Hudson 1957 Technical Service Manual Supplement
FOREWORD
The following product information will provide Hudson Service Information for the "Hornet"
V-8 Series when used in conjunction with the 1955 and 1956 Technical Service Manuals and
the 1956 "Hornet" Special V-8 Supplement.
This product information should be kept in a convenient location together with the Service
Manuals so that complete information will be available for prompt model and series reference.
1
AMERICAN MOTORS CORPORATION
NAP56-5501 LITHOGRAPHED IN U.S.A.
AUTOMOTIVE TECHNICAL SERVICE
3280 South Clement Avenue
Milwaukee 7, Wisconsin
2
ENGINE
(V-8)
3
For service procedures and general description of the
V-8 engine, refer to the 1956 Special V-8 Technical .
Service Manual Supplement.
ENGINE SPECIFICATIONS
Type
Bore
Stroke
Displacement
Compression Ratio
Carburetor
Brake Horsepower
Torque
Taxable Horsepower
Fuel
The engines are similar in design varying only
dimensionally effecting increase in horsepower
90° V-8 O.H.V.
4"
314"
327 Cu. In-
9.00:1
WCFB-Four Barrel
255 @ 4700 R.P-M.
345 Lbs. Ft. @ 2600 R-P.M.
51.2
Premium (95.9 Octane Research)
VALVES
Intake Valve Lift
Intake Valve Stem
Standard Diameter
Intake Valve Face Angle
Intake Valve Seat Angle
Intake Valve Seat Width
Intake Valve Spring Tension
Valve Closed
Valve Open
Intake Valve Stem to
Guide Clearance
Valve Guide I.D.
Exhaust Valve Lift
Exhaust Valve Stem
Standard Diameter
Exhaust Valve Face Angle
Exhaust Valve Seat Angle
Exhaust Valve Seat Width
Exhaust Valve Spring Tension
Valve Closed
Valve Open
.375"
.3412"-.3417"
29°
30°
.078"-.093"
85-91 Lbs. @ 1-13/16"
150-160 Lbs. @ 1-7/16"
-0013"-.0028"
.3430"--3440"
.375"
.3407"--3412"
44°
45°
.093"--104"
85-91 Lbs- ((4 1-13/16"
150-160 Lbs. (a) 1-7/16"
4 ENGINE (V-8)
Exhaust Valve Stem to
Guide Clearance
Exhaust Guide I.D.
Valve Timing
Intake
Opens
Closes
PISTONS AND RINGS
Piston to Bore Clearance
Top Land
Skirt Top
Skirt Bottom
Piston Ring Gap Clearance
Top
Center
Bottom (Steel Rail I
.0018"-.0033"
.3430”-.3440"
12° 30' B.T.D.C. 244°
51° 30' A.B.D.C. Duration
.028"-.032"
.0009"-.0025"
.0009"-.0015"
.010"-.020"
.010"-.020"
.015"-.055"
Piston Ring Side Clearance
Top
Center
Bottom
Piston Pin to Connecting Rod
Piston Pin to Piston
CRANKSHAFT AND BEARINGS
Main Bearing Diameter
Main Bearing Clearance
Main Bearing Cap Torque
(Except Rear)
Main Bearing Cap Torque
(Rear Only)
Crankshaft End Play
Crankshaft End Thrust
Connecting Rod Bearing Diameter
Connecting Rod Bearing Clearance
Connecting Rod Cap Torque
Connecting Rod Side Clearance
.002"-.006"
.002"-.006"
.0001"-.0079"
Press Fit
Palm Press Fit in Piston at Room
Temperature
2.4983"-2.4990"
.0006"-.0032"
80-85 Ft. Lbs.
50-55 Ft. Lbs.
