Club sedan is attached. It too is factory paint.

Alsancle, Sorry, yes, meant CCCA rather than AACA. Thanks. Agree, the advertising comes up well short of the mark for this documented car. Have followed it some for decades as a 300 enthusiast and believe I'm correct that the current owner/seller is the person who did the "restoration" wherein things happened like the Edelbrock carb installations. His previous offering of the car a few years back was just as poor. And where is the super desirable, very hard to find, original delta wing gold painted air cleaner? I use "delta" because that IS Chrysler's terminology. GM fellers have "bats" in their engine bays, LOL.

When did the AACA photo archives stop being accessible? I'm sure I was into those pages easily within the last two months. This 300B is a historically documented product of Derham coachworks in Pennsylvania. Well known car to the Chrysler 300 Club, International. They did this one 300B and also one 300C. Similar exterior treatments of dechrome, white nylon tops. Only the 300C's dash was given a full compliment of gages. The '57 300C also still exists. Value points: Absolutely done by Derham and is a one-off. Documented. It is after all a '56 Chrysler 300B ! Negative factor that the Novi trunk AC is aftermarket, as Chrysler Air-Temp would have been original. Carter WCFB four barrel carburetors belong on that engine. The horn ring is badly broken and these are very fragile pieces. Thus finding one will be a problem and expect to pay $1000 for one good enough for this quality auto. After that it gets subjective because IMO the dechrome was detrimental on this car.

Still needed.