Hudson HT Special 8 1935 User manual

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<G oTHE OWNER
of this
HUDSON EIGHT MOTOR CAR
A great deal of money, time and care has been devoted to the proper
designing, manufacturing and preparation of this car for delivery into
your
hands.
We share your pride in its character and appearance, and our sincere
hope is that you derive from its operation the full enjoyment and
utility to which you look~<l forward when purchasing 1t.
For these reasons, may we tak~ the liberty of suggesting that a fine
mechanism such as this new car of yours will always respond with
its best to considerate treatment and care?
It will repay you well for the slight outlay in attention and cost
required to give it regular and proper lubrication, inspection at stated
intervals, and
such adjustments as may be indicated from time
to time.
Terraplane an<l H udson Distributors and Dealers in your cummu1my,
and practically eve rywhere you may drive, are prepared with equip,
ment facilities and ex peri enced personnel to give your car uniform,
proper and
complete attention in these respects at moderate prices
for the materials supplied and services rendered. We recommend
to you their expert and friendly interest in your car.
As to this manual itself, its chief purpose is to acquaint you with
the
means of taking the best care of your car, so that you may derive
from it the full measure of operating quality and long economical
life built into it at the factory. Will you cooperate to the extent
of reading this manual and keeping it in the locker box of your car
for ready reference as needed?
HUD SON MOTOR CAR COMPANY
Detroit, Michigan
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Index
Pag e
Pa(Y c
~
Axle-Front
7-29 Engine
5- D
Axleflex .
32- 46
Carburet or and Fuel
Bearing
Ad justment .
29
System 6-18
Cambe r.
'')
·'-
Generator
6 20
Caster
'')
·'-
I gnition System 6-
16
Lubrication
32
Lubricants
16
Wheel Ali gnment
")
·'-
Lubri cation System
14
Starting Mot or
6-19
Axle-Rear
7-27
Tun ing Engine
19
Ad justment
27
Equipment
•Vi
Lubrication
29
Foreword . 1
Battery
38
Car e . 38
Headlamp s 36
Registration 38
Adju stment
37
Removal of Lens 38
Body
42
Inspection Servic e . 3
Door Ad justment
43
Lubrication
44
Li ce n se Data
5
Seat Adjustment
42
Lubrication Chart
Inside Back Cover
Trim Panels
43
Ventilation
44
Operation
9
Windshield Regulator
43
Br eaking -i n Instructions. 12
Body T y pes
5
Luhr icants- Sp ecial
13
Starting the Engine .
11
Brakes
7-35
Sho ck Absorbers and Springs
36
Clutch
7- 24
Stabilizer
46
Lubrication 24
Ste e ring Gear
7
''
.,.,
Pedal Adju st ment
,-
Adjustment
,,
_)
:,:,
Cooling Sys tem
6- 21
Lubrication
35
Anti -Freeze
22
Storage-Preparing Car . 47
Care of Cooling System
21
Technical Informati on
5
Cooling Sy stem Operation .
21
Water Pump
21
Tire s and Wheels
8 41
Inflation Pr essures 41
E le ctric Hand
9- -45'
Removal and In stallation
41
Electrical Units
Spare Tir e Removal
42
Tir e W ear
41
Battery 38
Generator
6-20
Transmission
7-25'
Headlamps .
36
Lubri cat i on
25
Ignition System 6-
16
Warrant y '
Starter
'
6-19
Wirin g Diagrams
39 - 40
Wiring Diagrams 39- 40
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Warranty
"\Ve warrant each new passenger automobile manufa ctured by
us to be fr ee fr om defects in material and workmanship und er normal
use
an d servic e, our obligation under this warranty being limited to
making good
at our factory any part or parts thereof, including all
e
quipment or trade accessories (except tir es) supplied by the Car
M anufactur er, which shall, within nin e ty ( 90 ) days after making
delive
ry of such vehicle to the original pu rchaser or before such
vehicle has been driven 4,000 miles, whichever event shall first occur.
be
returned to us with tran s portation charges prepaid, a nd which our
examinati on shall disclose to our satisfaction to have been thus defe c-
tive, this warranty being e xpr essly in lieu of all o ther warrantie s
e
xpr e.ssed or implied and of all o th er obligations or liabilities on our
part, an d we neither assume nor authorize any other person to
assume for us
any liability in co nne ction with the sale of our vehicle s.
" Thi s warranty sha ll not apply to any vehicle which shall hav e
been repaired or altered by
ot her than an Auth orized T erraplane and
Hudson Distributor or Dealer in any way so as, in the judgment of
the M anufac tur er, to aff ect its stability or reliability nor which ha s
heen subject to misuse, negligence or acc
ident ."
HUDSON MOTOR CAR COMPANY
Detroit , Michigan , U. S. A.
