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Hudson motor Car company
DETROIT, MICH., U.S.A.

1. Hudson Technical Information Bulletins

TS 00-001 - 193 1- Essex Super Six - Standard Equipment
TS 00-002 - 1921 Hudson Model "0" Delco Electrical System
TS 00-003 - 1935-1950 Generator Specifications
TS 00-004 - 1935-1950 Starter Specifications
TS 00-005 - 1925 Essex Electrical Data

TS 01-001 - 1930-1933 Valve Timing
TS 01-002 - 1930-1933 Ignition Timing
TS 01-003 - 1914-1916 Hudson Six-40, Six-54 and Super 6 Ignition Timing
TS 01-004 - 1940 Hudson Models, Prices and Color Options
TS 01 -005 - 1933-1939 Hudson Commercial Car Body Specifications

TS 02-001 - 1951 Engine Specifications
TS 02-002 - 1926 Essex Electrical Data (American-Bosch)
TS 02-003 - 1931-1937 Maintenance Procedures
TS 02-004 - 1939 Accessory Parts Price List
TS 02-005 - 1946 Accessory Parts Price List
TS 02-006 - 1942 Hudson Models - Tentative Prices Effect. Oct. 1, 1942

TS 03-001 - 1932-1933 Hudson Great Eight Electrical Data and Settings
TS 03-002 - 1934 Terraplane Electrical Data, Settings and Specifications
TS 03-003 - 1935 Hudson and Terraplane Brake Adjustment
TS 03-004 - 1933 Essex-Terraplane 8 Tune-up and Electrical Data
TS 03-005 - 1942 Hudson Options - Tentative Prices Effect. July 26, 1941

TS 04-001 - 1929 Hudson & Essex Paint Codes and Suppliers
TS 04-002 - 1951-1956 Hudson 6 Engine Parts Interchange
TS 04-003 - 1931-1932 Dual Contact Distributor Setting
TS 04-004 - 1928 Type 5-A Electrolock
TS 04-005 - 1929-1931 Type 8 and 9 Electrolock
TS 04-006 - 1932 Essex, 1932-1933 Hudson 8 Type 15-S Electrolock
TS 04-007 - 1933-1937 Hudson and Terraplane Type 15-S, 24-B Mitchellock Ignition. Switches
TS 04-008 - 1932-1933 Wl Carburetors

TS 05-001 - Essex Model "A" Delco Electrical System and Ignition Timing
TS 05-002 - 1935-1936 Auto-Lite Regulator, Series TC-4300 Two-Charge (Current) Regulator
TS 05-003 - 1937 Auto-Lite Regulators - Vibrating Voltage and Current Voltage Types
TS 05-004 - 1934 Hudson LT, LTS - Auto-Lite TC-4 100 Two-charge Regulators
TS 05-005 - 1935-1950 Front Suspension; Caster and Camber Adjust

11. Service Letters

Ser. 117 8 1929 Hudson and Essex Oil Pumps
Ser. 1090 1929 Electric Gasoline and Oil Gauge Service

______________________________________________

TS 00-001 - 1931 Essex Standard Equipment

HUDSON MOTOR CAR COMPANY
DETROIT, MICH., U.S.A

TECHNICAL SERVICE BULLETIN

TS 00-001
File Under: Service General

All Essex Owners: 1931 Models

Essex Super Six - Standard Equipment

Cowl lights Cowl ventilator Dome light Gasoline and oil level gauge Electric on instrument board Headlamps - John Brown Lamp Co. - Stabilite Heat Indicator - On instrument board Horn - E. A. motor driven Ignition lock --Electrolock Rear Traffic Signal - John Brown Lamp Co. Shock absorber - Monroe Two Way Hydraulic Spare Rim - One Speedometer - Stewart-Warner Storage Battery Exide Sun visor. Tire carrier - Rear Tire Carrier - On Fender Wheels - Wood Windshield cleaner - Trico vacuum.	ALL MODELS ALL MODELS ALL CLOSED MODELS ALL MODELS ALL MODELS ALL MODELS ALL MODELS ALL MODELS ALL MODELS ALL MODELS ALL MODELS ALL MODELS ALL MODELS ALL CLOSED MODELS ALL MODELS EXCEPT SPORT ROADSTER SPORT ROADSTER ALL MODELS ALL MODELS
EXTRA EQUIPMENT
Bumpers - Front and Rear Tire Cover	ALL MODELS ALL MODELS

REVISED JANUARY 1931

______________________________________________________________________________________

TS 00-002 - 1929 Hudson & Essex Paint Suppliers & Colors

HUDSON MOTOR CAR COMPANY
DETROIT, MICH., U.S.A

TECHNICAL SERVICE BULLETIN

TS 00-002
File Under: Service General

All Hudson and Essex Owners - 1929 Models
Source of Supply of all Paint Used in Manufacturing - Hudson and Essex 1929 Models

Armitage, Newark, N. J.
Ault & Wiborg, 507 Shelby, Detroit
Dibble Color Co., 1497 E. Grand Blvd., Detroit
Ditzler, 8000 W. Chicago, Detroit (Request list of Distributing Points)
Jones & Dabney, 4835 Woodward, Detroit
Rinshed Mason, 5971 Milford St., Detroit
Dupont De Nemurs, (Request list of Distributing Points)

Antler Tan - Dibble
Bayou Blue - Ditzler
Blue Hour - Dupont
Cashew Nut Tan - Rinshed Mason, Ault
Chinese Red - Rinshed Mason
Cream Color Deep - Jones and Dabney,
Ditzler, Dupont, Ault and Wiborg, Rinshed Mason
Devonshire Cream - Ault and Wiborg
Diana Blue- Armitage, Ditzler, Jones and Dabney
Emerald Green Extra Light - Ditzler, Jones and
    Dabney
Extra Permanent Vermillion - Jones and Dabney,
    Rinshed Mason
Frosty Green - Ditzler, Jones and Dabney
Gazelle Brown - Rinshed Mason
Geneva Blue - Jones and Dabney
Glenrock Green - Jones and Dabney
Hudson Standard Blue - Jones and Dabney, Ault and Wiborg
Ivory Jet Black - Dibble, Jones and Dabney, Ditzler,
   Dupont, Rinshed Mason, Ault and Wiborg
Karnak Green - Dupont
Lorelei Blue - Dibble

Marmora Green - Diztler
Marshland Gray - Jones and Dabney
Milano Blue - Jones and Dabney
Mountain Mist Blue - Dupont
Narragansett Blue - Ditzler
Neptune Blue - Ditzler
Old Ivory - Ault and Wiborg, Jones and Dabney
Pheasant Blue - Ditzler
Prairie Grass - Dupont
Reseda Green - Rinshed Mason, Dupont
Royal Chariot Red - Ditzler, Rinshed Mason
Rust Gold - Dupont
Seacrest Green - Ditzler
Seal Brown - Ault and Wiborg, Ditzler
Spanish Yellow - Jones and Dabney
Sunnybrook Blue - Jones and Dabney, Ditzler,
Ault and Wiborg, Armitage
Terrapin Gray - Dibble, Jones and Dabney
Tioga Tan - Dibble, Rinshed Mason, Jones and Dabney
Valliblue - Dupont
Woodlawn Green - Armitage
Malaga Maroon - Rinshed Mason, Ditzler

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TS 00-003 - 1921 Hudson Super-Six Delco Elect. System

HUDSON MOTOR CAR COMPANY
DETROIT, MICH., U.S.A

TECHNICAL SERVICE BULLETIN

TS 00-003
File Under: Service Electrical

All Hudson Owners, All Service Outlets
1921 Hudson Super-Six Model "O" Delco Electrical System

BATTERY - Exide, Type 3-X-15-1. 6 volt, 100 ampere-hour. The negative (-) terminal is grounded.

IGNITION - Coil Model No. 2170. Distributor Model No. 5203. Breaker contacts separate .018 inch. They are made of tungsten. When the condition of the contacts affects the ignition, remove and resurface with fine emery cloth or again the flat side of an emery wheel, finishing
on a hard oil stone
OILING - Put several drops of light engine oil in the distributor bearing oilers every two weeks. If the track of the rotor button in the distributor head is not well pol-ished, apply a small amount of vaseline with a soft cloth. If the car is driven more than 500 miles in two weeks, these attentions must be given every 500 miles.
Thoroughly clean out and repack the driving gear housing with soft cup grease every six months.

TIMING - Breaker contacts begin to separate when the flywheel mark "A-" is at the indicator, spark control lever and breaker assembly in the fully advanced position. The mark "A-" is one-half inch before the top dead center mark "DC 1 & 6".
FIRING ORDER - 1-5-3-6-2-4.
SPARK PLUG GAP - .025 to .028 inch
STARTER-GENERATOR Model No. 140 - Starter and generator are combined into one unit. Starter is connected to the engine through a set of reduction gears, meshed by the operator. Two overrunning clutches are provided. In connection with the ignition switch, a circuit is closed, allowing current to flow through the generator windings, causing the armature to revolve slowly aiding the meshing of the reduction gears. One clutch permits this rotation, and also permits a relatively high speed of the armature, necessary when operating as a starter. The second overrunning clutch prevents the engine driving the armature. through the reduction gears. Depressing the starter pedal meshes the reduction gears, opens the generator circuit, and allows the motor brushes to come in contact with the commutator, closing the starter circuit and cranking the engine. When the pedal is released, a spring reverses these operations.

GENERATOR - Generator current regulation is by third brush system.

Amperes	Generator Data - Model 140	RPM
0 8-11 14-16 11-14 8-11		440 800 1300 2000 2500

Charging rate is varied by adjusting the third brush setting. Loosen the two screw$ in the third brush arm, and lengthen the arm to increase the charging rate. Shorten the arm to decrease the charging rate. Reseat the brush after adjusting position.
OILING - Put 5 or 6 drops of light engine oil in each of the starter-generator bearing oilers every two weeks. If the car is driven more than 500 miles in two weeks, the oiling must be done every 500 miles.
RELAY - There is no relay. The circuit between the generator and battery is controlled by the ignition switch.
LAMPS - Head lamps are 6-8 volt, 15 cp. Dash and tail lamps are 3-4 volt, 2 cp.
CIRCUIT BREAKER - A vibrating circuit-breaker takes the place of fuses. It requires a current of 25 amperes to start the vibrator, but 3-5 amperes will cause it to continue.

