Photography by THE AUTHOR
teve Hudson is a lifelong hot rodder and it all began with the influence his dad, Don, bestowed on him. To listen to Steve, you can see this influence. “I literally grew up in the car hobby. My dad, Don, started hot rodding before World War II, and jumped right back in after returning from the war. He learned the upholstery trade and opened his own shop (Don’s Trim Shop in Norwalk, California).”
It was here that Steve spent his youth. We must think this wasn’t a bad way to grow up. (And for those hot rodders with some history of their own, Don’s Trim Shop should ring some bells.) Steve’s boyhood was spent among the cars his dad was working on plus the ones he built himself. There was one famous roadster, or it would become famous, that Steve clearly remembers, that being the ’32 Ford highboy roadster belonging to its future owner Tom McMullen–yes that “Tom McMullen” and that Deuce roadster.
Steve wanted something more. He told us, “Although I felt the design of the Studebaker was almost ideal, I always thought the roofline was somewhat out of balance with the rest of the car. Then one day, at a scale model display, I spotted a model in which someone had grafted an early Barracuda roof onto a ’53 Studebaker body.”
He goes on to tell us that he’s “not a big fan of the early ‘fishbowl’ Barracuda, but the proportions on that model were perfect and got me wondering if the ’67-69 Barracuda fastback roof, which I do like, might also be a good fit.” It wasn’t long before, lo and behold, he opens a copy of Rod & Custom and Eric Brockmeyer’s Dream Car rendition of a ’53 Studebaker Torpedo jumped off the page. Brockmeyer’s idea was to combine elements of a Chevy Fleetline and Buick Riviera. “It was gorgeous and further validated the fastback idea in my mind,” he says. He went on to build model kits of both the ’53 Studebaker and ’67-69 Barracuda; by mixing and matching pieces he found that the Barrcuda top would fit the Stude.
It was at this point that Steve began in earnest to find a suitable donor car. He found his first Studebaker, and, while “… a little worse for wear,” he bought it back. From here he contacted All-American Auto Wrecking in Vancouver, Washington, and had them remove the top of a Barracuda that was in inventory. And so begins his latest project.
Steve looked to Jim Messler of Messler Products in Cottage Grove, Oregon, to fabricate a chassis, incorporating Wilwood four-wheel disc brakes, narrowed Ford 9-inch rear with a 3.50 limited-slip gearset, four-link plus Panhard bar rear, and Mustang II–type independent front, all suspended on Ridetech coilovers.
The Stude was then taken over to Schroeder Speed & Custom in Troutdale, Oregon. Kegan Young, team leader, proceeded to fabricate the engine and transmission mounts, after which the frame was powdercoated and then the body would be fitted to the chassis.
A Cadillac Hot Rod Fabricators bellhousing was used to match the Cad V-8 and the Richmond manual. They also fabricated a trunklid made from pieces taken from the Studebaker and Barracuda, installed modified ’79 Pontiac door handles, keyless door locks, and built a center console.
Now, no respecting hot rod with this much effort should go through life with a stock roofline. Kevin Batey at Auto Glass Past and Present in Chehalis, Washington, chopped the Studebaker windshield 3-1/2 inches while also fitting the side flat glass. In classic custom car fashion, the quarter-windows slide out when the full hardtop feature is desired. A basecoat/clearcoat PPG Sterling Gray Metallic (a Mustang color) was applied by Carlos Perez of Perez Collision in Goldendale, Washington.
Steve did further mention, “I wanted to pay homage to the Studillac tradition, in updated form, so I acquired a supercharged Cadillac LC3 NorthStar V-8. Supercharging is another Studebaker tradition, so it seemed especially appropriate. This engine also appealed to me because it was uncommon.
“The all-aluminum NorthStar puts out 500-plus horsepower, is electric motor smooth, and has an amazingly broad powerband. Maximum torque (439 lb-ft) comes on at 3,900 rpm, but it maintains 90 percent of that torque from 2,200-6,000 rpm! Also, the four-cam engine makes a goosebump-raising Formula I–type sound when running through the gears, and he has fun raising the hood and watching people try to figure out what they’re looking at.”
To continue the unique appearance Steve thought it would be important to give some attention to the wheel selection. In the end, he decided on the classic Moon discs over steel wheels (9×15 rear, 7×15 front). These wheel covers best fit the Bonneville look of the car. To listen to Steve, he will also tell you that these wheels/covers, “… stand out in a sea of ‘me too’ alloy wheels.” Turns out many of the younger rodders are fascinated by the look as this look isn’t common for them. Mounted to the wheels are BFGoodrich Radial T/A rubber measuring 215/60R15 in the front and 245/60R15 in the rear.
Steve wraps up by telling us, “The car attracts a lot of attention wherever it goes, and it goes a lot of places. My wife, Melody, and I both agree the car was made to drive, and that’s what we are doing. So, if you live anywhere in the Northwest (or a little beyond), don’t be surprised if an awesome fastback Studillac shows up in your neighborhood sometime soon.”