Inspection Service
Upon deliv ery of the new car the Dealer will furnish the ow n er
with an Owner's Service Policy a nd Id entification Ca rd , which en-
titles the owner to replacem
ent of any defective parts in acco rdan ce
\vith the
Standard Warrant y.
The
car will be inspected and lubricated by the Dealer who sold
the car at the expirati on of 500 miles and 1,500 miles of driving
at no cha rg e other than the list price of engine oil, lubricants or
supplies used. If the car is taken to a Te rrapl ane and Hud son Dealer
other than the one who sold it, the inspections will be made at a
nominal cost.
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4 H U
DSO N E I GHT
Th e 1mp.::ct1ons mclu c..l e th e following operations:
500 Mile Inspection
Lubrication
I. Cha&is Fittings
2. Eng111 e (Change Oil)
3. Water Pump
5. Generator
6. Distributor
7 Hood Locks
4. Starter 8. Door Lock Striker
9. D oor Dovetails
Mechanical In spection
1. Check Engine Tune,up 9. Lamps
(Minimum
Vacuum Gauge (Connections ,tnd Bu lb~ )
Reading-18) 10. Battery
')
Fan Belt Adju s tm ent 11. Clutch Pedal AdJu srmenc
3. Generator Charging Rate 12 . Rear Wh eels Tight on Tap er
4 Generator, Starter and Battery 13. Tight en All Wh eel Bolts
Connections 14.
Adju st D oor Strikers an<l Do\c -
5. Generator Relay tails
6. Generator Re gulator 15. Inflate Tir es
7
Water Pump Gland 16. Fill Radiator (Ant1-frcc:c m ~o ld
S. Front Wh eel Bearing Adju stment weather)
17. Front Wheel Alignment
15 00 Mile Inspection
Lubrication
I. Chassis Fittings
2. Engine
(Add O il - if nc~cs-,ary)
3.
Throttl e Ro ds
4. Generator
5 D 1st nhucor
6. Wat er Pump Shaft
7. Startmg Mot o1
q_ Clutch
9. T ra ns mi ss1on
I 0. Rear Axle
11. Steering Gear
12. Hood Locks
I 3. D oo r Locks anc.l D O\ ddib
14 . Shock Absorbers
Mechanical lnspect io11
1. Engine Tune - up
Spark Plugs, Di strib utor
Points, Tappets, Ignition
Timing , Carburetor
(Minimum Va cuum Gauge
Reading 18)
') Water Pump Gl and
3. Fan Belt
4. Radia tor (Anti-free::;c in col<l
weathe r)
5. Battery
6. Instruments
and S1gnalc:.
17. Door
~ Inflatl: Tire s
8.
Pitman Arm Tight on Shaft
9. Dr ag Link
10.
Bo<ly Bolts Ti ght
11 Front Wh eel Bearing- Adju-,r
mcnt
12. Tighten Wh eel Bolts
13. Brakes
14 Steering
Gear AdJU$tmcnt
l 5. Fr o nt Spring Clips Ti g ht
16 R ear Spring Clips Ti ght
Lock Stn kcrs
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OWNER'S MAN UAL
5
License Data
Car enal Number (on plate on dash under hood) :
Special De Luxe Custom
56101 and
up
54101 and up 55 1 01 and up
En~mc Serial
Nu mber (stamped on left side of cylinder block
o
pp o 1t e cylinder number 8) ....................... . .. 55000 and up
Num ber of Cylinders ............ 8 N. A. C. C. Horsepower Rating.28.8
Cylinder Bore
................. 3" Piston Displacement ..... 254 cu. in.
trokc
of P1.,t on ............. 4!/z"
Body Types
Special \Vt:ight
Coupe Business . . . . . . . . . . . 2,740
Coupe Rumble Seat
....... 2,810
Coupe Con\'ertiblc
........ 2,76'i
Coi.:h . . . . . . . . . . . . . . . . . . . . 2,840
Coach with
Trunk .......... 2,855
Sedan . . . . . . . . . . . . . . . . . . . . 2,890
Sedan with
Trunk .......... '.2,950
Custom \Ve1gh1
Club Sedan ............... . 3,130
Club Sedan \\'1th
Trunk .... .. 3,1 45
De Luxe Weight
Coupe B usines:, ........... 2,790
Coupe Rumble Seat.
....... 2,855
Coupe Convertible . . . . . . . . 2,805
Coach . . . . . . . . . . . . . . . . . . . . 2,880
Coach with Trunk. . . . . . . . . . 2,895
Sedan . . . . . . . . . . . . . . . . . . . . 2,945
Sedan with
Trunk. . . . . . . . . . 2,995
Cu~IOm Wl!lght
Brougham ................ 3,055
Brougham with Trunk
..... .. 3,070
Technical Information
Engine
Type ........................................... 8 Cylinders m Lme
Compre:-sion Ratio .
