The Hornet had a longer wheelbase, and a 308 cu. in. straight six, also an L-Head, like the Wasp's 262. Hornets also had a bit plusher interior, and some other little extras. Very nice cars comparable to a Buick Super or Roadmaster for price and trim.

So, The step down Hudson's came in different trim levels. Pacemaker (gotta love that name) Wasp, Commodore, later came the Hornet. I own a 49 Straight 8 Flathead Commodore which is on my own KZbin channel. It's got like 49 views since I posted it. I think I'm a victim of KZbin shadow banning and algorithms.

@@styldsteel1 Just watched a couple of your videos. Very nice C8.

@@CharlieLarkin75 thank you sir. I just posted just yesterday my 1957 Studebaker Champion. No views other than my own. that's definitely by design. Absolutely no interest in a 57 Studebaker? Now that's a hard sell. What a shame.

Very cool, I didn't know that. They really thought of everything, except seat belts!

@@sethhashobbies They were thinking about seat belts back then too. Ford offered seat belts as an option beginning around 1953. But very few people ordered them. People thought it was better to be thrown clear of the car than being trapped inside. Or they believed they could dive under the dash during the crash. Some cars were designed with a designated crash box area behind the dash board area. At that time there was considerable debate going on about the actual safety and effectiveness of seat belts. A whole lot of people thought the steering wheel offered a lot of protection and they could hold onto the steering wheel in a crash. Road hugging weight was the safety go to feature of the day. But many of the car designers were thinking about overall safety in their designs at the time and incorporating those ideas. These ideas and features were showing up in the structural construction of the cars of the period. It was not really until the 1960’s that the modern crash stands started to be developed and incorporated into cars. Nash, American motors, Hudson and Studebaker were actually some early pioneers in crash safety and design going all the way back to the late 1940’s. And everybody has heard of the advanced safety ideas built into the Tucker. Even though some of the configurations and ideas (like pop out windshields) later proved to be the wrong direction and were discontinued. While we consider the braking systems of cars from the late 1940’s into the 1950’s and even 1960’s as pretty terrible, they were advancing rapidly in technology and performance during that time frame.

Yes, they did introduce the drop down perimeter frame design which was a industry leading feature and adding superchargers to their six cylinder in an affordable passenger car was also leading, but not being able to afford to supply a v8 overhead valve engine option hurt them sales wise big time.

Those were an add on

So if I understand you right. Don’t place any additional load on the system after it goes through the amp gage? Basically it only designed for the factory load on the fuse box? Working on a 65 bel with this type set up. Thx.

kzbin.info/www/bejne/nn-Xg6OMes5qi5Y@@dannylabonte3609

@@dannylabonte3609 He is wrong.

@@oldblueaccord2629 I bet you can't even begin to explain why he's wrong.

I have a 75 truck, with a 75 dash harness and 79 engine harness. The original engine harness was not salvage so I had to get creative. So far I think it’s going to work out.

Glad it’s working for you. Mine was beyond repair. I’ll post another video soon.