____________________________________________________________________________________

TS 00-004 - 1935-1950 Generator Specifications

HUDSON MOTOR CAR COMPANY
DETROIT, MICH., U. S. A.

TECHNICAL SERVICE BULLETIN

TS 00-004
File Under: Service, Electrical

All Hudson Dealers and Service Outlets:
1935-1950 Generator Specifications

Car and Model	Generator Number (Note A)	Brush Spring Tension, Ounces		Direction of Roatation (Note B)	Field Current at 6 Volts (Amperes)	Low Output Test			Maximum Output (Note C)
Car and Model	Generator Number (Note A)	Main	Third	Direction of Roatation (Note B)	Field Current at 6 Volts (Amperes)	Amps	RPM	Volts	Amps	RPM	Volts
1935 1935 Model G	GBK-4602-1 GBK-4602-2	18-22 18-22	18-22 18-22	CL CL	3.96-4.36 4.08-4.52	8 8	1140 1235	8 8	8 8	2400 2400	8 8
1936 1936 Model 61	GAR-4701 GAR-4802	18-22 18-22	18-22 18-22	CL CL	3.51-3.89 3.51-3.89	8 8	1090 1165	8 8	8 8	2400 2400	8 8
1937 1937 Model 71	GCJ-4803A GCJ-4804A-1	53 Max. 53 Max.	53 Max. 53 Max	CL CL	1.90-2.10 1.90-2.10	8 8	1135 1160	8 8	8 8	2400 2400	8 8
1938	GDF-4802A	53 Max.	53 Max.	CL	1.90-2.10	8	1270	8	7.6	3200	8
Model 89, 90	GBM-4609A	50-60	50-60	CL	3.80-4.20	8	1250	8	7.6	2400	8
1939	GDS-4801A	53 Max.	53 Max.	CL	1.65-1.82	8	1210	8	8	2400	8
40, 10, 20	GDS-4801A	53 Max.	53 Max.	CL	1.65-1.82	8	1210	8	8	n/a	8
1940-1949	GEC-4801A	53 Max.	53 Max.	CL	1.65-1.82	8	1200	8	8	n/a	8
1950	GDZ-6001B	35-53	None	CL	1.6-1.8	0	970	6.4	6.4	2000	8

   NOTE A: Generator number stamped on plate riveted to housing
   NOTE B: CL - Clockwise (viewed from drive end).
   NOTE C: Do not run generator for any length of time in excess of figure given - to do so
                   may result in burnt armature and fields.

________________________________________________________________________________________

TS 00-005 - 1925 Essex Electrical System

HUDSON MOTOR CAR COMPANY
DETROIT, MICH., U.S.A.
TECHNICAL SERVICE BULLETIN

TS 00-005

File Under: Service, Electrical

All Essex Owners, All Service Outlets
1925 Essex American-Bosch Electrical Systems

BATTERY: - Prest-O-Lite, Type 613-JFK. 6 volt, 85 ampere hour. The starting capacity is 102 amperes for 20 minutes. The lighting capacity is 5 amperes for 17 hours. The negative (-) terminal is grounded.

IGNITION. - Coil Model No. TC-30. Distributor Model T-6200. Breaker contacts separate .020 inch. They are made of tungsten. The contact surface of both points should be flat. When the condition of the contacts affects the ignition, resurface them with a fine flat jeweler's file. If the points are excessively worn they should , be replaced.

Oiling: - Fill the oiler on the side of the distributor housing with light engine oil. Put one drop of oil (never more) on the interrupter lever pivot. Place a small bit of cup grease, about the size of a match head, on the side of the interrupter fibre block nearest the pivot post. These attentions should be given every 1000 miles or each month.

Timing. - Breaker contact points begin to separate when, with piston No.1 on compression stroke, the mark on the flywheel is just opposite the indicator on the flywheel case. To adjust timing, turn engine until this position is reached. Then loosen the clamping nut on the stud just below the distributor and turn the housing in a counter-clockwise direction (opposite to direction of rotation) until the contacts begin to separate. Tighten the nut, being careful not to change the relative positions of the housing and shaft. The distributor is of the full automatic type. No manual advance is provided.

Firing Order. - The firing order is 1, 5, 3, 6, 2, 4.

Spark Plugs: - Spark plug diameters are metric standard. Gaps are .025 inch.

STARTER: - Type 948. Starter is connected to the engine through a Bendix drive. The direction of rotation is counter-clockwise, looking at the commutator end. Starter brush tension should be 1� to 2 pounds each.

Starter Data
Tourque	RPM	Volts	Amperes
0 lb. ft. 12 " "	3000 Lock	6 4	60 450
Note: Starter model 948 has four brushes

Offing - Self-oiling bearings are used. They require no attention. Keep commutator clean and free from oil.
GENERATOR - Type 1043. Generator current regulation is by the third brush system. The direction of rotation is counter-clockwise, looking at the commutator end. The maximum charging rate is 10 amperes (hot) at 8 volts, reached at 1600 RPM of the generator.

Generator Data
Cold Test		Hot Test
Amperes	RPM	Amperes	RPM
0 7 12 13.5 12.8 9	500 800 1200 1600 2000 3000	0 4 8.5 10 9.5 6.5	600 800 1200 1600 2000 3000

To adjust the charging rate, turn the adjusting screw on the outside of the commutator end plate. Turning the screw to the right increases the charging rate and to the left decrease the charging rate.

Oiling. - Put two or three drops of light engine oil in each of the generator oilers every 500 miles or each two

RELAY. - No relay is used. The circuit between the generator and the battery is controlled by the ignition switch. Turning off the ignition disconnects the generator and prevents the battery from discharging.

LIGHTING: - Combination Switch Type S-116. Headlamps are 6-8 volt, 21 cp. Dash and tail lamps are connected in series. They are each 3-4 volt, 2 cp

FUSES: No generator fuse is used. Lighting fuse is mounted on the back of the switch and is 20 amperes. Two spare fuses are mounted on the bottom of the switch.

1925 Essex Six
American-Bosch Electrical System

ESSEX Model Six Year 1925

                      INTAKE VALVE TIMING                                           EXHAUST VALVE TIMING
         Open 7� ATC                       Close 50� ABC                      Opne 50� BBC                     Close 8� ATC

VALVE CLEARANCE         Hot Intake .004" Exhaust .005"

CARBURETOR                              COOLING SYSTEM                     OILING SYSTEM
      Stewart         Type    P    Cap. 4 gal. Type Splash    Cap.    4� qts.

PISTON RING: Width    1/8" Diameter 2-11/16" Gap .006"-.008"
CLUTCH Disc       GEAR RATIO    5.6 AXLE 3/4 F

   BRAKES
Front          Rear      Hand
38" x 1-2/4" x 3/16" 35" x 1-1/2" x 3/16"

         Lighting                    Headlights                              Dash & Tail                    Side Lamps
    Single Contact         21 cp 3 Volt 2 cp. 3 Volt    1 cp.

____________________________________________________________________________________

TS 00-006 - 1935-1950 Starter Specifications

HUDSON MOTOR CAR COMPANY
DETROIT, MICH., U.S.A.

TECHNICAL SERVICE BULLETIN

TS 00-006
File Under: Service, Electrical

To all Hudson Garages and Service Outlets;
1935-1950 Starter Specifications

Car and Model	Starter Number (Note A)	Brush Spring Tension, Ounces	No Load Test			Load Test
Car and Model	Starter Number (Note A)	Brush Spring Tension, Ounces	Amperes	Volts	RPM	Amperes	Volts	Torque (Lbs. ft.)
1935 Six 1935 Six 1935 Eight	MAB-4060 MAB-4074 MAB-4061	42-53 42-53 42-53	60 60 60	5.5 5.5 5.5	3700 3700 3700	775 775 775	4.0 4.0 4.0	22.5 22.5 22.5
1936-1939	MAB-4075	42-53	60	5.5	3700	775	4.0	22.5
89, early 90	MAJ-057	42-53	67	5.5	4100	750	4.0	17.0
1939	MAB-4100	42-53	60	5.5	3700	775	4.0	22.5
1940 Six 1940 Eight	MZ-4079 MAB-4103	42-53 42-53	70 60	5.5 5.5	4300 3700	560 775	4.0 4.0	11.8 22.5
1941-47 Six 1941-47 Eight	MZ-4092 MAB-4100	42-53 42-53	70 70	5.5 5.5	4300 3700	560 775	4.0 4.0	11.8 22.5
1948-50	MCL-6006	42-53	65	5.5	5300	410	2.0	8.0
1950 Pacemaker	MZ-4159	42-53	70	4.4	4300	280	2-0	4.4

Note A: Starter number stamped on plate riveted to housing.

_______________________________________________________________________________________________________________

TS 00-007 - 1935-1950 Piston & Ring Data

HUDSON MOTOR CAR COMPANY
DETROIT, MICH., U. S. A.

TECHNICAL INFORMATION BULLETIN

TS 00-007
File Under: Service, Engine

All Hudson Distributors and Service Garages
1935-1950 Piston and Ring Data (1935-1950 Hudson Built Cars)

Year	Model (Note B)	Piston Clearance (Minimum)		Fitting Pistons with Spring Scale		Width of Ring End Gap (Min.)		Clearance Between Ring and Groove
Year	Model (Note B)	Top of Land, Inch	Top of Skirt, Inch	Shim Thickness to Use	Pounds Pull on Scale	Comp. (Note A)	Oil Control (Note A)	Compression	Oil Control
1935-1947	All	.016	.001	.0015	3 to 4	.009	.009	.0015-.002	.001-.0015
1948-1949	Six Eight	.016 .016	.0015 .0015	.0015 .0015	3 to 4 3 to 4	.007 .004	.007 .004	.0015-.002 .0015-.002	.001-.0015 .001-.0015
1950	Six Eight	.016 .016	.0015 .002	.0015 .0015	3 to 4 3 to 4	.007 .004	.007 .004	.0015-.002 .0015-.002	.001-.0015 .001-.0015

A - Fit Rings in tapered bores for minimum clearance in tightest portion of ring travel
B - On six-cylinder models, pistons can only be removed from above; on eights from either above or below.