................................ Standard- 6 to 1
Optional-? to l
Actual Hor
se power Develop ed-
6 to 1 Compression ............. ...... ............... 113 @ 3800
7 to 1 Compression
.................................. 124 @ 4000
Firing
Ord er .............................. . .......... l-6-2,5,g,3,7,4
Number Main Bearings
............................................ 5
Main Bearing Clearance
......................................... 00 l"
Main Bearing End Play ......... . ......................... 006",.0 12
11
Valve Material ............................. Silicon Chr ome Alloy Steel
Valve Head Diameter
....................... Intak e, 1 Yz
11
; Exhaust, 1 Ys
11
Valve Tappet Cl earance (H ot ) ............... Intake, .006
11
; Exhaust, .008"
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6 H U D
SO N E IGH T
Camshaft Drive ............................................... G e. tr
Connecting Rod Lower Bcarin~ Clearance
..... 001"; End Play, .006" .lH "
Piston Material ................................ Lo Ex Aluminum Alloy
Piston
Type ..................................... T Slot Cam Groun<l
P1·ton Weight, Ounces ......................................... 10.7-i
Skirt Clearance ............................................... 001"
Number Piston Rings ..................... Compression, 2; 011 Control. 2
Width of Piston Rings ............ Compression, 3/ 32"; Oil Control. ; 16"
Piston Ring Gap ......................................... 009" .011"
Lubrication System
.......................... Hudson Duo - flo Autom. 1t1c
Oil Pump Type .................................... Osc11lating Plun~cr
Oil Reservoir Capacity
...................................... 7 Quart~
Capacity
of Lubncat1on System ............................... 9 Qu,1rt:,
Coo ling System
Type .............................................. Pump Circulat io n
Radiator
Type ....................................... Ribbon Cellular
Cooling System Capacity
.................................. 5 ~ Gallons
Fan Belt
................................................ "V" Typ e
Fu el Sys tem
Carburetor ....... . .......... Make. Carter; Type, Down Draft; 1:c, 1' . 4''
Choke Control ........................................... Automat1c
H
eat Control ............................................ Automatic
Fuel Delivery
................................................ Pump
Air Cleaner ...................................... Intake Silencer Type
G,tsoline
Tank Capacity .................................. 1'i Yz Gallo n-.
Starting and Ig niti on
Make ..................................................... Autolite
Spark Control
............................................ Automatic
Timing
............................................... Dead Center
Firing
Order ......................................... l- 6-2 -5-8-3-7•4
Distributor
Gap . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .020"
park Plug Type
......................................... J-7- Mctn~
Spark Plug Size
................ . ............................ 14 Mm.
Spark Plug
Gap ............................................... 025"
Generator Regulation
................. Third Brush and Voltage Regulator
Generator Charging Rate
................. Cold, 22 Amps.; Hot, 17 A mps.
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OWNER ' S MA NUA L
Lamp
Bulb Specifications
C. P. Base Voltage
H
eac.l
21 -32 D.C . 6--8
Parking
' S
.C. 6 8 .J
Dash Signals ' D
.C. 6 8
.)
I nstrument·
'
s.c.
6 8
·'
Stop an d T ail 2
21 D .C. 6 8
Dome
15 S. C. 6--8
V estihuk 15 s.c. 6-8
Fuse Hcac.llamp Circu it, 20
Amps.
Tail Lamp Circuit, 20 Amps.
Clutch
M a:c.la No.
2noc
63
64
63
1158
87
87
7
Type .................................... 0 11 Cushionc<l, mgle Plate
Clutch Pedal Ckarancc ,tt Floor Boarc.l ............................ I Yz"
Transmission
T ypc ...................................... .. ............. Selective
Gear Rat10 ................ Low, 2.42: ccond, 1.6: Hi gh, l; Rcver~e. 3.30
L uhncation ...... Summer, .A.E. 110; Winter, S.A.E. 80: Capacity, 3 Pmt~
Rear Axle
T ype ................................................ Sem1 ,Floating
Bcanng Type ................................ T aper Roller Throughout
Luhncat10n. . . . . . ummer, S
A.E . 110; W inter, S.A.E 90; Capacity, 3 Pints
Front Axle
Toe 111 .....•..•...••.•••••••••••••••••••••••••••.••••••••• 0 to 1 'f,"
Caster ................................................ .... 4°- 4Yz
0
Camber ................................................ . .. l , lYz
0
Brakes
Type ..... .. ................ .. ................ 4- Wh eel Cahlc Control
i::c ................ Special a nd De Luxe, 9" x 2 Y4 ": CuHom, 11" x I ¥4"
Clea rance Between L in111g and Drum .............. . ............. 010"
Steering Gear
Ty pe ..... .. ................. ...... ... Variabl e Pit ch W orm ,tn<l Sector
Gear R educ ti on. . . . . . . . . . pccial and De Lux e, I 5 to l; Cu stom, 16.4 to l
Lu
hncant. . . . . . . . . . . . . . . . . . . . . . ummer, S. A.E . 160; Win ter, S. A.E . 11 0
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8 H
UDSON EIG H T
T ir es
S1:e. . . . . . . . . . . . . . . . . . . pecial and De Luxe, 16 x 6. 25: Custom, 16 x 6. 50