.003"-.007"
Front Main Bearing
2.2483"-2.2490"
.0007"-.0028"
46-50 Ft. Lbs.(oiled)
.004"-.012"
Camshaft End Play
Camshaft Bearing Clearance
CAMSHAFT
.003"-.006"
.001"-.003"
ENGINE (V-8)
OIL SYSTEM
5
Oil Pump Type
Normal Oil Pressure
Oil Pressure Release
Engine Oil Refill Capacity
TUNE-UP DATA
Compression Pressure
Cranking Speed
(Throttle Wide Open)
Engine Idle R.P.M.
Standard and Overdrive
Hydra-Matic—In Neutral
With Air Conditioning
NOTE: When equipped with air condi-
tioning, adjust idle with air conditioning unit "ON".
Gear
10 Lbs. Min. Vii; 600 R.P.M.
55-60 Lbs.
5 Qts.
140 P.S.I. Min. 0) 315 R.P.M.
550
425
475
Ignition Timing
(Vibration Damped 1
Distributor Point Gap
Dwell or Cam Angle
Breaker Point Tension
Rotor Rotation
Spark Plugs
Auto-Lite
Champion
Gap
Torque
Cylinder Head Torque
Firing Order
5° B.T.D.C.
(10° B.T.D.C. optional with
Automatic Transmission or
where local fuel octane per-
mits)
.016"
28º-32º
19-23 Ozs.
Left Hand
AL-7
H-10
.035"
30 Ft. Lbs.
60-65 Ft. Lbs.
1, 8, 4, 3, 6, 5, 7, 2
6
ELECTRICAL
DISTRIBUTOR (DELCO-REMY)
Model 1110887
(External Adjustment Type)
The external adjustment type distributor illustrated in Figure
1 is a 12 volt, 8 cylinder unit. The cap has a window for
adjusting dwell angle while the cap is in amounted position.
The circuit breaker plate is located below the centrifugal
advance mechanism and uses the outer diameter of the main
shaft bushing for its bearing surface. The movable plate is
held into position by a retainer clip in the upper shaft bushing.
The molded rotor serves as a cover for the centrifugal advance
mechanism. The vacuum control unit is mounted under the
movable breaker plate to the distributor housing. The contact
set is attached to the movable breaker plate. The service
replacement contact set has the BREAKER LEVER SPRING
TENSION AND POINT ALIGNMENT prefactory adjusted
and is serviced as one complete assembly. Only the point
opening ( dwell angle I requires adjusting after replacement.
Under part throttle operation, the intake manifold vacuum is
sufficient to actuate the vacuum control diaphragm and cause
the movable plate to move, thus advancing the spark and
increasing fuel economy. During acceleration or when the
engine is pulling heavy, the vacuum is not sufficient to actuate the diaphragm and the movable plate is held in the retarded position by a calibrated return spring which bears
against the vacuum diaphragm.
The centrifugal advance mechanism consists of an automatic cam actuated by two centrifugal weights controlled by
springs. As the speed of the distributor shaft increases with
engine speed, the weights are thrown outward against the pull
of the springs. This advances the cam causing the contact
points to open earlier and thus advancing the spark.
Lubrication
The hinge cap oiler should be filled with SAE 20 oil at each
vehicle lubrication period. When replacing the contact set
assembly, add a trace of Ball Bearing Lubricant to the breaker
cam. No other lubrication is required. The movable breaker
plate is lubricated by oil from the upper shaft bushing. In
addition to lubrication, the distributor requires periodic inspection of the cap and rotor, wiring, breaker points, and
timing.
Adjustment of Dwell Angle on the Car
With the engine running at idle, the dwell is adjusted by first
raising the window provided in the cap and inserting a "Hex"
type wrench into the head of the adjusting screw as shown in
Figure 2.
FIGURE 1—Distributor Assembly
Figure 2—Adjusting Point Spacing (Dwell)
ELECTRICAL
7
Preferred Method:
Turn the adjusting screw until the specified dwell is obtained
as measured by a dwell meter. (See specifications.)
Alternate Method:
Turn the adjusting screw in (clockwise) until the engine
begins to misfire, then give the wrench one-half turn in the
opposite direction (counterclockwise) thus giving the approximate dwell angle required.
