Hudson 1953 Super Jet Reference guide

FOREWORD
This edition of the Mechanical Procedure Manual
will serve as a guide and reference for Hudson service-
menintheproperservicingofHudsonJetandSuperJet
models.
The data contained in this Manual includes infor-
mation covering specifications, adjustments and de-
tailed operations involved in maintenance an d repair
procedures. The operations listed herein are predicated
on the use of special service tools developed for the
purpose where necessary and with the work done by
mechanics of average ability.
The special service tools illustrated or referred to
in this book are indispensable to good workmanship
andinmeetingstandardflatratetimes. Theyhavebeen
developed by and are
available from our service tool source, the Kent-.
Moore Organization, Inc., 5-105 General Motors
Building, Detroit 2, Michigan, with whom order
should be placed directly by Distributors and
Dealers.
The Hudson Service Merchandiser is pub-
lished each month by the Service Department to
keep servicemen supplied with up-to-date infor-
mation including suggestions and short cuts re-
ceived from the Field, dealing with the servicing
of Hudson cars. Read this publication regularly
and make full use of the help it affords.
For easy reference, the Index at the front of the
book is made up of sections in alphabetical order
and with each section alphabetically arranged.
ALPHABETICAL INDEX
Group Page Group Page
BRAKES 136-143 COOLING SYSTEM 53-59
Adjustment-Brakes
Bleeding Brake Lines
Brake Fluid
Brake-Front
Brake Pedal
Brake -Rear
Construction
Lubrication
Master Cylinder
Parking Brake
Specifications
Trouble Shooting
Wheel Cylinder-Front
Wheel Cylinder-Rear
CLUTCH
Assembly-Clutch
Construction
Disassembly-Clutch
Installation-Clutch
Pedal Adjustment
Release Bearing
Removal-Clutch
Flywheel
Operation of Clutch
Release Lever Adjustment
Specifications
142
141
141
140
142
140-141
136
143
136-138
136,142
136
143
139
139-140
72-80
78
72
76-78
80
72
79
76
78
72
78
72
Anti-Freeze Chart
Anti-Freeze Solution
Cooling System Diagnosis
Draining System
Fan Belt Adjustment
Inhibitor
Radiator
Reverse Flushing
Temperature Gauge
Thermostats
Water Pump
Installation
Removal
ELECTRICAL
Battery
Breaker Points
Circuit Breakers and Fuses
Coil
Condenser
Distributor
Breaker Points
Generator
Circuit Resistance Check
Motorizing Draw
Head Lamps
Horn
Spark Plugs
Specifications
53
54
59
53
57
54
59
54
57-58
57
54
56
55
60-71
62
66-67
69
68
67
66-68
66
63-64
64
64
68
69
68
60-61
I

II
ALPHABETICAL INDEX - CONTINUED
Group Page Group Page
ELECTRICAL - Continued
Starter Motor
Voltage Regulator
Wiring Diagram
ENGINE
Camshaft and Bearings
Connecting Rods
Alignment
Bearing Sizes
Installation
Removal
Rod Bushings
Construction
Crankshaft
Installation
Removal
Cylinder Head
Engine Removal
Lubrication
Main Bearings
Oil Check Valve
Oil Pan
Oil Pressure Switch
Oil Pump
Piston Fitting
Piston Pins
Pistons, Pins and Rings
Rear Bearing Oil Seal
Rear Main Bearing
Specifications
Timing Chain and Sprockets
Timing Gear Cover
Timing Gear Cover Oil Seal
Valve Maintenance
Valve System
Valve Tappets
Valve Tappets-Adjustment
Valve Timing
Vibration Dampener
ENGINE TUNE UP
Battery
Carburetor:
Anti-Percolator Adjustment
Fast Idle Adjustment
Float Level Setting
Idle Adjustment
Metering Rod Setting
Pump Travel Adjustment
Unloader Adjustment
Coil Test
Compression
Condenser
Cylinder Balance Test
62-63
65-66
69-70
21-40
39-40
29-32
33-34
33
37
29
31-32
23
34
36
34
27
34
23
36
24
25,27
23
25-27
30
31
29-30
36,39
39
21-22
37
38
38
40
28
29
28
40
38
8-20
11
19
20
18
20
19
19
20
13
9
12
10
ENGINE TUNE UP - Continued
Distributor
Fan Belt Adjustment
Fuel Pump Test
Generator Test
Ignition Timing
Manifold Heat Control
Spark Plugs
Specifications
Starter Motor
Starter Solenoid
Vacuum Test
Valve Tappets
Voltage Regulator
FRONT SUSPENSION
Center Steering Arm
Front Suspension
Installation
Removal
Front Wheel Alignment
Adjustment
Camber
Caster
Pivot Pin Inclination
Toe-In
Lower Support Arm
Lower Support Arm Pivot & Bushing
Riding Height
Specifications
Spindle Pivot Pin
Steering High Point
Steering Spindle Pivot Pin
Upper Support Arm
Upper Support Arm Pivot & Bushing
Tie Rod
Tie Rod Ends
FUEL SYSTEM
Air Cleaner
Carburetor
Accelerating Pump
Anti-Percolator Valve
Anti-Percolator Adjustment
Assembly
Climatic Control (Choke)
Disassembly
Fast Idle
Fast Idle Adjustment
Installation
Metering Rod
Pump Travel
Removal
Specifications
Unloader Adjustment
11-12
15
18
15
13
18
9
8
13-14
14
10
10
16-17
116-124
121
116
118
116
122-123
124
123
124
124
124
116
118
122
116
120
123
116
116
119
122
121
41-52
48
41-48
42
42
44
46
42
45
42
44
47
43
43
45
41
41