Minimum
Air Pressure ............ Specul and De Luxe, F ront 22, Rear 28
Custom, Front 22, Rear ?6
Chassis Dim ensions
Wheelbase ..................... Special and De Luxe, 1 17"; Custom, 124"
Tread .... Front, 5 6"; Rear, Special and De Luxe, 5 6"; Rear, Custom, 57Yz"
Road Clearance ...................... Front Axle, 7%"; Rear Axle, 8Yz"
Clearance for Jack (One Tire Flat)
...... Front Axle, {¥4"; Rear Axle, 6%"
Over-all Length, rncludmg B umpers-
Special and De Luxe-
Sedan and Coach
.......................................... 190"
Sedan and Coach with Trunk .............................. 192Yz"
Coupe ................................................... 194''
Custom-
Sedan and Brougham ....................................... 197"
Sedan and Brougham with Trunk ........................... 199Yz"
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OW NE R' S MA NUAL
I
I
I
I
IGNlllON LOCK
9
STARTER BUTTON
Figure 1
OPERATION
The operation of the Hudson Eight follows standard practice in many
respects; however, even those accustomed to Hudson products may refresh
their memories on some
of the details by reading the following paragraphs:
The clutch is disengaged in the conventional manner by depressing the left
foot pedal to release the engine drive from the transmission.
When the button
on the left of the instrument panel is pushed in, the automatic clutch control
becomes operative.
The clutch is then disengaged simply by removing the foot
from
the accelerator pedal.
The transmission operation conforms to the standard shift. The clutch must
be
disengagcc.l (either by using the pedal or by removing the foot from the
accelerator pedal when automatic clutch control is being used) before shifting
gears.
The "Electric Hand" transmission control, which is available as a factory,
installed option, has a small lever, Figure
la, cpnveniently located just under
the rim
of the steering wheel. This lever has five positions arranged in th:
form of the letter H corresponding to the neutral, three forward and reverse
positions
of the standard transmission shifting lever. This lever is easily moved
to any
of the forward gear positions to select the gear desired. As a safety
feature,
it is necessary to lift up on the lever and at the same time push
forward in order to get into the reverse position.
The control
is electncal, while the actual shifting is accomplished by vacuum
power from the engine
inta!-::e manifold. The control is inter-connected with
the ignition switch and a circuit breaker
on the clutch pedal, making it
necessary to have the ignition turned on and the clutch pedal depressed (clutch
disengaged) before the system
is energized to accomplish a shift of gears. The
starter is also inter-connected with a circuit breaker on the clutch pedal,
requiring the clutch
to be disengaged before the engine can be started. This
1s a safety feature preventing the car from being moved should the engine
be started while the transmission
1s 111 gear.
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10
/
Figure la
HUDSON EIGHT
To operate a car equipped with
"finger tip" control: (1) depress the
clutch pedal, (2)
turn on the ignition
switch, (3) press the starter button.
Now,
\1.ith the engine running and
the clutch disengaged
(1f vacuum
clutch control
is being used it is not
necessary to hold the clutch disen·
gaged with the foot after the engine
is
started; simply take the foot off the
accelerator pedal) , move the finger tip
control to the gear position desired
and the shift will be completed
im -
mediately. Allow the clutch to
en-
gage while depressing the accelerator
and the
car will move normally for
th e gear se le cted. Wh en 1t is desired
to make another sh1f t simply depress the clutch pedal, move the finger tip
control to the gear desired and allow the clutch to re-engage.
With vacuum clutch the entire operation consists simply
of removing the
foot from the acceler
ator pedal, movmg the finger tip control to the desired
gear, then depressing the accelerator pedal to re-engage the clutch and
feed
the desired amount of gasoline mixture to the carburetor. '
A small toggle switch mounted
on the control arm can be used to make the
finger tip control inoperative when the car
is being serviced or to prevent
tampering with the shifting mechanism.
Th e need of a gear shift lever 1s eliminated on cars equipped with finger
tip control except should
1t be desired to shift the transmission when the engine
is not running. A shifting lever held to the right hand front door Jock pillar
by a small strap
is provided for this purpose. By removing the cover in the
floor mat, which exposes the top
of the transmission control, the shifting lever
can be
put in place and any desired shift made after the clutch pedal has been
depressed. The toggle switch on the ~e'cctor switch housing should
be turned
off while the shifting lever
is in place.
Th e brakes are operated on all four wheels either by depressing the right
foot pedal or pulling backward on the hand lever located to the left
of the
clutch pedal.