______________________________________________________________________

TS 01-001 - 1930-1933 Valve Timing - all models

HUDSON MOTOR CAR COMPANY

DETROIT, MICH. U.S.A

TECHNICAL SERVICE BULLETIN

TS 01-001
File Under: Service General

23 February 2003

All Hudson, Essex and Terraplane owners - 1930-1932
Valve Timing

I. Hudson 8 - 1930-1932

The peep hole is on the right front side of the flywheel housing. Remove No. 8 spark plug and crank the engine until No. 8 piston is coming up on the compression stroke. Crank until the piston passes TDC and the line IO on the flywheel registers with the pointer on the peep hole. At this point No. 1 intake valve tappet should be tight and about to open

To set the sprockets; Remove the chain case cover. When Nos. 1 and 8 pistons are at TDC there should be 21 links between the sprocket punch marks with pins No. 1 and 21 in the teeth with the marks. The chain is adjusted by moving an eccentric. With the slack around the generator coupling taken up, there should be a to and from movement of approximately 1/8" on the circumference of the coupling. To adjust chain, loosen bolts in distributor bracket. The inside top bolt and bottom bolt pass through the notches in the eccentric, necessitating their removal. Insert a wrench in one of the notches and turn toward you until only the required movement is present. If trouble is experienced in replacing the bolts, back off the adjustment slightly, allowing them to slide into place. One half pint of engine oil should be introduced through the pipe plug opening whenever the distributor support housing has been removed.

II. Essex - 1930-1932

The peep hole is located on the right front side of the flywheel housing. Remove No. 6 spark plug and crank the engine over until No. 6 piston is coming up on the compression stroke. Crank until the position passes TDC and the line IO on the flywheel registers with the pointer on the peep hole. At this point No. 1 intake valve tappet should be tight and the valve about to open.

To set the sprockets: Remove the chain case cover. The sprockets have a punch mark, and when the Nos. 1 and 6 pistons are at TDC there should be 21 links between the marks on the sprocket, with pins No. 1 and 21 in the teeth with the marks. See Hudson 8, 1930-1932 for chain adjustment.

III. Essex-Terraplane 6, Hudson Super 6 - 1933

With No. 1 intake valve set at .006" clearance, crank the engine until No. 6 piston comes up on its compression stroke and the line marked IO on the flywheel registers with the pointer at the peep hole. In this position No. 1 intake valve tappet should be tight and the valve about to open. The camshaft and crankshaft gears have punch marks that must mesh.

IV. Essex-Terraplane 8 - 1933

The adjustment is the same as described for Essex-Terraplane 6, except that the engine is cranked until No. 8 piston comes up on its compression stroke.

_____________________________________________________________________________________

HUDSON MOTOR CAR COMPANY
DETROIT, MICH., U.S.A.

TECHNICAL SERVICE BULLETIN

TS 01-002
File Under; Service General

March 2001

All Hudson Owners � 1914-1915 Hudson Six-54;
1914-1916 Hudson Model Six-40;
1916 Hudson Super Six

Ignition Setting

    The 1914 Hudson models use the Delco ignition system. The application presented here is similar to other Hudson models using the Delco system, with slight modifications, noted below..

    First, remove the distributor head and measure the gap between the distributor contacts; which should be open to maximum. The gap should be set at .012" to .018". Set the spark lever at the top of the quadrant in the fully advanced position and open all priming cocks. When air blows out of the priming cock on #1 cylinder the piston is coming up on it's compression stroke_
    The #1 cylinder on the 1914 Hudson Model Six-40 is due to fire when line A on the flywheel reaches the pointer attached to the crankcase. This may be seen through the inspection hole on the flywheel housing on the left side of the motor. This line A is 2% inches before dead center for cylinders #1 and #6.

    NOTE: 1915-1916 Model Six-40 are due to fire on #1 cylinder 1/2 inch before top dead center; 1914-1915 Model Six-54 are due to fire at 6 inches before top dead center; and 1916 Hudson Super Six 5/8 inch before top dead center. The settings in each case may be checked by bringing the line A on the flywheel directly opposite the pointer.

    After the #1 piston is at the proper position, loosen the cam on the distributor shaft by turning out the set screw in the center of the shaft. Set the distributor so that when the contacts are just opening, the button on the rotor comes under the #1 distributor head. Spark occurs the instant the contacts open. In checking the timing the cam should be held in tension against its direction of rotation, which is clockwise. This is so the backlash will be taken up.
    The set screw must always be screwed home tight after checking or making and adjustment to prevent its slipping. The rotor should now be replaced on the distributor shaft, first rubbing a slight amount of light grease, such as vaseline, on the rotor track. Replace the distributor head in position tightly.

______________________________________________________________________

TS 01-003 - 1940 Models & Factory Prices

HUDSON MOTOR CAR COMPANY
DETROIT, MICH., U. S. A.

TECHNICAL SERVICE BULLETIN

TS 01-003
File Under; Service General

May 2001

All Hudson Owners, 1940 Models
1940 HUDSON MODELS AND FACTORY BASE PRICE

Model & Body Style	Factory Delivered Price
Hudson Six Traveler 113" WB (Model 40-T) 3-Pass. Coupe 4-Pass. Victoria Coupe 2-Pass. 2-Door Sedan 4-Door Sedan	$ 670.00 750.00 735.00 763.00
Hudson Six Deluxe 113" WB (Model 40-P) 3-Pass. Coupe 4-Pass. Victoria Coupe 2-Pass. 2-Door Sedan 4-Door Sedan Convertible Coupe Convertible Sedan	$ 745.00 791.00 775.00 806.00 930.00 955.00
Hudson Super Six 118" WB (Model 41) 3-Pass. Coupe 4-Pass. Victoria Coupe 2-Pass. 2-Door Sedan 4-Door Sedan Convertible Coupe Convertible Sedan	$ 809.00 860.00 639.00 870.00 995.00 1030.00
Hudson Country Club Six 125" WB (Model 43) 4-Door Touring Sedan 4-Door Special Touring Sedan 7-Pass. Sedan	$1018.00 1044.00 1230.00
Hudson Eight 118" Wheelbase (Model 44) 3-Pass Coupe 4-Pass. Victoria Coupe 2-Door Sedan 4-Door Sedan Convertible Coupe Convertible Sedan	$ 860.00 942.00 918.00 952.00 1087.00 1122.00
Hudson Eight Deluxe 118" WB (Model 45) Convertible Coupe Convertible Sedan	$ 942.00 976.00
Hudson Country Club Eight 125" WB (Model 47) 4-Door Touring Sedan 4-Door Special Touring Sedan 7-Pass. Sedan	$1118.00 1144.00 1330.00

1940 Models (cont). Upholstery Options are as follows:

    MOHAIR ("W") is available at no charge on all passenger cars except Convertibles and Hudson Six Traveler Series. In the Traveler line Mohair costs $8.00 on Sedans, $5.00 on the 3-Pass. Coupe and $6.50 on the Victoria Coupe.
    TAUPE STRIPPED BROAD CLOTH, which is standard on the Hudson Six De-Luxe Sedans, is optional at no charge on closed body types of the 41-43-44 and 47 models. Specify "00".
    Country Club 5-Pass Sedans will be trimmed in TAN WOOL TWEEN instead of the two-tone combination at no extra cost. Specify "ZZ"
Country Club 7-Pass. Sedans will be trimmed in GRAY BEDFORD CORD throughout at no extra cost Specify "Cloth, Front Seat."

LEATHER
(Including Imitation Leather Headlining) Specify �AA�	2-Door Sedan	4-Door Sedan	2-Pass. Coupe	Victoria Coupe	Convertible Coupe
Six Traveler (Brown only) Six DeLuxe Super Six and Eight Country Club Six and Eight	$21.00 32.00 32.00	$21.00 32.00 32.00 27.00	$14.00 21.00 21.00	$18.00 27.50 27.50	Std Std.

*Brown leather. All other leather options provide choice of TAN, MAROON or TAUPE hand-buffed leather. Unless you specify a different combination, leather to harmonize with the body color will be shipped as follows: TAN leather with colors - K, H, B, N, CC; MAROON leather with colors - G, M, R, RR; TAUPE leather with colors - P, Q, S, J.

CONVERTIBLE TOP MATERIAL - (All. Models)
Morocco Red (CC) and California Cream (CC) All Other Colors	Black Brown	(Specify Brown Top) Black (Specify "YY"

______________________________________________________________________

TS 01-004 - 1933-1939 Commercial Body Specs.

HUDSON MOTOR CAR COMPANY
DETROIT, MICH., U. S. A.

TECHNICAL SERVICE BULLETIN

TS 01-004
File Under: Service, General

November 2001

All Hudson Dealers and Service Outlets

Hudson Motor Car Company Commercial Car Body Specifications - 1933-1939
1933 Commercial K 1933 Commercial K 1933 Commercial K 1933 Commercial K	364125 364125 364125 364125	Sedan Delivery Panel Delivery Cab Express Cab	Hudson York-Hoover Hudson Hudson	106" 106" 106" 106"
1934 Commercial K 1934 Commercial K 1934 Commercial K	37300 373000 373000	Sedan Delivery Cab Pickup Cab & Chassis	Hudson Hudson Hudson	112" 112" 112"
1935 Commercial G 1935 Commercial G 1935 Commercial G	51-101 51-101 51-101	Panel Delivery Cab Pickup Cab & Chassis	York-Hoover Hudson Hudson	112" 112" 112"
1936 Commercial 61 1936 Commercial 61 1936 Commercial 61 1936 Commercial 61	61-101 61-101 61-101 61-101	Panel Delivery Station Wagon Cab Pickup Cab & Chassis	York-Hoover Baker-Raulang Hudson Hudson	115" 115" 115" 115"
1937 Commercial 70 1937 Commercial 70 1937 Commercial 70 1937 Commercial 70 1937 Commercial 78 1937 Commercial 78 1937 Commercial 78 1937 Commercial 78	70-101 70-101 70-101 70-101 78-101 78-101 78-101 78-101	Panel Delivery Station Wagon Cab & Chassis Cab Pickup Sedan Panel Delivery Cab & Chassis Cab Pickup	York-Hoover U. S. Body & Forging Hudson Hudson Hudson York-Hoover Hudson Hudson	117" 117" 117" 117" 124" 124" 124" 124"
1938 Commercial 80 1938 Commercial 80 1938 Commercial 80 1938 Commercial 80 1938 Commercial 80 1938 Commercial 80 1938 Commercial 80 1938 Hudson "112" 89 1938 Hudson "112" 89 1938 Hudson "112" 89 1938 Commercial 88 1938 Commercial 88 1938 Commercial 88 1938 Commercial 88	80-159 80-159 80-159 80-159 80-159 80-159 80-159 89-28566 89-28566 89-28566 88-174 88-174 88-174 88-174	Utility Coach Utility Coupe Sedan Panel Delivery Station Wagon Cab & Chassis Cab Pickup Panel Delivery Cab & Chassis Cab Pickup Sedan Panel Delivery Cab & Chassis Cab Pickup	Hudson Hudson Hudson Checker Cab U. S. Body & Forging Hudson Hudson Checker Cab Hudson Hudson Hudson Checker Cab Hudson Hudson	117" 117" 117" 117" 117" 117" 117" 112" 112" 112 124" 124" 124" 124"
1939 Commercial 90 1939 Commercial 90 1939 Commercial 90 1939 Commercial 90 1939 Commercial 90 1939 Commercial 90 1939 Pacemaker 91 1939 Hudson Big Boy 98 1939 Hudson Big Boy 98 1939 Hudson Big Boy 98 1939 Hudson Big Boy 98 1939 Hudson Big Boy 98	90-101 90-101 90-101 90-101 90-101 90-101 91-32576 98-2995 98-2995 98-2995 98-2995 98-2995	Utility Coach Utility Coupe Panel Delivery Station Wagon Cab & Chassis Cab Pickup Panel Deliver 5-Pass. Sedan 7-Pass. Sedan Panel Delivery Cab & Chassis Cab Pickup	Hudson Hudson Checker Cab U. S. Body & Forging Hudson Hudson Checker Cab Hudson Hudson Checker Cab Hudson Hudson	112" 112" 112" 112" 112" 112" 118" 119" 119" 119" 119" 119"