Removal of Distributor Cap
The cap is removed as shown in Figure 3. Place screw driver
in slot head of the hatch, press down and turn 1/4 of a turn in
either direction.
Insulation Resistance (or Leakage, Series Resistance, Breakdown Test, and Capacity (mfd.).
Replacing Distributor Contact Set
The contact point set is replaced as one complete assembly
(Fig. 4). The BREAKER LEVER SPRING TENSION and
POINT ALIGNMENT on the service replacement contact
set are factory adjusted. Only the POINT OPENING requires
adjusting after replacement.
FIGURE 3—Distributor Cap Removal
Distributor Inspection and Checking
With the distributor removed from the vehicle, it is advisable
to place the distributor in a distributor testing machine or
synchroscope. When mounting distributor in tester, first
secure the gear in the drive mechanism, then push distributor
housing down toward the gear to take up end play between
the gear and housing, and finally secure the housing in the
tester. Test the distributor for variation of spark, correct
centrifugal and vacuum advance, and condition of contacts.
This test will give valuable information on the distributor
condition and indicate parts replacement which may be necessary.
When checking the distributor condenser, it should be
checked with a reliable make of condenser tester. The condenser should be checked for the following properties.
FIGURE 4—Removing Distributor Contact Set
Replacement of contact set is as follows:
Remove the two attaching screws (Fig. 4) which hold the
base of contact set assembly in place.
Remove the condenser lead and primary lead from the nylon
insulated connection by turning screw (Fig. 4) in contact set.
Replacement is the reverse of removal.
CAUTION: At time of assembly, make sure the
condenser lead and primary lead are located as in,
Figure 5.
Leads must be properly located to eliminate lead interference between cap, weight base, and breaker advance plate.
Add a trace of Ball Bearing Lubricant to the breaker cam.
Adjusting Distributor Dwell Angle
Either of the following methods can be used to adjust the
dwell angle to the proper setting off the vehicle:
Screw Adjustment Method—Distributor Mounted in
Distributor testing Machine
Connect the dwell meter to the distributor primary lead.
8 ELECTRICAL
Turn the adjusting screw to set the dwell angle to the proper
setting of degrees (Fig. 2). (See Test Specifications.)
Screw Adjustment Method Distributor Mounted in a
Vise
Connect a testing lamp to the primary lead.
Rotate the shaft until one of the circuit breaker cam lobes is
under the center of the rubbing block of the breaker lever.
Turn the adjusting screw (clockwise) as shown in Figure 2
until the lamp lights, then give the wrench one-half turn in
the opposite direction (counterclockwise) giving the proper
dwell angle.
Figure 5—Correct Routing and Attachment of
Primary Ignition and Condeser Leads
BATTERY SPECIFICTIONS
Make Auto-lite
Model 11-HS-60
Rating 60 Ampere Hours
No. of Plates (Each Cell) 11
GENERATOR SPECIFICATIONS
With
Air Conditioning
Make \Delco-Remy \Delco-Remy
Model 1102070 1102018
Type Shunt Shunt
Rotation CW. @ Drive End CW. @ Drive End
Brush Spring Tension 28 Oz. 28 Oz.
Withoout
Air Conditioning
Field Current 1.69-1.79 Amperes
Cold Output 35 Amperes @ 14.0
@ 12 Volts, 80°F.
Volts, 2510 R.P.M.
1.48-1.62 Amperes @
12 Volts, 80°F.
30 Amperes @ 14.0
Volts, 2210 R.P.M.
ELECTRICAL
VOLTAGE AND CURRENT REGULATION
9
With
Air Conditioning
Make Delco-Remy Delco-Remy
Model 1119168 1119003
Cutout Relay Closing Voltage 11.8-13.5 11.8-13.5
Air Gap .020" .020"
Point Gap .020" .020"
Voltage Regulator Volts 13.8-14.8 13.8-14.8
Air Gap .075" .075"
Current Regulator Amperes 32-37 27-33
Air Gap .075" .075"
Without
Air Conditioning
STARTING MOTOR SPECIFICATIONS
Make Delco-Remy
Model 1107648
Brush Spring Tension 35 Oz. Min.