III
ALPHABETICAL INDEX - CONTINUED
Group Page Group Page
FUEL SYSTEM - Continued
Exhaust and Intake Manifold
Exhaust Pipe
Fuel Level Indicator
Fuel Pump
Gasoline Tank
Gas Tank Gauge Unit
Manifold Heat Control Valve
LUBRICATION
Engine Oil
Engine Oil Circuit
Engine Oil Level
Lubrication
Lubrication Charts
Lubrication Schedules
OVERDRIVE
Overdrive
Assembly
Cleaning and Inspection
Disassembly
Overdrive Housing Installation
Overdrive Main Shaft Oil Seal
Overdrive Shift Rail
Transmission and Overdrive
Assembly
Disassembly
Installation
Removal
PROPELLER SHAFT
Assembly
Construction
Disassembly
Inspection
Installation
Removal
Universal Joints
REAR AXLE
Rear Axle
Assembly
Construction
Disassembly
Inspection
Installation
Removal
Specifications
Differential Assembly
Drive Pinion
Removal
Installation
52
52
51-52
48-50
52
52
52
1-7
4
4
5
4
1-3
5-6-7
92-103
92-97
97
96-97
92
98
97
97
98
100
99
103
98
104-105
105
104
104
104
105
104
105
106-115
106
115
106
109
111
115
109
106
109
109
110
112
SPRINGS, SHOCK ABSORBERS
AND STABILIZERS
Front Coil Springs
Front Shock Absorbers
Front Stabilizer
Rear Shock Absorber
Rear Springs
Rear Spring Shackle Identification
Riding Height and Spring Sag
Shock Absorbers
Specifications
STEERING GEAR
Steering Gear
Adjustment
Assembly
Construction
Disassembly
Installation
Lubrication
Removal
Specifications
Center Steering Arm
Drag Link
Jacket Tube Bearing
Steering Gear Jacket Tube
Steering Wheel
Trouble Diagnosis
TRANSMISSION
Assembly
Construction
Countershaft
Countershaft Gear Cluster
Disassembly
Drive Gear Bearing Retainer
Inspection
Installation
Main Drive Gear
Mainshaft Assembly
Rear Bearing Retainer
Removal
Reverse Idler Gear
Shift Shafts and Interlock
Specifications
Transmission Control (Handy Shift)
WHEELS AND TIRES
Front Wheel Bearing Adjustment
Specifications
Tightening Wheel Hub Bolts
Tire Inflations
Wheel and Tire Balance
Wheel and Tire Run-Out
132-135
132
134-135
135
134-135
133
134
132
134-135
132
125-131
125
130
128
126
128
129
126
128
126
130
129
127
127
127
131
81-91
86
88
89
87
84
88
86
89
88
88
89
83
88
86
83
91
144-145
145
144
145
144
144
145