______________________________________________________________________

TS 01-005 - 1939 Body Model Information

HUDSON MOTOR CAR COMPANY
DETROIT, MICH., U. S. A.

TECHNICAL SERVICE BULLETIN

    TS 01-005
    File Under: Service, General

    November 2001

All Hudson Dealers and Service Outlets
Body Model Information - 1939 Models

Passenger Cars
Curb Weight	Starting Ser. No.	Body Type	Body Make	WB	Curb Weight	Starting Ser. No.	Body Type	Body Make	WB
Model 90 - Hudson �112� Passenger Cars					Model 93 - Hudson Country Club Six
2970 2800 2755 2780 2815 2900 2710	90-101 90-101 90-101 90-101 90-101 90-101 90-101	Brougham Sedan 3-P. Coupe Vic. Coupe Conv. Coupe Conv. Brougham Travel Coupe	Hudson Hudson Hudson Hudson Hudson Hudson Hudson	112� 112� 112� 112� 112� 112� 112�	3150 3215 3035 3120 3100 3170	93-104 93-104 93-104 93-104 93-104 93-104 93-104	Brougham Sedan 3-P. Coupe Vic. Coupe Conv. Coupe Conv. Bro. Utility Coupe	Hudson Hudson Hudson Hudson Hudson Hudson Hudson	122� 122� 122� 122� 122� 122� 122�
Model 91 - Hudson Pacemaker					Model 95 - Hudson Country Club Eight
3030 3064 2925 2980	91-32576 91-32576 91-32576 91-32576	Brougham Sedan 3-P. Coupe Vic. Coupe	Hudson Hudson Hudson Hudson	118� 118� 118� 118�	3395 3395 3205 3225 3265 3360	95-106 95-106 95-106 95-106 95-106 95-106 95-106	Brougham Sedan 3-P. Coupe Vic. Coupe Conv. Coupe Conv. Bro. Utility Coupe	Hudson Hudson Hudson Hudson Hudson Hudson Hudson	122� 122� 122� 122� 122� 122� 122�
Model 92 - Hudson Six					Model 97 - Hudson Custom Country Club Eight
3030 3060 2925 2980 3025 3100	92-107 92-107 92-107 92-107 92-107 92-107	Brougham Sedan 3-P. Coupe Vic. Coupe Conv. Coupe Conv. Bro. Utility Coupe	Hudson Hudson Hudson Hudson Hudson Hudson Hudson	118� 118� 118� 118� 118� 118� 118�	3480 3550	97-105 97-105	5-P. Sedan 7-P. Sedan	Hudson Hudson	129 129
Commercial Cars
Curb Weight	Starting Ser. No.	Body Type	Body Make	WB	Curb Weight	Starting Ser. No.	Body Type	Body Make	WB
Model 90 - Hudson "112" Commercial					Model 98 - Hudson Big Boy Commercial
2800 2865 3125 3090 2540 2905	90-101 90-101 90-101 90-101 90-101 90-10	Utility Coach Utility Coupe Panel Delivery Station Wagon Cab Cab Pickup	Hudson Hudson Checker Cab U. S. Body & Forging Co. Hudson Hudson	112� 112� 112� 112� 112� 112"	3000 3120 3260 2664 3105	98-2995 98-2995 98-2995 98-2995 98-2995	5-P. Sedan 7-P. Sedan Panel Del. Cab Cab Pickup	Hudson Hudson Checker Cab Hudson Hudson	119� 119� 119� 119� 119�

____________________________________________________________________________________________

TS 02-001 - 1951 Engine Specifications

HUDSON MOTOR CAR COMPANY
DETROIT, MICH., U. S. A.

TECHNICAL SERVICE BULLETIN

TS 02-001
File Under: Service, Electrical

All Hudson Dealers and Service Outlets
Body Model Information - 1939 Models

1951 ENGINE SPECIFICATIONS
	Pacemaker 6 Custom - 4A	Super 6 Custom - 5A Commodore 6 Custom 6-A	Hornet 6 -7A	Commodore 8 Custom - 8A
Arrangment Bore & Stroke Piston Displacement Horsepower - Taxable Actual Torque Compression Ratio Engine Mountings Camshaft Drive Camshaft Bearings Connecting Rods - Length - C to C Lower End Bearing Material Upper End Bearing Diameter and Length Pistons - Type Material Clearance Piston Pin - Type & Length Diameter Piston Rings Compression Rings Oil Control Rings Gap Clearance - All Rings Valves - Intake - Head Outside Diameter Lift Clearance - Hot Valves - Exhaust - Head Outside Diamter Lift Clearance - Hot Lubrication Pump Type Oil Capacity - Qts.	L Head 3-9/16" x 4-3/8" 232 Cu. In. 30.4 123 @ 4000 200 @ 1600 6.7:1 or 7.2:1 Rubber Morse Chain 4-Steel - Babbitt 8-1/8" Replaceable Steel - Babbitt Steel - Babbitt 31/32" x 1-1/8" Cam Ground Aluminum Alloy .0015" to .002" Floating - 2-15/16" 31/32" 4-Cast Iron - Pinned 2 2 (1 below pin) .007" to .012" 1-53/64" 11/32" .008" 1-9/16" 11/32" .010" Pressure Rotor 7-1/2 - Dry 7 - Refill	L Head 3-9/16" x 4-3/8" 262 Cu. In. 30.4 123 @ 4000 200 @ 1600 6.7:1 or 7.2:1 Rubber Morse Chain 4-Steel - Babbitt 8-1/8" Replaceable Steel - Babbitt Steel - Babbitt 31/32" x 1-1/8" Cam Ground Aluminum Alloy .0015" to .002" Floating - 2-15/16" 31/32" 4-Cast Iron - Pinned 2 2 (1 below pin) .007" to .012" 1-53/64" 11/32" .008" 1-9/16" 11/32" .010" Pressure Rotor 7-1/2 - Dry 7 - Refill	L Head 3-13/16" x 4-1/2" 308 Cu. In. 34.9 145 @ 3800 257 @ 1800 6.7:1 or 7.2:1 Rubber Morse Chain 4-Steel - Babbitt 8-1/8" Replaceable Steel - Babbitt Steel - Babbitt 31/32" x 1-1/8" Cam Ground Aluminum Alloy .0015" to .002" Floating - 2-15/16" 31/32" 4-Cast Iron - Pinned 2 2 (1 below pin) .006" to .014" 1-53/64" 11/32" .008" 1-9/16" 11/32" .010" Pressure Rotor 7-1/2 - Dry 7 - Refill	L Head 3" x 4-1/2" 254 Cu. In. 28.8 128 @ 4200 198 @ 1600 Rubber Morse Chain Gears 5-Steel - Babbitt 8-3/16" Integral Spun-Babbitt Bronze 3/4" x 29/32" Cam Ground Aluminum Alloy .0015" to .002" Floating - 2-7/16" 3/4" 4-Cast Iron - Pinned 2 2 (1 below pin) .004" to .009" 1-1/2" 11/32" .008" 1-3/8" 11/32" .010" Duo-Flo Oscillating Plunger 8 - Dry 7 - Refill

CAPACITIES
Cooling System	U. S.- 18-1/2 Qts.* Imperial - 15-1/4 Qts. Metric - 17-3/4	Clutch	U. S. - 1/3 Pint Imperial - 1/4 Pint Liters Metric - 160 CC
Gasoline Tank	U. S. - 20 Gals. Imperial - 16-2/3 Gal. Metric - 75-3/4 Liters	Transmission	U. S. - 2 Lbs. Imperial - 2 Lbs. Metric - .91 Kgs
Engine Oil (Dry) Models 4A, 5A, 6A, 7A Model 8A	U. S. - 7-1/2 Qts. Imperial - 6-1/2 Qts. Metric - 7 Liters U. S. - 8 Qts. Imperial - 6-2/3 Quarts Metric - 7-1/2 Liters	Transmissiong & Overdrive Rear Axle	U. S. 3-1/4 Lbs. Imperial - 3-1/5 Lbs. Metric - 1.47 Kgs U. S. 3-1/2 Lbs. Imperial - 3 Lbs. Metric - 1.6KgS.
Engine Oil (Refill	U. S. - 7 Qts. Imperial - 6-2/3 Qts. Metric - 6-1/2 Liters	* Cars with heater add 1 quart.

____________________________________________________________________________________________

TS 02-002 - 1926 Essex American Bosch Electrical System

HUDSON MOTOR CAR COMPANY
DETROIT 14, MI., U. S. A.