The engine speed
is controlled by the foot accelerator. The engine idling
speed
is automatically increased when the engine is cold to prevent stalling.
Th e lights on the car are operated by th e main lighting switch, which is the
knob to the left
of the instrument group, the instrument light switch located
under the instrument panel Just
to the right of the instrument group, the front
compartment
flood light switch located under the imtrument panel to the right
of the ash tray, th e driving light control switch on the toe board to the left
of th e clutch pedal, the dome lamp switch located on the right hand center
pillar, and the stop lamp switch.
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OWNER'S MANUAL
11
The main lighting switch has three positions. Parking, city driving and
country driving are obtained
as the knob is turned.
When the mam lighting switch is in the city or country driving position
the dnvmg light control (foot) switch becomes effective. By pressing this
control button and releasing
it the headlamp beams may be deflected to th e
city driving position immediately m front of the car or to the country driving
position in which the light will be projected a considerable distance ahead
of
the car. {S ee page 37 for Adjustment of Headlamps.)
The instrument light switch is a gradual control giving any intensity of
illumination desired from off
to full on by simply turning the knob.
The front compartment and dome lamp switches are of the conventional
toggle type.
The stop lamp switch is located on the chassis frame and is connected to
the brake linkage
so that the stop light is illuminated when the brakes are
applied.
The starter is controlled by the push button to the right of the ash tray.
The carburetor is equipped with Climatic Control (self-controlled choke)
which gives correct fuel mixture for all starting and running conditions with,
out any manual control on the
part of the operator.
Th e oil pressure signal is the red jewel located to the right of the center of
the instrument group. When the ignition switch is turned "on" this signal
will be lighted.
If it remains lighted or flashes while the engine is running
above idling speed, the engine should
be stopped and the oil level in the reser,
voir checked.
If necessary, check the oil lines. Do not run th e engine until
the trouble
is corrected.
The generator signal
is the red jewel located to the left of the center of
the instrument group.
When the ignition switch is turned "on" this signal will
be lighted and should stop glowing when the engine reaches a speed slightly
above normal idling.
If the signal flashes when the car is being driven above
twenty
miles per hour, it indicates that the battery is not being charged.
Your electrical system should
be checked by your H udwn Dealer.
The gasoline gauge, located
at the left of the instrument group, indicates
the quantity
of gasoline in the tank.
The radiator water level indicator is located at the right side of th e instru,
ment group and like the gasoline gauge
is operative only when the ignition
is turned on. Starting the Engine
Before attempting to start the engine, depress the accelerator pedal slowly
approximately quarter to half way and release. This will allow the high idle
speed stop to
come into position to prevent stalling during the warming-up
period. In~ert the key in the ignition lock and
turn to the right. Pr ess the
starter control button to bring the starter into action and start the engine.
If the engine is warm from previous running, depress the accelerator quarter
to half way and hold m this position during the starting operation.
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12 H U
DSON E I G H T
If the engine does not start after 15 to 20 seconds of cranking, release the
starter button and after a few seconds repeat the starting operation.
Do not work the accelerator pedal
up and down, except as previously men-
tioned, either before or during the starting operation,
as this will cause the
accelerator pump to rnpply an excessive amount
of gasoline and prevent cor,
rect starting.
Should a flooded condition
of the carburetor develop, either through dpera-
tion of the accelerator pedal
or continuous cranking without the ignition
turned on, depress the accelerator pedal fully for further cranking of the
engine.
With the accelerator pedal in this position, the choke is held open so
that the excessive amount of gasoline can be drawn through the engine
readily.
Failure
of the engine to start when the ahove procedure is followed can
usually
be traced to improper engine adjustments or, in cold weather, a
combination of this and improper engine lubricant.
Th e car should be taken
to an Authorized Te
rr aplane and Hud son Dealer for adjustment or replace-
ment
of the oil with the correct grade for the local operating conditions.
Breaking- in Instructions
Your Hudson Eight has been designed in accordance with the best prac-
tices determined by years
of experience and built under the most rigid stand-
ards of precision. Before shipment from
our factory, each mechanical unit was
supplied with the proper quantity
of correct lubricant to give maximum pro-
tection to the finely finished working parts.
In fact, every precaution has been
taken to
put in your hands an unexcelled mechanism, properly protected
against premature wear. Extreme care has been exercised in selecting and
testing each lubricant used and there is, therefore, no necessity
of replacing
any lubricants until the normal change mileage has been reached.
In order to enjoy the maximum in life and trouble-free performance which
has been built into your
Huds on Eight, you shou ld at all tim es give it the
consideration
that any fine mechanism deserves.
During the first one thousand miles you should be diligent in following
accepted practice, as described in later paragraphs,
to permit proper break-in
of the finely finiEhed working parts. Failure to follow this practice may result
in damage
to bearing surfaces, cylinder walls or pistons, or abnormal increa[es
in clearances, which will shorten the life and impair the performance of
the units.
