Image of 1946 Hudson Commodore Series, Note: These illustrations use artistic license and may differ from actual historical models.

Engine Specifications
Engine Options:	254 cu in (4.2 L) I6, 308 cu in (5.0 L) I6
Displacement Range:	4.2L - 5.0L
Horsepower Range:	102-128 hp
Torque:	Estimated 200-220 lb-ft
Compression Ratio:	6.5:1
Ignition System:	Distributor and coil
Cooling System:	Liquid-cooled
Performance Specifications
0-60 Time:	Estimated 15-20 seconds
1/4 Mile Time:	Not available
Top Speed:	80-85 mph
Transmission and Drive
Drive Type:	Rear-wheel drive
Transmission Type:	3-speed manual
Fuel and Efficiency
Fuel System Type:	Carburetor
MPG:	Estimated 15-20 mpg
Dimensions and Brakes
Brakes:	Drum brakes
Wheelbase:	124 inches
Weight:	3,400-3,600 lbs

1946 Hudson Commodore: A Postwar American Classic

The 1946 Hudson Commodore brought prewar elegance back to American roads just as the country emerged from wartime production. Built by Hudson Motor Car Company in Detroit, Michigan, it was the marque’s upscale offering, combining a roomy cabin and substantial road presence with the smooth power of a six- or eight-cylinder engine. Its timing is part of its appeal: the Commodore was both a return to civilian motoring and a reminder of the refined cars Americans had been waiting to buy.

Hudson had stopped building passenger cars during World War II, turning its factories to military production. When civilian car manufacturing resumed, the company initially returned to familiar prewar designs rather than introducing a completely new postwar car. That makes the 1946 Commodore an interesting bridge between eras. It also offers a useful point of comparison with the more radical Hudson “step-down” models that would arrive in 1948: the 1946 car was a handsome traditional design, not a step-down Hudson.

A notable piece of Hudson history is that the company had already developed advanced engineering ideas before the war, including its unusual Drive-Master transmission system. Some 1946 cars could be ordered with this semi-automatic setup, giving buyers a taste of easier shifting well before fully automatic transmissions became common. It was a clever option, though the standard manual gearbox remained the simpler choice for many owners.

Exterior Styling and Cabin Comfort

The Commodore wears the proportions of a substantial American car: a long hood, broad body, rounded front fenders, and a generously curved rear profile. Its face is framed by a bright chrome grille and substantial bumpers, while polished trim adds a touch of formality without making the car look overly ornate. The roofline and fenders reflect the streamlined styling of the late 1930s and early 1940s, giving the car a smoother, more integrated appearance than earlier upright sedans.

Inside, the Commodore was designed to feel like a premium family car. The cabin offered wide seating, generous legroom, and a large, easy-to-read instrument panel. Depending on body style and equipment, upholstery could include cloth or higher-grade trim, with woodgrain-style detailing and bright metal accents helping dress up the dashboard. Materials and finishes vary among surviving cars, and many have been reupholstered, so a restored interior may not match every factory detail.

Factory paint choices changed with availability and model year, but period Hudsons could be found in restrained shades such as black, gray, green, blue, and maroon. Dark, formal colors suit the Commodore particularly well, while lighter or brighter finishes make its rounded fenders and chrome details stand out at shows. Two-tone effects and contrasting trim can appear on restored examples, but buyers should check whether a particular combination is factory-correct.

Commodore Body Styles and Options

The 1946 Commodore range included both six-cylinder and eight-cylinder versions, with body styles that could vary by series and equipment. Common configurations included a four-door sedan, a two-door club coupe or brougham-style model, and a convertible brougham. The sedan was the practical, family-friendly choice, while the club coupe offered a sportier profile. The convertible is the most eye-catching and generally the most collectible body style today.

Hudson offered a three-speed manual transmission as the conventional choice, with Drive-Master available on some cars. Drive-Master used a combination of automatic clutch operation and vacuum-assisted shifting functions, allowing the driver to reduce the amount of manual gear-changing under certain conditions. Equipment and exact specifications can differ by engine and body, so the car’s serial number, original sales literature, and surviving parts are useful when researching an individual example.

Engineering Before the Step-Down

The 1946 Commodore’s significance lies partly in how it represents Hudson’s engineering identity at a turning point. It was a conventional body-on-frame design, but it came from a company willing to experiment with drivetrain and chassis ideas. The optional Drive-Master system was one example. Hudson also had a reputation for sturdy construction and thoughtful engineering, qualities that helped the brand stand apart from some larger competitors.

The biggest design distinction came two years later. In 1948, Hudson introduced its “step-down” construction, which placed the floor lower within the body structure and helped create a lower center of gravity and a distinctive low-slung profile. The 1946 Commodore does not have that construction, but it belongs to the story leading up to it. For collectors, that makes the car appealing in its own right: it shows Hudson at the end of its traditional design era, immediately before a major change in American car architecture.

It is also important not to confuse the Commodore’s legacy with Hudson’s later racing fame. The Hornet became a celebrated stock-car competitor in the early 1950s, but the 1946 Commodore was primarily a comfortable, well-equipped road car rather than a factory racing model.

Engine, Speed, and Road Manners

The Commodore Six used a 212-cubic-inch L-head inline-six, commonly rated at about 102 horsepower. The Commodore Eight used a 254-cubic-inch L-head inline-eight, rated at roughly 128 horsepower. Both engines were designed for smooth, steady power rather than high-revving performance. Most cars paired their engine with a three-speed manual transmission, while Drive-Master was an option on some examples.