1 LUBRICATION

LUBRICATION 2

3 LUBRICATION

LUBRICATION 4
SECTION 1
LUBRICATION
Proper lubrication is the life of every piece of
mechanism. This is particularly true of the motor car.
Correct lubrication spells the difference between long
life or rapid and premature wear.
For this reason, a definite plan and schedule for
application is necessary in order to provide the various
bearing surfaces with the right amount of the correct
lubricant at the proper intervals.
It is a well-known fact that one type of lubricant
will not suffice for all applications. The degree of load
carried and operating conditions make necessary the
use of different types of lubricants.
In order to familiarize Hudson mechanics on the
proper lubrications of the engine, chassis and body;
lubricating charts indicating points to be lubricated,
type of lubricant to be used and the frequency of
application are shown in this Manual.
NOTE: Quality lubricants are used in the course of
assembling every new car. These need not be
changed until the recommended mileage period
shown in the Lubricating Schedule.
ENGINE OILING CIRCUIT
Pressure lubrication to all engine bearings is main-
tainedbyarotortypeoilpumpmountedontheright
side of crankcase and driven by a worm gear on the
camshaft. Oil is drawn by the suction side of the pump
through a pipe connecting with a floating screen fixed
in the oil pan.
The oil pump parts consist of an inner and outer
rotor, a shaft and the body and cover. No adjustment
of the pump is required. Oil pressure is regulated by a
built-in, nonadjustable release valve and spring. These
areaccessible for inspection or cleaningthrough a plug
opening at the left rear side of engine.
When the engine is started, the release valve has
moved to a position that closes the oil passage-way to
the oil filter passageway and permits full pump flow
direct through the main oil gallery, extending the
full length of the crankcase. This oil gallery is
intersected by drilled leads to all main and camshaft
bearings and the valve tappets.
Through the drilled crankshaft, oil pressure from
the main bearings is distributed to each connecting
rod bearing. An angular hole drilled through the
large end of each connecting rod and upper half of
bearing shell deposits a uniform spray of oil on all
cylinder walls.
Fitted in the front end of main oil gallery is an oil
trough that conducts a small stream of oil to the
timing chain and sprockets.
The oil measuring gauge seats on a tube pressed
in the crankcase at the left rear side. A pressure type
oil signal switch mounted above the oil pump and
connected with the main oil gallery operates the
dash oil signal light which shows red when the oil
pressure drops below approximately 13 pounds
ENGINE OIL
Select oils from the well-known brands and of
the proper viscosity to suit your seasonal and driv-
ing requirements.
The oil refiners or marketers supplying oils are
responsible for the quality of their product and their
reputation is the car owner's assurance of receiving
high-grade lubricants.
It is most important that the oil should have the
ability to flow at low temperatures to permit easy
starting and at the same time, afford adequate lubrica-
tion when the engine is a t normal operating tempera-
tures. The oil selected should be based on its ability to
perform these two functions at the lowest anticipated
temperatures expected before the next oil change peri-
od. The following table will be helpful in making this
selection.

5 LUBRICATION
FOR USE
90° Average Temperature S.A.E. 30
32° Minimum Temperature S.A.E. 20
10° Minimum Temperature 20W
-10º Minimum Temperature 10W
Below -10° Temperature, 5W. or 10W plus
10% Kerosene
Your Authorized Hudson Dealer, who has had
long experience with the brands of oil available
in your locality, will be glad to help you with
your lubrication problems.
ENGINE OIL LEVEL - The level should be
checked each time you purchase gasoline. The
oil level gauge is located on the left side of the
engine.
FIGURE 3
For normal operation, the oil level is satisfac-
tory when it is within the "Oil Level Range."
For high speed operation, the level should be
maintained near the full mark. (Top line on the
"Oil Level Range.") Figure 3.
To make an accurate check, it is best to wait a
minute or two after shutting off the engine to
permit the oil to drain back into the reservoir
(oil pan). Oil is added through the oil filler
opening by removing the filler cap.
WHEN TO CHANGE ENGINE OIL
The oil which is placed in the engine at the
factory should b e drained and replaced after the
first 500 miles of operation.
Thereafter, at intervals of 2,000 miles the
reservoir should be drained and refilled with
new oil of good quality. If the car is operated
constantly in dusty areas or for short distances at
low speeds during cold weather, which permits
foreign matter and sludge to accumulate, it
should be changed more frequently. However,
the actual change period is largely dependent on
the individual driving circumstances.
NOTE: Darkening or discoloration of oil does
not always mean that it is unsatisfactory. But
evidence of dilution or dirt is good indication
that the oil should be changed and the filter
cartridge should be replaced.
CAUTION: The use of flushing oils or com-
pounds is not recommended. However, in the
event they are used, the oil reservoir should
be thoroughly drained before installing new
oil.
ENGINE OIL CAPACITIES - The total engine
oil capacity is 5-1/2 quarts. When the oil is drained
in the conventional manner, the refilling quantity is
5 quarts.
Approximately two quarts of oil are required
to bring the level from the "Low" to "Full" mark.
BREAK-IN OIL - Should the use of so called
"break- in" oils or special compounds for break-
ing in new engines be decided upon, make sure
the supplier guarantees that they contain no
harmful ingredients.
LUBRICATION SCHEDULE
The lubricants placed in your car at the time
of assembly are of the best quality and need
not be changed until the recommended change
period shown in the Lubrication Schedule has
been reached.