Keep the radiator full
of water at all times. Maintain the proper oil level
in the oil re::ervoir, using the correct grade of good quality oil as prescribed
on page 16.
Do not accelerate fast during the break-in period as this throws extreme
loads on the working parts.
Wh en increasing the speed of the car depress
the accelerator pedal gradually. Use second gear under adverse driving
conditions.
Do not apply the brakes harshly as braking surfaces require the same care
clnrinu thP 1-irP:i k,in m~riocl ::is clo 1>.nP-ine narts. Hard aoolication of the brakes
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OW NE R 'S MANUAL 13
during the first few hundred miles may score the brake drums or gall the
linings.
Th e following recommendations should be followed as to speed during
the first one thousand
mi l es of driving. These recommendations are maximum
safe speeds under favorable operating coonditions.
Th e speed of the car should
be decreased under unfavorable conditions such as rough or rutted roads, or in
climbing steep
or continuous up-grades.
0-250 MILES
Do not exceed 40 miles per hour in high gear or 20 miles per hour in
second.
Do not accelerate rapidly. Use second gear on steep grades.
2
50 -500 MILES
Do not exceed 50 miles per hour in high gear
or 2 5' miles per hour in
second.
500-1,000 MIL ES
During this period the speed should not exceed 60 miles per hour.
Important
Maintain oil level in crankcase within "oil level range" on oil level gauge
(
see Figure 2) at all times.
Do not drive at a high rate
of speed until the engine is thoroughly warmed
up. Cold
oi l is not able to flow freely into the small clearances between the
working surfaces
so that damage may occur if this is not observed.
Special Lubricants
THl!RE IS NO NECESS ITY OF USING SPECIAL LUBRICANTS
CON TAI NI NG GRAPH IT E OR OIL CONCENTRATES EITHER IN
THE ENGINE OIL RESERVOIR OR BY ADDING TO THE GASO,
LINE DU RING TH E BREAK-IN PERIOD. If such practices are followed
by the owner, he should be guided as to quantities by the recommendations of
the manufacturer
of the special lubricant. Only light, finely refined oils
should
be added to the gaso lin e and not to exceed one quart to a full tank
of gasoline.
Even where these special practices are followed, the recommendations of
the foregoing paragraphs as to speeds and operation should be adhered
to
st rictly. ENGINE
The unusual power, efficiency and economy of the Hudson Eight engine
are due to a combination of such advanced designs as the chrome alloy cylinder
block, giving great strength and wearing qualities
so as to almost eliminate
wear on cylinder walls and valve seats; silicon aluminum alloy pisto~s, cam
ground and fitted with a clearance
of .001"; silicon chromium steel valves;
patented radial
flow intake manifold with down draft carburetion; all built
around a fully compensated crankshaft and lubricated by the Hudson Duo,
flo Automatic Lubricating System.
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14
H U D S O N E IGH T
The crankshaft is a heavy forging with integral compensating weights.
Full compensation, together
with five mam bearings and a torsional dampener
mounted
on the front, insures free running of the crankshaft under all operat,
ing conditions.
The main bearings are removable bronze backed, virgin
babbitt
and are fitted to .001" clearance and provided with shims for adjust,
ment.
The working member of the dampener is rubber, fully enclosed, requir,
ing no adjustment.
T
he connecting rods are steel forgings carrying spun virgin babbitt bearings
in the lower end fitted with a clearance of .001" and having shims provided
for adjustment.
The upper end is fitted with a bronze bushing to which the
piston pin is fitted with .0003" clearance.
The pistons arc of silicon aluminum alloy of new design. This alloy is
hard, lighter than aluminum
and dissipates heat rapidly. The piston is "T"
slotted to compensate for expansion; cam ground to give full bearing on the
cylinder wall; and is fitted
with two compression rings and one oil control
ring above the piston pin and one oil control ring below. With this arrange,
ment all
of the rings are located somewhat lower down on the piston, with
the result that cooler operating conditions and better 011 control are obtained.
The piston is attached to the connecting rod by a full floating pin which is
honed
to give a perfect bearing in the diamond-bored piston bosses. The piston
is a snug fit in the piston bosses when the piston is heated to 200° F.
This piston design permits fitting to
the cylinder with a clearance of
.001 ". The pistons are removable either from the top or bottom of the cylin,
der bore.
The camshaft is Electric Furnace Alloy with hardened bearing and cam
surfaces. End play
is prevented by a spring and plunger pressing against the
front end of the shaft.
The valves, which are silicon chromium steel, are operated by the cams
through ad3ustable tappets.
