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1950 production numbers

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(@Terry Irvin)
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Does anyone know the production number of Commodore 6 convertibles for 1950? I've looked in the manuals, but can not find anything.


 
Posted : 22/12/2014 5:04 am
(@holden)
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Although the model # breakout has been established, body style breakout within a given model has been lost to the ravages of time (and the HMCC). However, we can approximate those numbers based on trends around 1950.

In 1949, production reached 159,100 units, of which 596 convertibles were made. If we use the same percentages for a production run in 1950 of 121,408, then we get a total of 455 convertibles (approx) for 1950. Commodore 6 represented about 1/5th of total production, so 1/5th of 455 is 91.

Approximately, 91 C6 convertibles were made in 1950. I would say a reasonable plus-or-minus would be 10%, or between 80-100 ea. 1950 was a good convertible year and I would favor the high end of the approximation.


 
Posted : 22/12/2014 5:19 am
(@holden)
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[size=4]I am going to have to revise my approximations on my last post. I have done more research, and according to respected sources*, there were 702 1950 C6 Convertibles. Personally, that number seems quite high to me, but I have no evidence to dispute it and regard it as fact until proven otherwise. [/size]

[sub][size=4][sub]*Source used: Jack Miller per article in Nov/Dec 1994 WTN, who utilized SCAC & WAYB as his sources, and whom, incidentally provided the numbers for SCAC initially. [/sub][/size][/sub]


 
Posted : 25/12/2014 8:13 am
(@Terry Irvin)
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It would be interesting to know how these and other models rolled down the assembly line.....did they do a run of convertibles then switch to a run of coups or was an order placed and it did not matter what body style came first...just put on the appropriate garnish and options. Consecutive vin numbers for convertibles(for instance) would indicate a run of a few at a time.However, I went through the HET directory and marked all the 50 C6'S and (I think there were only 5 listed) the vin's that were listed weren't close. Also,I'm too new to Hudsons to know know where to start looking.


 
Posted : 25/12/2014 11:29 am
(@holden)
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Terry-

One of my absolute favorite topics is automotive forensics, including when talking about factory logistics.

Of course, you will have to forgive me, because I'll wax poetic in regards to, well, anything Hudson, but step-down convertibles in particular. First thing to mention, is that the convertibles were a hand-made product in a mass-produced world. The convertibles were literally built OFF of the assembly line and in a special room, or area where they were assembled one at a time . . . by hand. At least half-way. Let me explain.

In Detroit, Hudson had two main facilities, the main plant and the body plant. The body plant not only stamped out all the body components, but also the body assembly was done there. From the firewall back, the bodies would have doors mounted, deck-lid mounted and painted. That's it. Then those bodies were loaded onto trailer trucks and transported down to the Main Plant, where they would receive drive trains, suspensions, wheels and tires, glass, interiors, exterior trim. Basically, the bodies got completed at the Main Plant.

Convertibles however, got a very different treatment. At the Body Plant, convertibles were not "on the line", as their extensive variations over closed bodies were too time-consuming and required vastly different steps than closed cars. Not only were they fabricated one at a time, off of the line, but more finishing touches were completed. For example, the hydraulics for the convertible top (and windows, if utilized) were completely installed and operable. All the lines were run, the pump was in place, side windows were installed. Also, the complete top mechanism was in place and operable. The convertible top (cloth part) was installed. The windshields were installed. At least some of the interior was installed, particularly the windshield posts and header. The rest I have to speculate, but I'm reasonably sure with my knowledge of production, that the curved panels and the small triangle panels framing the rear seat, along with the well were upholstered and installed. However, the door panels, seats and carpet (or mats) were not.

After these items were completed, the painted convertible body with partially installed interior was loaded onto the same body trucks and was moved down the street to the Main Plant, where the convertibles were instated on the main line along with the closed bodies. Everything else that went on the convertible bodies was the same for all the cars. All of the wheelbarrows, doghouses, exterior trim, seats, carpet, wiring harnesses, rear suspension, etc. were not body-specific and could be streamlined on the assembly line.

So, in essence they were half-hand-fabricated cars. I don't know the numbers, but it would not surprise me in the least to learn that Hudson broke even on the convertibles (or maybe even lost a little).

You mentioned sequential numbers. With Hudson, I have found that nothing is impossible, but studying the fabrication methods of these unique automobiles, I would say that it would be HIGHLY unlikely. I truly would be shocked to be proved wrong on that count.


