What are Month-to-month Apartments?
To move into a new apartment, you have to make arrangements with the landlord. These arrangements are usually formalized in a rental agreement or lease, which is a binding legal document. There are quite a few details to knock out, like how much you’ll be paying, how many people (if any) will be living in the place with you and how long you plan on staying. One of the most popular agreements is a fixed-term lease, and the most popular term-length is a year. The duration of your stay is one of the major factors in determining the type of agreement you enter into.
The reason was a brand-new car, the now-famous “Step-Down.” Named for its innovative recessed or dropped floorpan, it completely surrounded passengers with strong frame girders in one of the safest packages of the day — maybe one of the safest ever. The design evolved from wartime doodles of aerodynamic forms by a design team under Frank Spring, who went way back with Hudson and was way ahead of the times with the Step-Down. The Step-Down was even beautiful in its way: a long “torpedo” with clean flush-fender sides, modest taillamps, fully skirted rear wheels, and a low, bangkok condo for sale new horizontal grille. It also offered rattle-free unitized construction and a radically low center of gravity that made for great handling. The long 124-inch wheelbase provided a smooth ride and king-size interior space.
But that profit came mainly from defense contracts, which began materializing in early ’41 — a badly needed breather. Hudson’s famous white-triangle logo graced each side of the prow, and lit up with the headlamps to aid after-dark identification. The 1942 models arrived in August 1941 looking smoother, if chubbier. Running boards were newly hidden, the grille was again lowered and simpler, and fenders became more stylishly fulsome. The government-ordered turn to war production in February 1942 ended the firm’s model-year car output at just under 41,000. Among them were a handful of Hudson’s last four-door convertibles. All prices nudged upward, the minimum now above $800. Offerings were broadly the same, but wagons were departing, and a new Commodore Custom Eight listed a lush 121-inch-wheelbase coupe and 128-inch six-seater sedan in the $1300-$1400 range.
Country Club Eights remained on the 125-inch span but were down to one six-passenger and two seven-passenger sedans. DeLuxe, Super Six, and Commodores also offered convertible sedans. All series listed two coupes and two sedans. A mild facelift was performed for 1941, when wheelbases were juggled once more: 116 inches for DeLuxe and new entry-level Traveler Sixes, 121 and 128 for Super Six and new Commodore Six and Eight. Yet for all this, Hudson volume changed little — just under 88,000 for the model year — and red ink flowed again with a calendar-year loss of some $1.5 million.
Like most other Detroit producers in the early ’30s, Hudson began moving away from classic four-square styling, rooted in Greek architecture, to embrace streamlining. The 1934 and ’35 models were transitional: still rather boxy but less-angular, helped by skirted front fenders. The all-new ’36s looked something like the previous year’s Chrysler/DeSoto Airstreams: modern, but not Airflow-radical. Engines remained dowdy, too. Highlights included tall, rounded, Plymouth-like diecast grilles and all-steel bodies with rather dowdy lines.