No Load Test Amperage Draw 75 Maximum
Volts 10.3
R.P.M. 6900
SOLENOID SWITCH
Model 1119760
Hold-in Winding 18-20 Amperes at 10 Volts
Both Windings 72-76 Amperes at 10 Volts
10 ELECTRICAL
DISTRIBUTOR SPECIFICATIONS
Make Delco-Remy
Model 1110887
Rotation L.H. CCW.
Point Opening .016"
Cam Angle 28°-32° (Set to 30° )
Breaker Lever Tension 19-23 Ozs.
Condenser Capacity .18-.23 Mfd.
Centrifugal Advance
(Engine Degrees and R.P.M.)
Start
Intermediate
Intermediate
Maximum
0-4°
15-19°
24-28°
34-38°
700 R.P.M.
1550 R.P.M.
2600 R.P.M.
3800 R.P.M.
Vacuum Control
(Engine Degrees and Inches
Mercury)
Start
Full Advance
Maximum Engine Degrees
1116117 Delco-Remy
5"-7"
14.25-15.75
20°
SPARK PLUG SPECIFICAITONS
Make Auto-lite Champion
Model AL-7 H-10
Thread 14 M.M. 14 M.M.
Gap .035" .035"
Torque 30 Ft. Lbs. 30 Ft. Lbs.
Trade Number
and
Candle Power
ELECTRICAL
BULB CHART
American Motors
Part Number Location
11
57
2 C.P.
57
2 C.P.
1488
2 C.P.
67
2 C.P.
89
6 C.P.
1034
32 & 4 C.P.
1073
32 C.P.
5400
50 & 40W
127934 Glove Box and
Hood Ornament Emblem
127934 Instrument Illumination
Clock
Head Lamp Beam Indicator
Directional Signal Indicator
Generator Charge Indicator
Oil Pressure Signal
3145931 Selector Lever Indicator
Light
142450 License
142452 Dome and Courtesy Light
454645 Tail, Stop, and Direction
Part and Direction
454646 Back-Up
456796 Head Light
12
FUEL———CARBURETION
CARTER MODEL WCFB-2593-S FOUR-BARREL CARBURETOR
The Carter Model WCFB carburetor is basically two (2)
dual carburetors contained in one assembly. The section
containing the metering rods, accelerating pump and
choke is termed the primary side of the carburetor, the
other section, the secondary side. It has five (5) conventional circuits. They are:
2—Float Circuits
1—Low Speed Circuit
2—High Speed Circuits
1—Pump Circuit
1—Climatic ® Control (Choke) Circuit
FLOAT CIRCUITS
The purpose of the float circuits is to maintain an adequate
supply of fuel at the proper level in the bowls for use by
the low speed, high speed, pump and choke circuits. Primary and secondary bowls are separated by a partition.
The fuel line connection is on the primary side. Fuel is
supplied to the primary and secondary intake needles and
seats through a passage in the bowl cover. There are two
fine mesh strainer screens in the bowl cover. They are
located at the fuel inlet and at the secondary intake needle
seat.
The bowls are vented to the inside of the air horn by
vertical vent tubes and to atmosphere by drilled passages
in the air horn. Bowl vents are calibrated to provide proper
air pressure above the fuel at all times. The bowl cover
gasket seals the fuel bowl, idle and vacuum passages. To
assure a positive seal, always Use a new bowl cover gasket
when reassembling. An air leak at this point can result in
a performance or economy complaint.
A connecting passage along the outside of the body
effects a balance of the fuel levels and air pressures between the two bowls.
FIGURE 1—Float Circuit
Fuel enters the idle wells through the metering rod jets
on the primary side of the carburetor. No idle system is
used in the secondary side of the carburetor.
