Development Issues
Early clay models of Hudson's new compact car carried the name "Bee" in keeping with the automaker's Wasp and Hornet models.
From the beginning, the Jet project was hampered by Hudson President A.E. Barit, who disregarded the suggestions of the company's stylists and other advisors. For example, Barit insisted that the compact-sized Jet offer full-size car amenities. While designers attempted to form a car that was lower, wider, and proportionally sleeker to the dimensions of a smaller compact car, Barit would not back away from features such as chair high seating for passengers, and a "tall" greenhouse with a ceiling that would allow riders to wear their hats while in the car. Barit also decided that the Jet's rear design would incorporate Oldsmobile-like high rear fender and small round tail light design. The design was further changed to accommodate the personal likes of Chicago, Illinois Hudson dealer Jim Moran, whose dealership became number one sales outlet for Hudson, accounting for about 5% of Hudson's total production. Moran fancied the 1952 Ford's wrap around rear window and roofline, and Barit ordered a similar design for the Jet. The final result was that the Jet's styling closely mimicked the larger 1952-1954 Ford in most respects.
The new small car was powered by Hudson's inline L-head 202 cu in (3.3 L) straight-six engine that produced 104 horsepower (78 kW; 105 PS) at 4000 rpm and 158 pound-feet (214 N·m) of torque @ 1600 rpm. Early Studebaker body development mule vehicles suffered damage because the engine produced so much torque. A "Twin-H power" version with two 1-bbl downdraft carburetors, aluminum cylinder head, and 8.0:1 compression ratio producing 114 hp (85 kW; 116 PS) was optional. The 202 CID engine was basically a reworking of Hudson's 1947 "3x5" 212 cu in (3.5 L) I6, slightly de-stroked and configured for full-pressure lubrication. It was a flathead design at a time when the rest of the industry was moving to overhead valves.
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