TECHNICAL INFORMATION BULLETIN

TS 02-002
File Under; Service, Electrical

All 1926 Essex Owners, All Service Outlets Electrical System - American Bosch Ignition System

BATTERY: - Prest-O-Lite, Type 613-JFK. 6 volt, 85 ampere hour. The starting capacity is 102 amperes for 20 minutes. The lighting capacity is 5 amperes for 17 hours. The negative terminal is grounded.
IGNITION. - Coil Model No. TC-30. Distributor Model T-6200. Breaker contacts separate '020 inch. They are made of tungsten. The contact surface of both points should be flat. When the condition of the contacts affects the ignition, resurface them with a fine flat jewelers file. If the points are excessively worn they should be replaced.
Oiling: - Fill the oiler on the side of the distributor housing with light engine oil. Put one drop of oil (never more) on the interrupter lever pivot. Place a small bit of cup grease, about the size of a match head, on the side of the interrupter fiber block nearest the pivot post. These attentions should be given every 1000 miles or each month.
Timing: - Breaker contact points begin to separate when, with piston No.1 on compression stroke, the mark on the flywheel is just opposite the indicator on the flywheel case. To adjust timing, turn engine until this position is reached. Then loosen the clamping nut on the stud just below the distributor and turn the housing in a counter- clockwise direction (opposite to direction of rotation) until the contacts begin to separate. Tighten the nut, being careful not to change the relative positions of the housing and shaft. The distributor is of the full automatic type. No manual advance is provided.
Firing Order: - The firing order is 1-5-3-6-2-4.
Spark Plugs: - Spark plug diameters are metric standard - Gap: .025 inch.
STARTER: - Model 964. Starter is connected to the engine through a Bendix drive. The direction of rotation is counter-clockwise, looking at the commutator end. Starter brush tension should be 1� to 2 pounds each.

Starter Data
Torque	RPM	Volts	Amperes
0 ft. lbs 12 ft. lbs	3000 Lock	6 4	60 450

Note: Starter model 948 has four brushes.
Oiling: Self-oiling bearings are used. They require no attention. Keep commutator clean and free from oil.

Clean commutator by wiping it off with a clean cloth moistened with gasoline. Wipe dry before again using.
GENERATOR: - Model 1067. Generator current regulation is by the third brush system. To adjust the charging rate, insert the special Bosch key in the hole on the generator end plate and shift the third brush mounting plate by turning the key.
Shifting the third brush in the direction of armature rotation increases the charging rate and in the opposite direction decreases the charging rate. The third brush may be shifted by hand by removing the commutator cover band. The maximum charging rate is 13-14 amperes reached at 1600-1800 R.P.M. of the generator armature. Motoring freely the generator draws 6 amperes at 6 volts. The shunt field current is 3.2 amperes at 6 volts.

Generator Data
Cold Test		Hot Test
Amperes	RPM	Amperes	RPM
0 7 12 13.5 12.8 9	500 800 1200 1600 2000 3000	0 4 8.5 10 9.5 6.5	600 800 1200 1600 2000 3000

Oiling. - Put two or three drops of light engine oil in each of the generator every 500 miles or each two weeks. See that commutator is clean and free from oil. Clean commutator by wiping it with a clean cloth moistened with gasoline. Wipe dry before again operating the generator.
RELAY: - No relay is used. The circuit between the generator and the battery is trolled by the ignition switch. Turning off the ignition disconnects the generator and prevents the battery from discharging.
LIGHTING: - Combination Switch Type S-123. Head lamps are 6-8 volt, 21 cp. and tail lamps are connected in series. They are each 34 volt, 2 CP.
FUSES: - No generator fuse is used. Lighting fuse is mounted on the back of the In and is 20 ampere. Two spare fuses are mounted at the bottom of the switch.
Note: Dash and tail lights are now 6-8 volts instead of 3-4 volts as on earlier six cylinder models. Horn feed taken directly from starter motor with horn mounted on engine.

________________________________________________________________________________

TS 02-003 - 1931-1937 Maintenance Procedures

HUDSON MOTOR, CAR COMPANY
DETROIT 14, MICH., U. S. A.

TECHNICAL SERVICE BULLETIN

TS 02-003

File Under: Service, General

All Service outlets

Maintenance Procedures � 1931-1937 - Hudson, Essex, & Terraplane �

I. Valve Guides

1933-37 - Use a special. valve stem guide remover to drive the guides out. When replacing the guides use a special valve stem replacer. This tool is especially designed to drive the guides so that the top, in the six cylinder engines, is 1-1/16" below the top of the cylinder block and in the eight-cylinder engines, 15/16". This position of the guide must be accurately maintained. After the guides are replaced they should be reamed .002" larger than the valve stem.

II. Tappets

1933-37- The tappet and guide assemblies can be removed without removing the cylinder head as follows: Remove the tappet chamber from the right side of the engine. Remove the valve spring seat retainer spring seats, spring dampener, and spring. Remove the tappet adjusting screw and replace by a short screw with a thin head. Remove the tappet guide clamp screw and clamp. The tappet and guide assembly can then be lifted out. If the complete set is to be replaced, remove cylinder head and valves and then remove tappet assemblies.

III. Valve timing

1931-32 Essex - The peep hole is on the right front side of the flywheel housing. Remove No. 6 spark plug and crank the engine until No. 6 piston is coming up on the compression stroke. Crank until piston passes TDC and the line 10 on the flywheel registers with the pointer on the peep hole. At this point No. 1 intake valve tappet should be tight and the valve about to open.

To set the sprockets, remove the chain case cover# the sprockets each have a punch mark. When Nos. 1 and 6 pistons are at TDC there should be 21 links between the marks on the sprocket, with pins Nos. 1 and 21 in the teeth with the ,narks.

1931-33 Hudson - Same as 1931-32 Essex only remove No. 8 spark plug.

1933 Terraplane & 1934-37 all - Correct timing is obtained by meshing the punch marked tooth of the crankshaft gear between the two punch marked teeth of the camshaft gear.

IV. Pistons and Rods.

1930-31 - Hudson 8 - Move assembly upward until pin is exposed and remove pin. Remove pi,-ton from top; rod from bottom.

1931 Essex, 1932-37 all - The piston and rod assemblies are removed from above after removing the cylinder head. Be sure to mark the assemblies so that they will be returned to the bore from which they were removed.

V. Pistons, Renew

1934-37 - !he code letters stamped on the cylinder block along the lower flange of the valve chamber designate the original size of each cylinder. The piston size, code letter, and weight in ounces and quarter ounces stamped on the head of the piston will help in selecting pistons correctly from stock In addition to size and weight marks all original piston installations ire numbered to indicate the cylinder block number and the number of the cylinder in which the piston is fitted. Use 1935 type piston with one ring below pin, in 1934 cars.

Where a single piston is selected it should be of the same weight as the piston removed. Complete sets of new pistons should always carry the same weight stamp on all pistons. Unequal piston weight will cause rough engine operation.

After selecting a piston by the code letters, place it in the cylinder in which it is to be used with a .0015" feeler directly opposite the skirt slot. The position of the feeler is important due to the cam grinding of the skirt. If the piston is the correct size, the feeler can be removed by exerting from 3 to 4 pounds pull.

The table (below) gives the cylinder bore sizes from standard to .020" oversize for which pistons are available.. Opposite each cylinder size is given the cylinder code (if any), the code letter of the correct piston size, and piston ring size

It will be noted that the same ring size may be designated for more than one piston size. It is advisable to hone the cylinder to the smallest dimension for which a given ring is recommended. This gives a minimum piston ring gap. Always check rings to se that the gap is not less than .005".

Piston and Ring Fitting Table
Cylinder		Piston Code	Piston Ring Size	Cylinder		Piston Code	Piston Ring Size
Size	Code			Size	Code
3.000 3.005 3.001 3.0015 3.002 3.025 3.005 3.005 3.010	A B C D E AO	B B D D F F J L BO	3.000 3.000 3.000 3.000 3.000 3.000 3.003 3.005 3.010	3.005 3.011 3.0115 3.012 3.0125 3.015 3.020 3.021 3.022	BO CO DO EO	BO DO DO FO FO LO BB DD FF	3.010 3.010 3.010 3.010 3.010 3.015 3.020 3.020 3.020

VI. Pins, renew

1934-37 - Select the pin so that it can be pushed into the piston boss with the heel of the hand when the piston is heated to 2000F. Heat the piston in boiling water or in an electric furnace. Heating with a blow torch or other concentrated heat or driving the pin in or out of the bosses will distort the piston. After the proper sized pin is selected, replace the connecting rod upper bushing and ream or burnish to .0003" larger than the pin. If this fit is correct the connecting rod will just turn on the pin under its own weight. when the rod is held in a horizontal position.

VII. Rings, renew

1934-37 - When fitting the pinned type piston ring, the gap between the ends of the ring and the clearance between the pin and the ends of the ring are equally important. The rings are cut and matched to fit the pin so that the clearance at the pin is equal to the gap between the ends of the ring. In other words, if the ring is compressed so that the ends come together there will be no clearance on the pin. If the ends of the ring are filed in fitting it is necessary to file an equal amount in the pin notch to maintain pin clearance. Filing should, however, not be necessary.

Piston rings of the pinned type are supplied in exact sizes to give a minimum gap of .005" when installed in a cylinder of the size for which the ring is designated.

When oversize pistons are being fitted, the bores should be brought to a stock ring oversize. For example, a cylinder may clean up at

.009" oversize. However, since no ring is available in this size it is advisable to hone the cylinder to .010" oversize rather than file the gap of 1 set of .010" oversize rings to permit their use in a .009" oversize cylinder.

VIII. Main Bearing Caps

1934-37 - Use a puller to remove the front and rear bearing caps -is sufficient force must be applied to shear the packing in the horizontal groove. After the cap is removed the packing should be thoroughly cleaned from the groove in the case and cap. After the bearing caps hive been replaced and the stud nuts tightened and keyed, the packing should be replaced. Drive cotton wicking into the vertical holes of both the front and rear bearing caps.

After the rear main bearing cap has been installed, the lower half of the oil retainer should be checked to see that it fits tightly against the upper half. A gap between the two halves of the retainer will permit loss of oil_ The rear main bearing oil return tube is soldered in the rear of the reservoir and registered with the rear main bearing drain hole. Be sure the gaskets used between the reservoir and dip trough tray, and also between the tray and crankcase have holes in line with the drain tube. If these holes are not open, oil will be lost out of the rear main bearing oil clinger. A flapper valve is located on the bottom of the oil return tube to prevent oil from being thrown up the tube and out of the rear main bearing. When the reservoir is level, this valve should be slightly open. check the valve to see that it moves freely against the end of the tube.