The low speed jets measure the amount of fuel for idle
and early part throttle operation. The air by-pass, economizers, and idle air bleeds are carefully calibrated and
serve to break up the liquid fuel and mix it with air as it
moves through the passages to the idle ports and idle
adjustment screw ports. Turning the idle adjustment
screws toward their seats reduces the quantity of fuel
mixture supplied by the idle circuit.
The idle ports are slot shaped. As the throttle valves are
opened more of the idle ports are uncovered allowing a
greater quantity of the fuel and air mixture to enter the
carburetor bores. The secondary throttle valves remain
seated at idle.
FIGURE 2—Low Speed Circuit
Throttle Bore Vapor Vent Passages
Under certain conditions of high, under-hood temperature,
fuel vapor forms in the throttle bores when the engine is
not operating. This vapor accumulation may retard hot
engine starting until sufficient air is drawn into the carburetor to mix with the vapor to form a combustile mixture.
The throttle bore vapor vent passages vent the bores
above the throttle valves to cavities in the underside of the
carburetor flange. Air is admitted to these cavities through
openings in the flange gasket. The air supplied by these
vent passages, when mixed with the accumulated vapor,
forms a more combustible mixture. This improves hot
engine starting.
LOW SPEED CIRCUITS
Fuel for idle and early part throttle operation is metered
through the low speed circuit.
HIGH SPEED CIRCUITS
Fuel for part throttle and full throttle operation is
FUEL—CARBURETION
13
supplied through the high speed circuits. Main discharge
nozzles are permanently installed and must not be removed in service.
Primary Side
The position of the metering rods in the metering rod jets
control the amount of fuel flowing in the high speed circuit
of the primary side of the carburetor. The position of the
metering rods is dual controlled; mechanically by movement of the throttle, and by manifold vacuum applied to
the vacuum piston on the vacumeter link.
Mechanical Metering Rod Action
During part throttle operation, manifold vacuum pulls the
vacumeter piston, link and metering rod assembly down,
holding the vacumeter link against the metering rod countershaft arm. Movement of the metering rods will then be
controlled by the metering rod countershaft arm which is
connected to the throttle shaft. This is true at all times that
the vacuum under the piston is strong enough to overcome
the tension of the vacumeter spring.
Vacuum Metering Rod Action
Under any operating conditions (acceleration, hill climbing, etc.), when the tension of the vacumeter spring overcomes the pull of vacuum under the piston, the metering
rods will move toward their wide-open throttle or power
position.
Secondary Side
Fuel for the high speed circuit of the secondary side is
metered at the main metering jets (no metering rods used).
Throttle valves in the secondary side of the carburetor
remain closed until the primary throttle valves have been
opened a predetermined amount. They arrive at wide open
throttle position at the same time as the primary throttle.
This is accomplished by linkage between the throttle levers.
The second set of counterweighted off-set throttle
valves mounted above the secondary throttle valves are
called "auxiliary throttle valves." Air velocity through the
carburetor controls the position of the auxiliary throttle
valves. When the accelerator is fully depressed, only the
primary high-speed circuit will function until there is
sufficient air velocity to overcome the weight of the counterweight on the auxiliary throttle lever and open the
auxiliary throttle valves. When this occurs, fuel will also
be supplied through the secondary highspeed circuit.
The secondary throttle valves are locked closed during
choke operation, to insure faster cold engine starting and
good "warm-up" performance.
Anti-Percolator
To prevent vapor bubbles in the nozzle passages and low
speed wells from forcing fuel out of the nozzles, antipercolator passages and calibrated plugs and bushings are
used. Their purpose is to vent the vapors and relieve the
pressure before it is sufficient to push the fuel out of the
nozzles and into the intake manifold. Anti-percolator
plugs and bushings are permanently installed and must not
be removed in service.
FIGURE 3—High Speed Circuit Metering Rods
FIGURE 4—High Speed and Anti-Percolator
Circuits
PUMP CIRCUIT
The pump circuit is located only in the primary side of the
carburetor.
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