The tappets c;hould be adjusted while the engine
is
at normal operating temperature. To adjust the tappets, remove the engine
side cover plates
(right side of engine below intake manifold) and insert a
feel
er gauge between the top of the tappet screw and bottom of the valve
stem while the engine
is running. The valve tappets should be adJusted to
a feeler gauge clearance of .006" on the intake valves and .008" on the
exhau~t valves. The tappet screw locking nut c;hould be tightened securely
after adjustment The tappet clearance is important and should be set
accurately
to the recommended dimensions.
The valve timing is determined by the meshing of the crankshaft and
camshaft gears.
The tooth of the crankshaft gear with the punch mark on
the front face should mesh between
the two punch marked teeth of the cam-
shaft gear.
Lubrication System
The Hudson Duo,flo Automatic Lubrication System give:; positive flow
of oil to every working part of the engine from the moment of starting
throughout the period
of operation. It also, through in-built features, condi,
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OWNER'S MANUAL
15
tions the oil so that all oil supplied by the oscillating plunger pump is cooled
and freed
of solid matter and diluents.
There are only two moving parts in the entire system-the oscillating
plunger and the driveshaft
of the pump, which is driven by gears direct
from
the camshaft. There are no small drilled passages to clog or restrict
free flow
of oil when cold. The oil pipes (3 in number) are all located outside
the engine and can readily be removed should there be any necessity to do
so.
The crankcase ventilators mounted on the valve chamber covers are
unusually effective
as diluents consist mainly of unburnt gasoline and water
coming from the cylinders
anc.1 crankcase walls and cannot enter the oil
re :- ervoir but are retained in the crankcase. The temperature here is near the
boiling point
of these diluents and with the agitation of the moving parts of
the engine they are readily vapori~ed and removed by slight suction main,
tained on the ventilator tubes.
The flow of oil after returning to
the crankcase is controlled so that it
circulates around passages adjacent to
the cool outside walls
of the reservoir
and is cooled before passing through
the filter, which removes all solid mat,
ter before the oil is recirculated by
the pump.
The filter surfaces are so placed
that they are flushed each time the
crankca~e oil is drained and therefore
require no special cleaning nor do
they have
to be replaced.
Under operating conditions two
quarts of oil are retained in the crank,
case
in addition to the seven quarts of
Figure 2 oil in the reservoir. If the oil reser,
voir is removed, two quarts
of oil
should be
put into the upper crankcase tray and seven quarts in the reservoir.
The quantity of oil 111 the reservoir can be determined by the bayonet
gauge attached to the filler cover (see Figure
2). When the oil level is down
to the low mark, one inch from the bottom
of the gauge, five quarts of oil
remain in the reservoir.
Two additional quarts are required to bring the level
up to the high mark at the top of the "oil level range." When the reservoir
only
is drained by removal of the drain plug at the rear of the reservoir, seven
quarts
of oil should be used, filling through the opening in the left side of
the crankcase (see illustration).
The red jewel mounted to the right of the center of the instrument group
should be lighted when the ignition is turned on but
go out when the engine
is running at slightly more than idling speed. Flashing of the light at idling
speed indicates proper operation. Should the light come on when the engine
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16 HUDSON EIGHT
is running above idling speed it indicates interruption of the oil supply and the
engine
shC'uld he stopped until the cause is corrected.
Lubricants
It 1s important that the proper lubricants be selected to give protection
to the working parts
and at the same time provide free movement of the parts
at the lowest temperature encountered T he following recommendations should
be adhered to strict! y.
Use a good quality oil as specified for the lowe:-t atmospheric temperature
encountered, as follows:
Atmospheric Temperature Oil Specification
40 Fahrenheit and higher ........ S. A . E. 30
40° to 0° Fahrenheit
........... 20 W.
0° to - 15'° Fahrenheit .. . ...... 10 W.
Below - 15' Fahrenheit ...... . .. 10 W.+10% Kerosene
The oil level should be maintamed within the "oil level range "' on the
oil level gauge
at all times. Dram 011 after fi r st 500 miles of operation and
at 2,000-mile intervals thereafter. Refill with seven quarts of oil of proper
~pecification.
Ignition System
The d1strihutor 1s mounted on the right side of the crankcase and driven
by gears from the camshaft. A single breaker arm is operated by an eight lohe
cam so
that no synchronization is
required. Automatic advance is m•
corporated so
that the correct timing
1s given at all ~peeds.
The oil cup (A) , Figure 3, should
he filled with
011 every 2,000 miles.
At the same time remove the dis•
tnbutor cap (not shown) and rotor
arm (B), placing a few drops of oil
on the
v,1ck (C) in the top of the
shaft, one
drop of oil on the breaker
armpivot
(D) , and apply a light coat,
ing
of vaseline on the cam block (E).
The breaker points should be ad,
Justed to .020" maximum opening.
The points should be clean and
set
Figure 3 squarely on each other. If the pomts
hccome pitted it
is necessary to remove them and grind smooth or replace
with
nc'\.v ones. The grinding should be done in a special machine to msure
proper seatmg.