ELECTRIC SYSTEM

I. Ignition Timing

All sixes - With No. 1 piston near the ending of the compression stroke, the breaker points should open when the DC 1-6 or UDC 1-6 mark on the flywheel lines up with the peephole pointer.

All eights - With No. 1 piston near the end of the compression stroke, the breaker points should open when the DC 1-8 or UDC 1-8 mark on the flywheel lines up with the peephole pointer.

If the car has two breaker points, the foregoing refers to the stationary points. To set the movable points, crank the engine a quarter turn until the DC 3-6 or UDC 3-6 line registers with the peephole pointer.

To synchronize the points with a gauge, set them to the correct gap and time the stationary points.

Two timing lines will be found on top of the rotor. Place the gauge on the housing so that its pointer registers with the forward mark on the rotor. Then loosen the adjustable plate fastening screws and move the plate until the points just open.

1933-37 - After timing the ignition, adjust the octane selector as follows: When running about 8 mph in high gear open the throttle quickly -and fully. If a slight ping is heard between 10 and 15 mph the setting is satisfactory but if there is no ping, advance the distributor one graduation at a time until a slight ping appears but never advance the unit beyond the 3/4" advance mark.

___________________________________________________

TS 04-001 - 1929 Hudson & Essex Paint Specifications

HUDSON MOTOR CAR COMPANY

DETROIT, MICH., U. S. A.

GENERAL INFORMATION BULLETIN

TS 04-001

File Under: Service, General

All Hudson and Essex Owners - 1929 Models

HUDSON AND ESSEX PAINT SOURCES AND COLORS

Paint Sources

Armitage, Newark, N. J.

Ault & Wiborg, 507 Shelby, Detroit

Dibble Color Co., 1497 E. Grand Blvd, Detroit

Ditzler, 8000 W. Chicago, Detroit (Request List of Distributing Points)

Jones & Dibney, 4835 Woodward, Detroit

Rinshed Mason, 5971 Milford St., Detroit

Dupont De Nemurs, (Request List of Distributing Points

Color

Name

Manufacturer

Color

Number

Color

Name

Manufacturer

Color

Number

Antler Tan

Bayou Blue

Blue Hour

Brewster Green

Cashew Nut Tan

Cream Color Deep

Derby Brown

Devonshire Cream

Diana Blue

Elizabethan Blue

Emerald Green, Extra

Light

Extra Permanent

Vermillion

Frosty Green

Gazelle Brown

Geneva Blue

Glenrock Green

Hudson Gray

Hudson Standard Blue

Ivory Jet Black

Karnak Green

Loreliei Blue

Malaga Maroon

Malay Brown

Mamora Green

Dibble

Ditzler

Dupont

Rinshed Mason

Rinshed Mason, Ault &

Wiborg, Ditzler

Jones & Dabney, Ditzler,

Dupont, Ault & Wiborg,

Rinshed Mason

Jones & Dabney

Ault and Wiborg

Armitage, Ditzler

Jones & Dabney

Rinshed Martin

Ditzler, Jones & Dabney

Jones & Dabney, Rinshed

Mason

Ditzler, Jones & Dabney

Rinshed Mason

Jones & Dabney

Dibble

Jones & Dabney, Ault &

Wiborg

Dibble, Jones & Dabney,

Ditzler, Dupont, Jones &

Dabney

Dupont

Dibble

Rinshed Mason, Ditzler

Dibble

Ditzler

Milano Blue

Mountain Mist Blue

Narragansett Blue

Nebraska Green

Neptune Blue

Old Ivory

Oriole Red

Pharoah Green

Pheasent Blue

Prairie Grass

Reseda Green

Rimini Blue

Royal Chariot Red

Rust Gold

Seacrest Green

Seal Brown

Spanish Yellow

Sunnybrook Blue

Toranto Red

Terrapin Gray

Thorne Brown

Toga Tan

Valliblue

Venezia Blue

Woodlawn Green

Jones & Dabney

Dupont

Ditzler

Armitage

Ditzler

Ault and Wiborg

Jones & Dabney

Rinshed Mason,

Jones & Dabney

Dibble

Ditzler

Dupont

Rinshed Mason,

Dupont

Rinshed Mason

Ditzler, Rinshed

Mason

Dupont

Ditzler

Ault & Wiborg, Ditzler

Jones & Dabney

Jones & Dabney,

Ditzler, Ault & Wiborg, Armitage

Rinshed Mason

Dibble, Jones &

Dabney

Jones & Dabney

Dibble, Rinshed

Mason, Jones & Dabney

Dupont

Dibble

Armatage

______________________________________________________________________________

TS 04-002 - 1951-56 Hudson Engine Parts Interchange

HUDSON MOTOR CA COMPANY

DETROIT, MICH., U.S.A.
TECHNICAL SERVICE BULLETIN

TS 04-002

File Under: Mechanical, Misc.

1951-1956 Hudson Six Cylinder; Engine Parts Interchange

In this article we will be presenting the late Sloane McCauleys exploration of the specifications of various Hudson sixes of the 1951-1956 period and the interchangeability of parts between them.

Reprinted below is a chart from Jack Clifford's Hudson parts catalog showing the various 1951-1956 Hudson six cylinder engines with stats on each.

Year	Cubic Inch Disp.	Bore	Stroke	Comp. Ratio (Type of Cyl. Head)		Valve Size		Gross Cam Lift	Horse- Power
Year	Cubic Inch Disp.	Bore	Stroke	Iron	Alum.	Int.	Exh.	Gross Cam Lift	Single Carb	Dual Carb
1953-1956	202	3"	4-3/4"	7.5	8.0	1.500	1.356	.356	105	114
1951-1952	232	3-9/16"	3-7/8"	6.7	7.2	1.8125	1.5625	.356	112	N/A
1953-1954	232	3-9/16"	3-7/8"	7.0	7.5	1.8125	1.5625	.356	126	N/A
1951-1952	262	3-9/16"	4-3/8"	6.7	7.2	1.8125	1.5625	.356	123	N/A
1953-1954	262	3-9/16"	4-3/8"	7.0	7.5	1.8125	1.5625	.356	140	149
1951-1952	308	3-13/16"	4-1/2"	6.7	7.2	1.8125	1.5625	.356	145	N/A
1953-1954	308	3-13/16"	4-1/2"	7.0	7.5	1.8125	1.5625	.356	160	170
1952-1954	308 (7X)	3-13/16"	4-1/2"	8.7	9.2	2.000	1.6875	.356	N/A	210
1955-1956	308	3-13/16"	4-1/2"	7.0	7.5	1.8125	1.6875	.356	165	175

The 202 engine is rather a loner since no parts except the lifters will interchange with the bigger Hudson sixes. The 202 is not a good hot rod engine either as its hp to weight ratio is very poor as well as being of such small displacement. Therefore, we will deal mainly with the larger Hudson sixes, in particular the 308.

The 232, 262 and 308 engines all use the same basic block with the only major differences being in the bore and stroke. The 308 was the only larger bore engine at 3-13/16" and you will pushing your luck to bore a 232 or 262 as much as 1/4" (.25") to take 308 pistons. A maximum safe overbore of a 308 is considered to be 1/8" (.125"). The 232 and 262 engines will easily accept a 308 crankshaft, which change will give you 270 cubic inch engine, or 278 cid with a .60 overbore. Of course, a 232 or 262 crank can be fitted into a 308, if lower cubic inches are desired, but this is not recommended, as the long stroke 308 cranshaft produces high torque, which is the backbone of the Hudson engine. One thing to remember when swapping cranks is that the pistons must also be changed to compensate for the changes in the stroke by altering the pin position.

Virtually all parts are interchangeable among the 232, 262 and 308 engines. You can swap crankshafts, rods, cams, lifters, manifolds, heads, valves, etc. The pistons are, of course, different due to the different bore sizes, and compression height (distance between piston pin and top of the piston). The main benefits in swapping parts are increased availability and performance. If you have a 308 engine, you should install a 232 or 262 head to increase compression and power. If you have a 232, 262 or 308 with a single carburetor, you should install a 308 dual carb Twin-H Power intake manifold. The good 311040-7X cam in interchangeable between the engines. External engine parts are also interchangeable. So if you need, for example, a distributor, water pump, oil pump, etc, for a 308 you could get them for a 232 or 262 as well as a 308.

From "Pit Stop" by Sloan McCauley

Orig. published in the North Texas Chapter (HET) "The North Texas News", Aug., 1971

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TS 04-003 - 1931-1932 Auto-Lite Distributor Settings

HUDSON MOTOR CAR COMPANY
DETROIT, MICH., U. S. A.

TECHNICAL INFORMATION BULLETIN

TS 04-003

File Under; Service, Electrical

All Hudson Owners: 1931. 1932 Models - Auto-Lite Distributor Settings
TYPE IGH - Dual Contact Type
Application: 1931 Hudson 8 - IGH-4009; 1932 Hudson 8 - IGH-4009-A

DESCRIPTION: - The two sets of contacts on the Type IGH distributors are connected in parallel to the breaker terminal on the distributor housing. The condenser is mounted on the side of the case. Only one Ignition coil is used and the primary circuit is broken by the two sets of contacts alternately. For this reason it will be necessary to use a special synchronizing tool to establish the correct relation between the contacts.

CONTACT ADJUSTMENT: - Breaker contacts separate .020-.024 Inch. This gap should be maintained at all times. To set contact gap (fixed contacts mounted on base plate), loosen the two lock screws on the stationary contact mounting plate and turn eccentric adjusting screw until correct gap Is secured with breaker arm rubbing block on lobe of cam. Then tighten the lock screws. The other set of contacts (mounted on movable breaker plate) are adjusted by loosening lock nut on stationary contact mounting stud and turning up stud. Tighten the lock nut after making the adjustment. It is important that the contact gap of each set of contacts should be the same. Use a feeler gauge to accurately determine the gap.