LUBRICATION 6
AT 500 MILES
Drain engine oil reservoir and refill with new oil of good quality. See "Engine Oil" - Page 4.
EVERY 1,000 MILES
VISCOUS CHASSIS LUBRICANT
Points Points
Drag Link
Upper Support Arm Outer
Upper Support Arm Inner
Lower Support Arm Outer
Lower Support Arm Inner
Brake Pedal Bearing
2
2
4
2
4
1
Center Steering Arm Pivot Bearing.
Tie Rod End
Steering Spindle Pivot Pins
Clutch Pedal Bearing
Rear Spring Shackle Bushing
1
4
2
1
4
ENGINE OIL
Points Points
Engine
Door Lock Push Button
Door Hinge
Door Striker Wedge
Fuel Tank Filler Door Hinge and
Spring
4
8
4
3
Hood Hinge
Windshield Wiper Pulley
Remote Control Shift Lever
Rear Compartment Door Hinge
8
4
1
8
WATER RESISTANT LUBRICANT
Points Points
Windshield Wiper Cables at Pulleys
Door Lock Star Wheel and Dovetail
..
Rear Compartment Door Latch and
Striker
Door Check Arm
4
8
1
4
Dome Light Switch
Door Striker
Hood Upper Lock
Hood Lower Lock
2
4
1
2
Check Oil Level
E. P. GEAR LUBRICANT - S.A.E. 80 WINTER, S.A.E. 90 SUMMER
Transmission
Overdrive Check Level Check Level Steering Gear Check Level
HYDRA-MATIC DRIVE FLUID
Hydra-Matic Drive Transmission Check Level
MULTI-PURPOSE GEAR LUBRICANT - S.A.E. 140
Rear Axle Check Level GEAR OIL - S.A.E. 140
Universal Joint Needle Rollers 2 Points
DISTILLED WATER
Check Battery Electrolyte Level and Gravity.
WATER OR ANTI-FREEZE
Check Coolant Level and Anti-Freeze Strength.

HUDSON HYDRAULIC BRAKE FLUID
Check Brake Master Cylinder Fluid Level
.EVERY 2,000 MILES
Perform operations included in 1,000 mile lubrication, in addition to the following:
ENGINE OIL
Engine - Drain Oil Reservoir and Refill.
See "Engine Oil," Page 4.
Generator 2 Points
Distributor 4 Points
Air Cleaner - Standard - Wash and Re-oil
Air Cleaner - Oil Bath - Remove, wash and add
new oil.
Oil Filler Pipe Cap - Wash and Re-oil.
Throttle Operating Linkage All Joints
Brake Operating Linkage All Joints
EVERY 5,000 MILES
Perform operations included in 1,000 and 2,000mile lubrications, in addition to the following:
Oil Filter Renew cartridge
E. P. LUBRICANT - S.A.E. 80 WINTER, S. A. E. 90 SUMMER
Transmission Drain and Refill Overdrive Drain and Refill
VISCOUS CHASSIS LUBRICANT
Brake Cables Clean and Lubricate
EVERY 10,000 MILES
Perform operations included in 1,000 mile, 2,000 mile and 5,000 mile lubrications, in addition to the
following:
VISCOUS CHASSIS LUBRICANT
If springs are equipped with metal covers use Viscous Chassis Lubricant using special lubricating
clamp. If springs do not have metal covers, do not lubricate.
MULTI-PURPOSE GEAR LUBRICANT - S.A.E. 90
Rear Axle Drain and Refill
IMPORTANT: When checking the level of the lubricant in the rear axle and transmission, make
sure that the lubricant has stopped foaming. If the car has been run for a considerable length of
time, it should be permitted to stand long enough to allow the oil to reach the true level before
checking.
Hydra-Matic Oil Level Indicator Clean
SODIUM SOAP BASE LUBRICANT
Front Wheel Bearings Remove, Clean and Repack
Rear Wheel Bearings Remove, Clean and Repack
VERY 25,000 MILES
HYDRA-MATIC DRIVE FLUID
Hydra-Matic Drive Transmission Drain and Refill
7 LUBRICATION

