Life — July 8, 1915 — page 5: what you’re looking at

Machine-transcribed from the original scan — historical spelling and the odd misread are preserved.

The 1916 Hudson—“The Road Cruiser”—Yacht-Line Body The Cars I've Owned Written by a Hudson Owner Who Bought 15 Cars Before It New 1916 Features Ty = 5 we) l The writer is a motorist of 16 years’ experience. In '[@J that time I've owned and driven 15 different cars. Biter losed ths 2 I started with the experiments and ran the whole gamut up to big, heavy, costly Sixes. Now I own the new-type HUDSON—have owned it for a year. And the makers ask that I anonymously review this evolution. The Coming of the Six ‘The early cars don’t matter. Real motor car luxury began with the advent of the Six. That brought continuous power, flexibility, freedom from vibration. And now, as then, it represents finality to me. But Sixes when they came were costly and immensely heavy. They drank up fuel, ate up tires, and drove me back to Fours. Howard E. Coffin was known to me long before he became the famous HUDSON designer. I bought his first great success—a $2750 Four. I have watched all his HUDSON models, and have followed all his four-year progress in revision of the Six. No one knows better what it meant—a new-type motor, special steels, the refining of a thousand parts to reduce the weight of a sturdy, Six below 3000 pounds. 1 am one of the 15,000 who have proved out the result. The weight-reduction cut my tire cost and my fuel cost in two. Yet there were seats for seven, and power for hills, and luxury and looks. 'Tis the finest car I have ever owned, the best-appearing, best-equipped. To me it represents the acme in efficiency and class, the ideal in size and comfort. It never has cost me a moment's delay or a penny in repairs. And I never have once asked for HUDSON service, which my dealer offers free. But this new-model HUDSON excels my car in some most important ways. The Yacht-Line body is stunning. Who would believe that last year’s streamlines could be so improved ? The wider tonneau means more room than ever. Three big men like me can now sit on the rear seat. Seven long men like me can sit uncramped in the car. And the two disappearing seats, when down, double the room in the tonneau. The enameled leather is not new to me, but my last car which had it cost $3500. The leather-bound top to the doors and body is entirely new, and was wanted. The four non-skid tires are welcome. But the two premier advances, in my estimation, lie in the new finish and new price. The Ever-Lustre finish solves my greatest problem—how to keep a car look- ing new. I sold a dozen cars and bought new ones mainly to get new looks. They ran well but looked shabby. This Ever-Lustre finish, where coat after coat is forced on, then baked on, means enduring gloss. Then $200 reduction. Two seasons ago, at $1750, this was a record-value car. The next model—the one I bought—sold at $1380. And now this new model, with its costly improvements, is announced at $1350, Thot should convince anyone of the HUDSON efficiency. Last year 1 waited eight weeks for my HUDSON. Now the output is trebled, they say. But there must be 100,000 class-car buyers who would buy this HUDSON at $1350 if they knew the car as I do. 7-Passenger Phaeton or 3-Passenger Roadster > $1350, f. o. b. Detroit Also a new Cabriolet, $1650 f. o. b. Detroit The above ad was written by a well-known HUDSON owner, and the facts are exactly as stated. The 1916 model of the car referred to is now shown by dealers everywhere. When you go to sce it, ask the dealer about his HUDSON service Its system and extent will surprise you. a HUDSON MOTOR CAR COMPANY, DETROIT, MICH. comicbooks.com