SYNCHRONIZATION OF CONTACTS: - Connect a six volt test lamp between the primary terminal inside the breaker housing and ground (snap the other test lamp lead on the distributor case). Block open the second set of contacts (mounted on movable breaker plate) with a piece of cardboard. Then turn on Ignition and slowly crank engine over until the first set of contacts open as Indicated by the lighting of the lamp. If this position is accurately determined the backlash in the gears will be sufficient to open and close the contacts and the lamp should go out as the distributor shaft is rocked. Place rotor button on distributor shaft. It will be noted that rotor is built with a 'fantail' marked with two lines. These lines are exactly 45 degrees apart (distributor degrees) and represent the firing interval of the distributor. Clamp the special synchronizing gauge (Auto-Lite Part No. ST-206 on the side of the distributor case so that the pointer of the gauge is directly opposite the leading line (determined by direction of rotation of the distributor) on the fantail. Then carefully crank engine over 90 degrees until the second line on the fantail is directly opposite the synchronizing gauge. Remove the insulation from between the breaker contacts and block open the first set in the same manner. If the lamp lights when the second line on the fantail is opposite the gauge the distributor contacts are correctly synchronized. If it does not, loosen the two lock screws on the movable breaker plate and turn the eccentric adjusting screw until the contacts pen and the lamp lights. Tighten the lock screws.

Timing: - Synchronization of Contacts. The contacts can be synchronized without special equipment after the distributor has 90 degrees from firing position of piston No. 1 when piston No. 6 will reach firing position and the flywheel mark 'DC 3&6' will be opposite the indicator in the inspection hole in the flywheel case. If the second set of contacts do not begin to open at this point, loosen the two lock screws on the movable sub-plate and shift the plate until the contacts begin to open. Tighten the lock screws and check the contact gap. It must be within limits of .020-.024 inch with breaker arm on lobe of cam.

TIMING DISTRIBUTOR TO ENGINE: - Distributor is timed to the engine in the usual manner by cranking engine over until piston No. 1 reaches firing position and then loosening the advance arm clamp bolt and rotating the distributor housing and breaker assembly until the contacts open.

Timing Distributor to Engine. - Breaker contacts begin to separate when the piston entering power stroke reaches top dead center with the breaker assembly fully retarded. To set timing, crank engine over until piston No. 1 enters compression stroke. This can be checked by noting valve tappet positions (both valves should be closed) or by removing the spark

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Page 1 of 2

TS 04-004 - Type 5A Electrolock Service

HUDSON MOTOR CAR CO.

DETROIT, MICH., U. S. A.

TECHNICAL INFORMATION BULLETIN

TS 04-004
File Under: Service Electrical

All Hudson and Essex Owners; Type 5A Electrolock, Servicing

Model/Year	Lock Assy.	Switch & Cable	Lock Cylinder
1928 Hudson (1st Cars) 1928 Hudson (Later) 1928 Hudson (Late Cars) 1928 Essex (1st Cars) 1928 Essex (Later)	1518 1800 2088 1801 2090	1517 1822 2089 1809 2091	1964 1964 1964 1964 1964

DESCRIPTION: - The Electrolock is an ignition switch mounted on the dash consisting of a lock cylinder in a steel case which is connected to the distributor housing terminal by an armored cable. The breaker lead from the coil is carried inside the cable which is fastened to the breaker terminal by a special design non-removable clip connection. This absolutely prevents tampering with the ignition circuit and prevents the car being started with the ignition turned off since the breaker is grounded through the Electrolock case and through the distributor attachment.

To unlock Electrolock, insert key in lock cylinder and turn 1/4 turn to right. The lock cylinder will spring out closing the ignition switch. The key should then be removed since it is not necessary to lock the ignition. To turn off ignition, press lock cylinder in and make certain that it does not spring out again. This will turn off ignition, ground the breaker and lock the Electrolock itself to the car.

Connections: - The terminal on the side of the Electrolock case should be connected to the breaker terminal of the ignition coil. The feed for the coil is taken directly off the ammeter or from the relay terminal of the generator. The breaker circuit is completed through the armored cable from the Electrolock to the terminal on the distributor housing.

Servicing Distributor: - To remove distributor from car for bench tests or repairs, unlock Electrolock and remove from dash. Remove distributor from engine as directed on the car data sheet. Then remove entire distributor and Electroshock assembly from car.

Trouble Shooting on Car: - Disconnect wire from side of case. Insulate breaker contacts with a piece of cardboard or turn cam until contacts separate. Then make following tests with six volt lamp circuit and test points:

(1) Place one test point on breaker terminal inside distributor and place the other point on the terminal on the side of the Electroshock case. With Electroshock in the unlocked position, the lamp should burn. With Electrolock locked the lamp should not burn.

(2) Place one test point on the breaker terminal inside the distributor. Place the other point on the Electrolock case. With the switch locked the lamp should burn. With the switch unlocked the lamp should not burn. If the lamp burns there is a ground in the Electroshock or the condenser is shorted or grounded. Disconnect the condenser and repeat the test.

If these tests indicate the Electroshock is operating satisfactorily look for ignition trouble in coil, breaker, distributor or spark plugs. If tests indicate trouble in the Electrolock, disassemble, examine and repair Electrolock as directed below.

SERVICING ELECTROLOCK: - Unlock Electrolock and remove from dash mounting. Disconnect all wires from case. Then take out small set screw on side of lock case and take out lock cylinder. Remove the coil spring directly behind the lock cylinder and pull out metal wedge holding bakelite terminal in position. With terminal screws removed, the part of the bakelite piece in which the terminal screws are located can be pushed into the lock casing and the lock casing can then be slid back on the cable, allowing the switch to be inspected. Any trouble in the switch due to broken parts can then be discovered. New parts for replacement can be obtained and the lock repaired.

If the lock cylinder does not work freely because of dirt in the lock case, the lock cylinder should be removed and cleaned off. Do not put oil or grease in the lock cylinder. If tumblers stick use graphite. In assembling Electrolock make certain all terminals are insulated down to the screw heads to avoid possibility of short circuits.

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TS 04-005 - Type 8 & 9 Electrolock - 1929-1931 Hudson & Essex

HUDSON MOTOR CAR COMPANY
DETROIT, MICH., U. S. A.

TECHNICAL SERVICE BULLETIN

TS 04-005
File Under: Service, Electrical

All Hudson and Essex Owners � 1929-1931 Types 8 and 9 Electrolock Service Instructions
NOTE: Type 9-B used on 1929-1931 Essex; 1929-1931 Hudson

TYPES 8-A, 9-A

DESCRIPTION: - These types Electrolocks differ from the Type 5 in that the lock cylinder does not spring out as the switch is unlocked and has simply a one-quarter turn rotary movement. The key hole in the lock is vertical with the switch locked. To turn on ignition, the key must be inserted and turned to the right. The key may then be removed as the switch locks automatically when the ignition is turned off by turning the lock cylinder back to the vertical position. The 'A' Type Electrolock has one terminal on the side of the case. This should be connected to the Ignition coil and the other coil terminal should be connected to a 'hot' terminal of the car wiring circuit ordinarily the discharge side of the ammeter. The Electrolock Is coincidental in operation, grounding the coil and breaker through the switch mounting on the instrument board and the cable attachment on the distributor when the switch is turned off. No provision is made for the connection of gasoline gauges or other accessories to be controlled by the ignition switch and If devices of this kind are installed they must be provided with a separate switch, or a 'B' Type Electrolock installed.

To Remove Electrolock from Distributor. The Type 9 Electrolock Is fitted with a 'serviceable timer end' and the Electrolock and cable assembly can be removed from the distributor housing and replaced. To remove the snap terminal assembly (distributor housing assembly) from the Electrolock, first remove snap terminal assembly and cable from distributor. Then cut the terminal post to remove the grounding cup and insulating washer. This will expose the timer end nut which is staked in place. Unscrew the nut, using the special spanner wrench designed for this purpose (see illustration). The snap terminal assembly can then be removed with the timer end lock ring attached to the terminal stud. In reassembling a new terminal stud and lock ring must be used. The timer end contact spring assembly on the cable can also be disassembled by using the special wrench to unscrew the nut. In reassembling, replace parts In the same order, making certain that the insulating washers are in place and stake nuts to prevent their working loose in service.

SERVICING ELECTROLOCK: - The Electrolock can be disassembled for inspection and service by turning the lock cylinder to the unlocked position and then removing the small screw in the side of the case. The lock cylinder and rotary contact assembly should be withdrawn, terminal screws removed, and contact base pushed out of the lock case. All parts can then be inspected and repairs made.

Trouble Shooting. Use a lamp and test points to check Electrolock switch circuits. Disconnect wire at terminal on side of case and block open breaker contacts. Place one test point on primary terminal inside breaker case and the other test point on the terminal on the side of the case. The lamp should light with the switch unlocked and should not light with the switch locked. If test lamp Indicates switch circuits are not being completed correctly, the lock cylinder should be removed and the switch inspected. With one test point on the primary terminal inside the distributor housing place the second test point on the lock case. The lamp should light with the switch off or locked and should go out when the switch is unlocked.

<>If the lamp remains lighted with the switch unlocked, the Electrolock Is grounded or the condenser is grounded. Disconnect the condenser and repeat the test. If this indicates that the condenser is at fault it should be replaced. If these tests indicate that the Electrolock is all right and Ignition trouble continues, check the ignition coil, breaker contacts, distributor, spark plugs and spark plug cables.

TYPES 8-B, 9-B

DESCRIPTION: - The 'B' Type Electrolock is similar in design to the 'A' Type except that it is provided with three terminals on the side of the case and should be used when gasoline gauges or other accessories are used which must be controlled by the ignition switch. The ignition lead is connected to one terminal on the case and the two coil leads are connected to the other two terminals. The gasoline gauge and other accessories should be connected to the feed terminal of the coil on the case (and never to the breaker lead from the coil). The breaker lead from the coil is completed through the Electrolock armored cable in the usual manner and the coil and breaker are grounded when the switch is locked.

SERVICING DISTRIBUTOR AND ELECTROLOCK: - The Electrolock Is removed and serviced in exactly the same manner as the Type 9-A. In making tests with lamp and test points, disconnect wires at Electrolock terminals and use terminal marked 'Coil.' In rewiring ignition circuit make certain that all leads are insulated down to the screw heads to avoid any possibility of short circuit to the case. Never use grease or oil in the lock cylinder. If the tumblers stick a small amount of graphite may be used on them.