Performance figures depend on body style, mechanical condition, gearing, and test method. As a broad period-style estimate, a six-cylinder Commodore may take around 18 to 22 seconds to reach 60 mph, while an eight-cylinder car may manage it in roughly 16 to 19 seconds. Top speed is generally estimated in the neighborhood of 85 to 95 mph, though cruising at a more relaxed speed is kinder to an original car. These are estimates, not guaranteed figures for every surviving vehicle.

On the road, the Commodore’s long, substantial body and soft suspension deliver the cushioned ride expected of a full-size American car. It absorbs ordinary bumps and broken pavement comfortably, though it will not feel as controlled as a modern sedan over sharp undulations or on a fast, winding road. Steering requires more effort at low speeds, and the car’s size and period tires call for measured cornering. A well-maintained example feels composed on open roads, where its smooth engine and relaxed pace suit touring.

From behind the wheel, the flathead engine makes a subdued, even burble rather than a sporty bark. The manual gearbox and traditional controls ask the driver to participate more than a modern car does, while the broad seat and upright driving position create a distinctly 1940s experience. The Commodore is at its best when driven smoothly, with room to build speed and time to enjoy the view over its long hood.

Living With a 1946 Commodore

Today, most Commodores are used for weekend drives, classic-car tours, club events, and shows. A sedan can make a comfortable vintage touring car, while a convertible tends to be treated as a special-occasion vehicle. Some owners drive their cars regularly, but using one as a daily driver requires accepting period braking, steering, lighting, and safety equipment.

The basic mechanical layout is approachable for a capable home mechanic. The flathead engines are relatively straightforward, and many routine jobs do not require specialized diagnostic equipment. However, age matters more than design simplicity: wiring, cooling systems, brakes, fuel systems, rubber components, and electrical connections all deserve careful inspection. The original electrical system is six-volt, and conversions or poorly executed repairs can create their own problems.

Hudson-specific parts may take more searching than parts for higher-volume makes. Mechanical items can sometimes be sourced through specialist suppliers and Hudson clubs, while trim, body panels, and correct interior details can be harder to find. Before buying, inspect the frame and body for rust, check that the engine has good oil pressure and stable temperature, and confirm that the transmission and brakes operate properly. A complete car is often a better starting point than an inexpensive project missing rare trim.

Hudson Commodore Facts and Myths

The 1946 Commodore is part of Hudson’s postwar restart after the company’s wartime manufacturing pause. Like many manufacturers in the first years after the war, Hudson had to work with constrained supplies and strong demand, so model changes were evolutionary rather than completely new. That gives early postwar cars a mixture of prewar styling and refreshed details.

There is no widely cited, definitive production figure for every 1946 Commodore body and engine combination. As a best-guess estimate, total Commodore-series production may have been in the tens of thousands, perhaps around 25,000 to 35,000 cars. That estimate should be treated cautiously: surviving records and published counts may group models differently, and production totals for a specific body style are less certain. The convertible is substantially less common than the sedan.

The car is not known for a headline speed or endurance record. Its appeal is instead rooted in its place in Hudson’s development and in the rarity of surviving examples. A common criticism is that the 1946 design looks less daring than Hudson’s later step-down cars. It is also a large, heavy automobile with modest acceleration by modern standards. For enthusiasts who value period style, smooth cruising, and Hudson history, those qualities are part of its character rather than deal-breakers.

Collector Values and Availability

Values vary widely with body style, originality, rust, mechanical condition, and restoration quality. As a broad current-market guide, a project or incomplete car might fall around $5,000 to $12,000. A usable driver or older restoration could land around $12,000 to $25,000, while a very good sedan may bring roughly $25,000 to $40,000. Convertibles and exceptional, well-documented restorations can reach approximately $40,000 to $75,000 or more, depending on condition and buyer interest.

These are general estimates rather than guaranteed sale prices. A desirable convertible with correct details can attract a very different audience from a sedan needing extensive bodywork. Hudsons are less common on the market than mainstream Ford and Chevrolet models of the same era, so buyers may need patience. The Commodore’s values have generally followed the broader classic-car market: strong examples remain desirable, but restoration costs can exceed the eventual sale price, especially for cars with scarce trim or serious rust.

For collectors, the best purchase is usually the most complete, structurally sound car that fits the budget. An honest driver with a documented history can be a more rewarding choice than a shiny restoration with uncertain workmanship. Hudson club membership and marque-specific inspection advice are particularly useful when evaluating one.

Why the 1946 Hudson Commodore Matters

The 1946 Hudson Commodore combines handsome prewar-inspired styling, smooth six- or eight-cylinder power, and the comfort of a premium American car. It captures the optimism of the postwar return to civilian motoring while preserving Hudson’s interest in practical engineering. Its available body styles range from sensible sedan to glamorous convertible, and its optional Drive-Master system hints at the company’s willingness to rethink how a car could be driven.

It may not have the radical construction of the later step-down Hudsons or the racing reputation of the Hornet, but the Commodore has a history all its own. As a refined survivor from the first wave of postwar American cars, it offers a memorable way to experience Hudson’s distinctive blend of comfort, craftsmanship, and innovation.