ENGINE TUNE-UP 8
SECTION 2
ENGINE TUNE-UP
SPECIFICATIONS
Cylinder Compression
Vacuum, Intake Manifold
Valve Tappet Clearance (Hot)
Battery Specific Gravity
Starting Motor
Cranking Voltage
Cranking Amperage
Stall Test:
Volts
Amperes
Torque
Coil Amperage Draw:
Engine Stopped
Engine Idling
Distributor:
Point Gap
Cam Angle - (Dwell)
Spring Tension
Condenser Capacity
Advance: Automatic
0° at 300 R.P.M.
1° at 350 R.P.M.
4.5° at 500 R.P.M.
12° at 1325 R.P.M.
13.5° at 1500 R.P.M.
Generator Output:
Cold - at 870 to 970 R.P.M
Cold - at 1925 to 2125 R.P.M.
Hot - at 950 to 1050 R.P.M
Hot - at 2350 to 2550 R.P.M.
Voltage Regulator:
Contact Point Gap
Contact Close
Contact Open (After 15 Amp Charge)
Voltage Regulator Operates
Spark Plug Gap
Fuel Pump (Carter)
Pressure
Volume
Carburetor
Float Setting
Pump Travel
Idle Adjustment
Climatic Control
Minimum 100 lbs.
17-20" Hq.
Intake .010" - Exhaust .012"
1.270
5 0 Volts
Approximately 160 Amps
2 0 Volts
Maximum Amps 280
Min. Ft. Lbs. 4.4
5.0 Amps
1 5 - 2.0 Amps
.020"
39º
17 to 20 oz.
21-25 Mfd.
Vacuum
0° at 5-1/4"
1° at 5-3/4"
4° at 7-1/2"
6° at 8-3/4"
7.5° at 9-1/2"
6 4 Volts 0 Amps
8.0 Volts 45.0 Amps
6.4 Volts 0 Amps
8.0 Volts 45.0 Amps
Minimum .015"
6.3 to 6.8 Volts
4.1 to 4.8 Volts
7.25 Volts 22 Amps at 100° F.
.032"
4 lbs. min. - 5 lbs. max. @ 1800 R.P.M.
1 quart 60 seconds 500 R.P.M.
Carter - Model WAI-2009S
1/2"
16/64"
1/2 to 1-1/2 turns open
Set one point lean

9 ENGINETUNE-UP
ENGINE TUNE-UP
Engine tune-up is important in maintaining
engine performance, fuel economy, dependabili-
ty, and complete owner satisfaction. Modern high
speed engines demand accurate diagnosis and
adjustments. It is recommended that the engine be
tuned every 5,000 miles.
The tune-up procedure that follows is ar-
ranged in the usual order of performance, which
is generally: compression, ignition, carburetion.
Various manufacturers of testing equipment have
set up specific procedures for their units which
may be followed.
Many of the tests involved in the tune-up are
dependent upon a battery in good condition. If the
battery is below standard it should be recharged,
or replaced with a fully charged battery before the
tune-up.
ENGINE
COMPRESSION
An engine that fails to develop proper com-
pression cannot be tuned. Compression should be
checked with the engine at operating temperature
with a reliable compression gauge. Test is made
with ignition switch off and all plugs removed.
1. Loosen spark plugs to break free any accumulated
carbon.
2. Use an air hose and blow out all dirt and carbon
from spark plug cavities before removing
plugs.
3. Remove all plugs.
4. Insert compression gauge in each spark plug
holeinturn and crack engine withstarterat least
4 compression strokes.
NOTE:Checkreadingonfirst and finalstroke.
5. Compression at each cylinder should be at least
100 pounds and should not vary more than 10
pounds.
NOTE: If compression gauge moves up in
jerky steps of 10 or 20 pounds at a time, it
generally indicates a sticking or leaking
valve.
valve. If two adjacent cylinders show low com-
pression readings, check for a leaking cylinder
head gasket or loose cylinder head.
To differentiate between ring and valve leak,
place a small quantity of oil on top of each piston
and re-test. Oil will temporarily seal a ring leak
and result in near normal compression. Little or no
improvement will be noted if valve is leaking.
Correct any unsatisfactory condition found
during the compression test before continuing with
the tune-up.
SPARK PLUGS
Upon satisfactory completion of the compression
test, inspect, clean and adjust spark plugs.
1. Spark plugs with burned, blistered or cracked
porcelains, o r with pitted o r burned electrodes,
should be replaced with new plugs of the same
type. For cast iron and aluminum cylinder
heads, use Champion H-8 spark plugs. See
"Electrical Section".
2. Adjust spark plug gaps to .032" using a bending
tool and wire loop gauge.
3. Install new gaskets on the plugs and replace
plugs in cylinder head. Tighten to 25 to 30
pounds with a torque wrench.
4. Examine spark plug wires for loose terminals,
cracked or broken insulation. Replace defective
wires.