This operation ~h ould be done by an Authorized T er raplane
and Hudson Service StHion.
Filing
or honing of the points will remove oxidization from the points but,
due to the hardness
of the tungsten alloy used, this method is not practical for
removing deep pits.
The ignition timing is determined by the position of the piston when the
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OWNER ' S MANUAL
17
distributor breaker points begin to open. In general, the points should begin
to open when the piston reaches its highest position in the cylinder.
This position of the piston is referred to as upper dead center and is indicated
by U. D. C. Marks are placed
on the flywheel
to indicate when
this position
of the piston has been
reached.
Since the piston
in a four-stroke
cycle engine may be completing the
exhaust stroke
or completing the com,
pression stroke and ready for the
power stroke when
it reaches U. D.
C.,
it is necessary to determine the
stroke as well as the piston position.
To determine this, remove the
spark plug from number one (front)
cylinder. Place the finger over the
spark plug hole and crank the engine
slowly, using the
hand crank. Air
pressure against the finger indicates
that the piston is coming up on the
compression stroke.
After this is felt,
continue cranking the engine slowly
until the mark
"U. D. C. 1 and 8" is
directly in line with the pointer on
timing inspection hole in the rear
Figure 4 support plate of the motor as indi,
cated
at (A), Figure 4. The piston
is then at U.
D. C. and ready to move downward on the power stroke.
With the engine in this position the rotor arm (B), Figure 3, of the dis,
tributor should be in the position shown in the illustration.
When the distribu,
tor cap is put in place, the metal strip on the rotor arm should be directly under
the terminal
to which number one spark plug wire is attached. The other
cables should be in the cap terminals in
the order 1-6-2-5-8-3-7-4, following
in a clockwise direction.
The cable in the center terminal of the distributor
cap should go
to the central (high tension) terminal of the ignition coil.
Loosen the distributor clamp screw (F) and
turn the distributor until th~
fiber block
(E) of the breaker arm is on the highest point of the cam. Meas,
ure the gap between the breaker points with a feeler gauge. This gap should
be exactly .020".
If adjustment of the gap is required, loosen lock nut (H)
and turn adjusting screw (J) until the proper gap is obtained. Tighten lock
nut (H) and recheck the gap.
Turn the distributor housing clockwise to the limit of the slot in the clamp-
ing plate
(K) . Remove the central cable from the distributor cap and place
the bare end about
Vs" from the intake manifold. With the ignition turned
on,
turn the distributor body counterclockwise slowly just until a spark
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18
H U DSO N E IGH T
jumps from the high tension wire to the intake manifold. Tighten clamp
screw (F), replace central cable
in distributor cap and clamp cap on
distributor.
The foregoing operations give dead center timing. This, however, due to
variations in fuel characteristics (octane
rating),· is only approximately cor,
rect.
To get the correct setting the car should be driven until the engine
has reached its normal operating temperature.
Allow the car to slow down to
7 miles
pe r hour in high gear on a level, hard-surfaced road, then depress
the accelerator rapid:y to its limit
of travel. As the car accelerates from 10
to 15 miles
per hour a slight spark knock should develop. If a knock is not
heard, loosen distributor clamp screw (F ) and turn the distributor counter-
clockwise one graduation
of the clamping plate (K) and repeat the accelera-
tion test.
Repeat this operation until the knock is heard. T he higher the
octane rating
of the gasoline being used, the greater the advance required to
get maximum pe rformance and fuel economy. However, the timing should
not be set ahead of the Y4" advance mark.
Carburetor and Fuel System
The carburetor is of the down draft
type, incorporating Climatic Control
(self-controlled choke), automatic
heat control, and an accelerating
pump.
The only manual control for
the operator
is the accelerator pedal
controlling the throttle opening
for
regulating the speed of the engine.
The choke valve, the mechanism
for which is contained
in the insulat,
ed housing (A), Figure 5, is fully
clofed when
the engine is cold at aver,
age
air temperatures (75 ° Fahren,
he1t) . Hot air drawn off the exhaust
manifold through the stove (B)
and
tube (C) enters the control housing,
giving accurate positioning
of the
choke for all starting and operating
conditions.
Figure 5
When the choke is closed the bar
(D) is dropped behind the thro ttle
stop screw (E)
to increase the idling speed during the warm-up period. This,
however,
cannot drop into position until the throttle has been opened.
T
he heat control valve (F) is automatic in operation, supplying the correct
amount
of heat to the intake manifold under all operating temperatures.
T
he air cleaner and carburetor silencer consists of a sound-absorbing chamber
on top of which is mounted a filter unit. T he filter unit should be washed
in gasoline every 2,000 miles and re-oiled by dipping in S. A . E. 50 engine
9il.
Drain excess oil before replacing.
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