 
Posted : 25/12/2014 12:14 pm
(@holden)
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Went back and re-read your post. To answer your question a little more directly, Coupes and other 2 drs were intermixed with Sedans on the line. But, you have to remember, there might be one 2Dr for every 50 4Drs manufactured. One of the inersting parts to me is I wish I knew exactly how the logistics worked on making it all come together. For example, interiors came down conveyor belts from the 4th floor. Assembled doghouses came down from the floor above the cars. You couldn't have a blue doghouse coming down when a red car was on the line, or you couldn't have Jet seats coming down for a Hornet that was up next to receive it's interior. I'm sure there was a daily Production List, but keeping that well-organized was an admirable endeavor, I'm sure.


 
Posted : 25/12/2014 12:23 pm
(@Terry Irvin)
Posts: 0
Topic starter
 

That actually makes a lot of sense- to half build a custom car and let the assembly line finish the job with the usual common items. I will be sending you a PM.


 
Posted : 25/12/2014 1:48 pm
(@35terraplane)
Posts: 700
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Russell has done an admirable job in laying things out. I've, without intending to, made an extensive study of Hudson serial numbers and I can almost positively state not a lot makes sense.
For example, I can say that for just about any given year you will find variations in serial numbers from publication to publication. For example parts books for individual years will say one thing while group parts books will show something different. And then there are the non-Hudson sources that may show something entirely different, which one might expect. Some of the NADA used car guides, however, are remarkably in line with Hudson sources, and Branhams serial number books are relatively close.
In putting together my General Information Handbook I went with this - if I could find two sources that agreed, I went with that; if 3 sources even better; with 4 or more I figured that was golden. So my research may be a tad off, but I really don't think I'm that far off. I've been digging this hole for over 35 years now and it's getting deeper.
I feel that somewhere out there in the great beyond there is an H-E-T member with a bunch of production bulletins that they've forgotten they even have. Someday, I hope, somebody will say to me "Hey,I got these bulletins that give production figures!!!" I will love them for the rest of my life. :woohoo: It only took about 40 years (I've been in the club for 45 years) to find the production runs for 1946 thru 1957 so there's hope that I might just hang around long enough to find those elusive production numbers.
And to those who say that some serial numbers run for 001 to 999 (just for example). This doesn't mean that there were 998 cars produced - those impossibly long serial number strings were block numbers and not all were used. Otherwise we'd be up to our necks in Hudsons and the production runs would number in the millons.

Hudsonly,
Alex B


 
Posted : 25/12/2014 3:05 pm
(@holden)
Posts: 478
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Terry-

Sent you a PM.


 
Posted : 25/12/2014 4:20 pm
(@Terry Irvin)
Posts: 0
Topic starter
 

Alex, my head hurt just looking through the HET directory trying to find some type of rhythm or reason for these serial numbers... I'd be in a straight jacket at the loony farm if I did that as long as you have.


 
Posted : 26/12/2014 2:10 am
(@35terraplane)
Posts: 700
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Terry, it is said, with tongue in cheek, that you can always tell a Hudson researcher in the crowd - he's the one in the corner quietly banging his head against the wall and moaning why didn't I take up research on something simple like Autocar or Octocar. :whistle:

Hudsonly,
Alex B


 
Posted : 26/12/2014 4:47 am
(@Terry Irvin)
Posts: 0
Topic starter
 

Today I found a piece on the internet from the book "Hudsons of the fifties" that stated the production numbers for the C6 convertible to be around 700 and the production numbers for the C8 at 426. Bump- bump-bump....that's my head hitting the desk.


 
Posted : 26/12/2014 10:25 am
(@35terraplane)
Posts: 700
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Russell wasn't that far off. And who knows which figure is even close.

Hudsonly,
Alex B


 
Posted : 26/12/2014 11:53 am
(@holden)
Posts: 478
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And I have found typically (if there is such a thing with Hudsons), that convertible survival rate is around the 5-7% range. So, if that were true, then there should be about 35-50 1950 C6's left. I can believe that. 1950 was the penultimate year as far as production goes among step-downs.


 
Posted : 26/12/2014 4:56 pm
(@kholmes)
Posts: 419
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The well respected Standard Catalog of American Cars carries the 700 number as the estimate for C6 ragtops in '50, and 551 for '51 Hornets. (So looks like the HET Club has about 12.7% of those first-year Hornets. Several more out there in private collections, etc.)


 
Posted : 27/12/2014 12:45 am
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