VACUUM TEST
An engine in good :condition - will show a
steady, or slight fluctuating , high vacuum
reading from 18" to 21". Vacuum readings
are affected by altitude. Over 2000 feet the
vacuum gauge will show about one inch lower
for each 1000 feet of elevation.
1. Remove wiper hose at intake manifold and
connect vacuum gauge hose. (If the engine
has a combination fuel and vacuum
pump,disconnect the booster pump line at intake
manifold.)
2. Check carburetor and intake manifold nuts
for tightness.
3. Connect one lead of tachometer to the distributor
primary terminal and the other lead to engine for
ground. Adjust carburetor to obtain a smooth idle
at 540 to 580 R.P.M. If car is equipped with
Hydra-Matic Transmission, set idle speed at 490-
510. Vacuum readings at sea level may be inter-
preted generally as follows:
18 - 21" Steady or with slight fluctuation: En-
gine in good condition.
15" Steady: Incorrect ignition timing.
10" Steady: Incorrect valve timing, or
burned valves.
15 - 21" Fluctuating: Sticking valves or com-
pression leak.
12 - 16" Drifting: Carburetor too rich or too
lean
.
Any number of engine conditions may
cause the same action of the vacuum gauge.
The exact cause must be established by process
of elimination.
VALVE TAPPETS
Check the valve tappets clearance when
the engine is at normal operating temperature.
Correct valve clearances are .010" for
intake valves, .012" for exhaust valves.
TAPPET ADJUSTMENT
1. Raise front of car, place stand jack under
frame cross member and remove right front
wheel.
2. Remove bolts on the fender side dust shield
and attaching parts and take out shield from
under the fender.
3. Remove front and rear tappet covers and
breather pipe . Take out the rear tappet cover
by sliding cover forward and out.
4. Adjust tappets and re-install parts.
CYLINDER BALANCE TEST
The Cylinder Balance Tester compares the eve-
ness of the power output of each cylinder in the
engine.
1. Connect the vacuum gauge in Figure 2 and
set the throttle until engine is running at
1500 R.P.M.
FIGURE 2
2. Ground the master clip of the cylinder balance
tester and connect individual leads to the spark
plugs 2-3-4 and 5. Engine will now run on 1 and 6.
3. Note the reading on the vacuum gauge. Make
the same test on each pair of cylinders in the
following sequence. 6 Cylinders 1-6, 2-5, 3-4.
ENGINE TUNE-UP 10

NOTE: A variation of more than 1 inch of
vacuum or 40 R.P.M. between pairs of cylin-
ders being tested indicates either a defective
plug or unequal compression in a cylinder.
To isolate one weak cylinder, short out half the
cylinders. The half giving the lower reading will
include the weak cylinder.
Air bubbles prevalent in the radiator filler neck
(radiator filled with coolant to th e overflow pipe)
indicates a leaking cylinder head gasket, cylinder
head or internal cracks in the water jackets.
An extreme blow-by at the oil filler pipe indi-
cates defective piston rings. (Compression pres-
sure by-passing the piston rings.)
BATTERY SPECIFIC GRAVITY
Check the battery specific gravity with a hy-
drometer. A battery when fully charged should
read 1.270 specific gravity at 70° F. A uniform
hydrometer reading below 1.225 at 70° F. indi-
cates a low battery that should be recharged.
FIGURE 3
BATTERY LOAD TEST
Battery may be tested under load by connect-
ing a voltmeter across the terminals and cranking
the engine. Battery is satisfactory if
it will crank the engine for 1/2 minute and the
voltage does not drop below 4-1/2 volts. Slow
cranking speed or lower voltage may be due to
high resistance in the starter circuit. Check cables
and retest. (DO NOT crank for more than 1/2
minute at a time.)
A standard cell tester may be used to make the
load test. The cell tester has a shunt across the
terminals which places each cell under load. Each
cell should show 1-1/2 volts or over, and the vari-
ation between cells should not exceed .15 volts.
If a Starter-Battery Tester is not available, a
voltmeter can be connected across the battery ter-
minals while cranking t he engine with the starting
motor. The battery is in good condition if the
starter cranks the engine at a good speed for 1/2
minute and the voltage does not fall below 4-1/2
volts. DO NOT crank for more than 30 seconds
without allowing starter motor to cool.
NOTE: A slow cranking speed or voltage lower
than 4-1/2 volts indicates a weak cell or high
resistance in the connections to the starter.
Check battery cables and connections and re-
peat the "Load Test".
DISTRIBUTOR
1. Remove wires from cap anu inspect cap and
rotor for cracks and burned or corroded contacts.
Replace defective parts.
2. Clean spark plug cable sockets with tool No.
KMO-230.
CONTACT POINTS
1. Inspect distributor contact points f o r alignment,
corrosion, burning o r pitting and clean with
carbon tetracholoride.
2. Replace burned or corroded points. If points are
badly pitted, check condenser for over or under
capacity.
3. With a feeler gauge set the points for the proper
gap. Correct gap is .020".
NOTE: Contact points adjustment is made by
loosening the clamp screw (B) Figure 4, holding
11 ENGINE TUNE-UP

the stationary contact plate, then turning
eccentric adjusting screw (D) to move the
contact point. Tighten clamp screw when
correct gap is secured.
FIGURE 4
4. Bend stationary contact point if necessary
to secure correct alignment.
BREAKER ARM SPRING TENSION
1. Hook a spring scale to the breaker arm at the
contact and pull at right angles to the contact
surfaces. Tension should be 17 to 20 ounces
just as the points open.
2. Adjust spring tension by loosening screw
attaching breaker arm spring to plate and
move end of spring in or out of clip as
necessary.
CONDENSER
1. Inspect condenser lead to see that it is not
frayed or broken and is connected securely to
breaker arm clip. Condenser mounting screw
must make tight ground to breaker plate.
Ground wire from breaker plate to subplate
must be securely connected.
Check condenser with suitable equipment and
if capacity is not within range of .20 to .25 MFD,
replace with new part.
DISTRIBUTOR DWELL TEST
Check distributor cam angle or dwell on a distribu-
tor tester to determine the cam angle or degrees of
dwell of the distributor point. This should be 39 de-
grees with distributor contact point set at .020".
Ifthe dwell angle is too great, the contact point gap
is set too close. If the dwell angle is too small, the
contact gap is too wide. An erratic reading of the
Dwell Meter will indicate faulty contact, a faulty
breaker plate, a worn distributor shaft and bearings. A
change of dwell angle when accelerating or deaccel-
erating, the engine will indicate a faulty breaker plate,
bearing or support plate.
VACUUM ADVANCE ADJUSTMENT
Vacuum should be checked on a distributor tester
that has a controlled source of vacuum and a vacuum
gauge
.
If the vacuum advance range does n ot conform
with specifications, it may be varied by inserting or
removing washers under the sp r in g in the vacuum
chamber. Carefully check for leaky diaphragm and
sticking linkage.
AUTOMATIC ADVANCE
Place distributor on tester and check the advance
curve R.P.M.'s against the degree of advance.
If the degree of advance is more than specifications
call for at the same R.P.M., it indicates that the gover-
nor spring tension is too weak and the advance is too
rapid.
If the degree of advance is less than specifications,
call for at the same R.P.M., the spring tension is too
stiff and the advance is too slow.
In most cases, the tension of the spring may be
increased or decreased by bending the brackets on the
weight plates to which the springs are attached, in
order to make the springs conform to specifications.
Check the advance both up and down the speed
range so that the sluggish action of the governor will
be indicated and may be corrected by cleaning and
lubrication.
NOTE: Every 2,000 miles, lubricate contact arm
pivot, wick top of shaft, cam lobes and 3 to 5 drops
of medium engine oil at oiler.
ENGINE TUNE-UP 12

COIL
If a faulty coil is ,suspected, the coil should be
tested with a test light or approved coil testing
equipment.
A quick test with the coil on the car can b e
made by removing the high-tension wire from the
center of distributor cap and hold end of wire 1/4"
from cylinder head and while cranking engine, if
a spark occurs regularly the coil can be consid-
ered satisfactory.
IGNITION TIMING
1. Place a chalk mark on the long line before No.
1-U.D.C. on the vibration dampener, Figure 5.
FIGURE 5
2. Connect one lead of the power timing light to
No. 1 spark plug and the other lead to the
negative terminal of the battery.
3. With the engine idling properly, the timing
light flash should occur when the chalk mark
is in line with the pointer on the timing chain
cover.
If timing is off, make the necessary correction
by loosening the distributor advance arm screw
(on octane selector) and rotate distributor clock-
wise for retard and counterclockwise for advance.
4. Increase engine speed. The vacuum advance
should be at full retard position but should
advance readily when the engine speed is in
creased.
To set the timing without a timing light, re-
move No. 1 spark plug and crank engine until No.
1 piston starts up on compression stroke. Continue
cranking until long line on dampener lines up with
pointer. Loosen distributor quadrant screw and
rotate distributor clockwise to the limit of the slot
in the quadrant. Remove secondary wire from
center of distributor cap and hold bare end of wire
about 1/8" from the cylinder head. With ignition
switch on, slowly rotate the distributor counter-
clockwise just until a spark jumps from the wire to
the cylinder head; then tighten quadrant screw.
Spark setting may be advanced with fuels of
high octane rating.
Correct ignition timing is indicated by a slight
"ping" at about 15 M.P.H. when accelerating at full
throttle from 10 M.P.H. in high gear. If no "ping"
is heard, timing should be advanced one quadrant
graduation mark at a time until the "ping" is heard.
CRANKING VOLTAGE
1. Connect the negative voltmeter lead to the
starter switch terminal (where the battery to
starter cable is connected), Figure 6.
FIGURE 6
2. Connect the positive voltmeter lead to engine
for a ground.
3. With the ignition key off, engage the starter
motor and note the reading on the voltmeter.
The cranking voltage should read 5 volts or
more.
CAUTION: Crank engine intermittently (not
more than 30 seconds) to prevent starter motor
from overheating.
13 ENGINETUNE-UP

volts, check the battery and engine ground cables,
starter cable and the starter solenoid to determine
the low reading.
BATTERY AND ENGINE GROUND STRAPS
1. Connect the voltmeter positive lead to the
battery ground terminal, Figure 7.
FIGURE 7
2. Connect the voltmeter negative lead to engine
ground and a jumper to the frame.
3. With ignition off, crank engine and make volt
meter reading, (should not be more than .2).
4. If more than .2, check ground strap connections
from battery to engine. Replace defective ground
straps.
STARTER CABLE
1. Connect the positive voltmeter lead to the
"BAT" terminal of the starter and the negative
lead to negative battery post.
2. Crank engine again (ignition off). If the
voltmeter reading is more than .2, check
for loose connections or frayed cables.
STARTER SOLENOID
1. Connect negative voltmeter lead to "BAT" termi-
nal of starter solenoid switch and positive lead to
motor terminal of the solenoid switch, Figure 8.
2. Close the solenoid electrically to crank the
engine; and if the reading is more than .2
volts, replace solenoid switch.
FIGURE 8
AMPERAGE DRAW TEST
1. Turn battery starter test know to "off" position
and the voltmeter "selector switch" to the 15
volt position and connect test leads, Figure 9.
FIGURE 9
2. Press starter switch and crank engine for
approximately 15 seconds and note the
"exact" reading on voltmeter.
3. Release Starter Switch and turn Starter-Battery
Tester knob clockwise until the voltmeter
reads "exactly" the same as when cranking the
engine. Ammeter reading should be 140 to
160 amperes (engine warm).
ENGINE TUNE-UP 14

4. Turn tester to off position after completing test.
NOTE: Excessively high readings indicate a short
in the starting motor circuit or an excessive drag
on the motor due to a bent armature shaft or the
field coils touching the armature. Low readings
indicates excessive resistance in the circuit caused
bylooseconnections,wornbrushes,or weak brush
spring tension.
FAN BELT ADJUSTMENT
1. Loosen generator adjusting bracket bolt (A -
Figure 10), Nut (B) and 2 generator support
bracket bolts (D), three to four turns.
2. Apply a torque wrench approximately 12"
long and as nearly vertical as possible to head
of generator adjusting bracket bolt (C) and
pull generator against fan belt.
3. With torque wrench indicating 10-1/2 foot
pounds tighten generator adjusting nut (B)
securely. Remove torque wrench and tighten -
remaining 3 bolts securely.
FIGURE 10
GENERATOR
GENERATOR OUTPUT CHECK
1. Disconnect battery lead at voltage regulator
"B" terminal; connect the ammeter negative
lead to the regulator "B" terminal and the
positive lead to the wire disconnected from
the regulator, Figure 11.
FIGURE 11
2. Install a jumper from generator field terminal to
a ground. Momentarily raise the engine to about
1250 R.P.M. the reading on the ammeter should
read 45 amperes minimum output.
CAUTION: The engine MUST NOT be run for
more than a few seconds while making the
above test, due to danger of burning out the
generator. All lights and accessories must be
turned off also to prevent damage due to exces-
sive voltage.
NOTE: A 11 generator tests should be made
with the generator circuit at normal operating
temperature.
GENERATORCIRCUIT RESISTANCE CHECK
1. Disconnect battery lead at voltage regulator "B"
terminal; connect the ammeter negative lead to
the regulator "B" terminal and the positive lead
to the wire disconnected from the regulator,
Figure 12.
FIGURE 12
15 ENGINETUNE-UP