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TS 04-006 - 1932-1933 Type 15 Electrolock

HUDSON MOTOR CAR COMPANY
DETROIT, MICH., U. S. A.

TECHNICAL INFORMATION BULLETIN

TS 04-006
File Under: Service, Electrical

All Hudson and Essex Owners; Type 15 Electrolock
Applies to 1932-33 Hudson 8; 1932 Essex

DESCRIPTION: - These types follow Electrolock principles In that the breaker and ignition coil are grounded with the switch turned 'Off and the breaker lead is armored to prevent the ground being relieved by cutting the lead. The construction of the switch assembly is new and does not follow previous designs (see illustration).
    These Electrolocks correspond to the previous 'B' type switches in that provision is made for the connection of accessories such as gasoline gauges (these should be connected to the coil feed terminal - see diagram) and in addition an extra terminal for Startix connection is provided. This terminal should be connected to the 'IGN' terminal on the Startix case.

OPERATION: - These switches are provided with two 'On' positions and a special terminal for Startix connection. The 'On' position with Startix operative (key turned to the right) is the normal running position. The second 'On' position (key turned to the left) closes the ignition circuit but does not complete Startix circuit so that Startix is inoperative. This switch position should be used in timing the engine when automatic cranking is not desired and can also be used to operate the car with the generator or Startix inoperative.

SERVICING: - Switch Assembly. To disassemble assembly for inspection and servicing, remove the lock from the mounting, disconnect all wires from terminals, turn back stakings and remove lock case cover. Take out all terminal screws and bushings, pull out contact base assembly and rotary contact for inspection. Replace all parts in reversed order and take care to securely stake lock case cover before reinstalling Electrolock.
        Distributor Terminal and Current Wire Assembly. To disassemble Distributor Terminal for inspection and servicing, first remove lock case cover on switch assembly (see above) and open clips which hold end of current wire, then remove timer end and timer parts assembly from distributor housing, drill out distributor
connection cup opposite timer end locking pin, drive out locking pin, turn back stakings and remove distributor terminal and current wire assembly through timer end. When reassembling the current wire should be soldered at the lock end, and both lock case cover and timer end should be staked securely to hold the assembly in place.
        Yale Type Lock Cylinders. To remove these lock cylinders, turn key toward left hand running position and press a small pointed tool into the hole on the side of the lock case at the same time. When the tool enters the hole in the lock cylinder, the retaining pin can be driven out and the lock cylinder withdrawn. In replacing the lock cylinder the retaining pin should be driven in securely.
        Briggs and Stratton Type Lock Cylinders. To remove these lock cylinders, turn key toward right hand running position (it will be necessary to disconnect Startix wire to prevent automatic cranking of engine), press a small pointed tool into hole in side of lock case and pry on lock cylinder spring retainer until lock cylinder is released and can be withdrawn.

TROUBLE SHOOTING: - Test circuits through Electrolock with lamp and test points to determine if switch is operating satisfactorily (see diagram for circuits). It should be remembered that 'Startix' terminal is connected to the feed terminal only with the switch in the right hand 'ON' position. If these tests indicate that Electrolock is not operating correctly it should be disassembled and examined.

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TS 04-007 - 1933-1937 Hudson All - Mitchellock Type 16, 17 & 24

HUDSON MOTOR CAR COMPANY
DETROIT, MICH., U. S. A

TECHNICAL SERVICE BULLETIN

TS 04-007
File Under: Service Electrical

All Hudson and Essex Owners; Mitchellock Ignition Switches, Applications:

Year/Model	Type	Lock Asembly	Switch & Cable	Lock Cylinder
1933 Hudson Six 1935 Hudson Six 1935 Hudson Eight 1936 Hudson Six 1936 Hudson Eight 1937 Hudson Six & Eight 1935 Terraplane 1936 Terraplane 1937 Terraplane	16-S 24-B 24-B 24-B 24-B 24-B 24-B 24-B 24-B	5173 6509 6509 6696 6696 7063 6509 6696 7063	6706 6685 6685 6698 6698 7064 6685 6698 7064	----- ----- ----- ----- ----- 6095 ----- ----- 6095

Type 16-B, 16-S, 17-A, 17-S

     DESCRIPTION: - Mitchellock ignition switches incorporate a change in design from the Electrolock types (previous section) in that the primary lead from the switch to the coil is armored and the breaker lead from the coil is not taken through the switch but is connected directly to the distributor (see wiring illustrations). The Types 17-A and 17-S do not have this armored cable. The location of the terminals on the lock case differs with thevarious types (see illustration). Mitchellocks designed for use with Startix automatic starting switch have two 'On' positions, one for use in timing withignition connected but Startix inoperative, and the second position with both ignition and Startix operative. This second position is the regular operating position of the switch. Details on each type switch are given on the car data sheet ('On' positions may be left and right or both to the right of the 'Off position).

     SERVICING: - To Disassemble Mitchellocks - Disconnect all leads and remove lock from mounting on dash. Remove stakings at rear of lock case which retain lock case cover. Remove all terminal screws and bushings. Pull lock case cover and contact base assembly out of lock case. Rotary contact assembly and adapter may then be removed. See special directions below for removal of each type lock cylinder from lock case,
     To Assemble Mitchellocks: - Insert adapter in lock case making certain that tongue and pin on end of lock cylinder engage groove and slot on end of adapter. Insert rotary contact assembly and see that tongue and small pin on end of adapter enter groove and pin hole in end of rotor. Install contact base assembly, insert terminal screws (with bushings in place) through holes in lock case and screw firmly in place in terminal lugs on contact base assembly. See that ground strip on contact base assembly makes good contact with lock case, install lock case cover making certain that groove in cover engages projection within case, stake case securely.
     Briggs & Stratton Lock Cylinders on Types 16-B, 16-S. To service these lock cylinders, first remove lock from mounting, disconnect ammeter lead and turn key to extreme right hand position, insert a 1/16 inch diameter pin as far as possible in hole in side of lock case, pull lightly on key until lock cylinder can be withdrawn.
     Yale & Towne Lock Cylinders on Types 16-S, 17-S. These lock cylinders are removed for servicing in the same manner as the Briggs & Stratton lock cylinders used on the Types 16-B, 16-S. Follow directions in paragraph above.
     Hurd Lock Cylinders on Type 16-S #5174. To service these lock cylinders, first remove lock from mounting, disconnect ammeter lead, turn key to extreme right hand position, press down on retaining pin (which projects into the small hole located at; the top of the threaded front end of the lock case) with a small pointed tool until lock cylinder can be withdrawn.
     Independent Lock Cylinders on Type 16-S - #5172, 17-A - #5159. To service these lock cylinders, disconnect ammeter lead, turn key to extreme right hand position, withdraw key, insert special 'extracting key', press key in as far as possible until lock cylinder can be withdrawn. These special 'extracting keys' will be sold only to authorized service stations and the number of the lock for which they are to be used must be specified (see list below).

TROUBLE SHOOTING: - Test circuits through the switch, using a lamp and test points, for each switch position to
determine if switch is operating correctly. If switch appears to be defective, disassemble as directed above and examine. It
should be remembered that Startix terminal is connected to feed terminal only with the switch key in the 'running'
position and is not connected with the switch In the 'timing' position.

TYPES 24-B, 24-R, 24-S

     NOTE: - Mitchellocks differ from 'Electrolock' types also manufactured by the Mitchell Specialty Company in that the switch is designed to be connected to the ignition coil by armored cable (rather than to the distributor as on Electrolocks), so that the coil lead is protected (rather than the breaker lead from the coil to the distributor). When Mitchellocks are used, the breaker lead is run directly from the coil to the distributor terminal and is not taken through the switch. Switch types numbered from 1 to 15 are Electrolocks; types above 15 are Mitchellocks.

     DESCRIPTION: - Similar in design to previous type Mitchellocks except that terminals located on lock case cover (see illustration). Furnished in three types as follows:
         'B' Type (24-B) - Has extra terminal for gasoline gauge or other accessory connection. Accessory terminal live only with switch 'on'.
         'R' Type 24-R) - Same as above but switch has two 'on' positions; one for regular running with ignition on, and a second position with accessory terminal live but ignition off. This position may be used for gasoline gauge reading with engine not running or for radio control with car parked.
       'R'    Type (24-S) - Has additional terminal for Startix or other automatic starting device connection. Switch has two 'on' positions; one for regular running with Startix operative, and a second position with ignition on but Startix inoperative. This position used when checking timing or whenever automatic cranking not desired.

     SERVICING: - To disassemble Mitchellock - With switch removed from dash and all leads disconnected, remove stakings on lock case retaining lock case cover, pull cover and entire rotor and switch base assembly out of case. Replace rotor and switch base assembly as a unit. This unit (Part No. 6420) normally stocked with sufficient excess current wire length so that wire can be cut to desired length for any installation.
         To Assemble Mitchellock - See that prong on lock cylinder enters slot in face of adapter on forward end of rotor and switch base assembly, and that ridge in lock case registers with slot on side of switch base, push assembly into lock case, replace cover, stake securely.
          Lock Cylinder: - To remove ignition lock, turn key to extreme right hand position (B & S locks only), insert 1/16" diameter pin in hole in side of lock case directly behind head, depress lock cylinder spring retainer, pull lock cylinder out.

     TROUBLE SHOOTING: - Test circuits through switch with lamp and test points. See description above for terminals which should be 'live' with switch key in each position. If switch circuits are completed correctly and ignition still unsatisfactory, remove ignition coil base (cable connection) by taking out three screws. This will expose coil terminal in base. Check circuit through switch and coil lead to this terminal. If circuit tests OK. disconnect coil, test coil and replace if necessary. If tests indicate switch defective, disassemble as directed in Servicing above.

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TS 04-008 - 1932-1933 W-1 Carburetors - Essex-Terraplane

HUDSON MOTOR CAR COMPANY
DETROIT, MICH., U. S. A.

TECHNICAL SERVICE BULLETIN

TS 04-008
File Under; Service, Mechanical

All Dealer and Service Outlets;
All Essex-Terraplane Owners � 1932-1933

W-1 CARTER CARBURETORS - 1932-1933
243-S - 1932 Essex-Terraplane Six, Series K Serial NOS. 350000 TO 367858.
267-S - 1933 Essex-Terraplane Six, Series K, KU Serial NOS. 367858 up
261-S - 1933 Essex-Terraplane Eight, Series KT

TYPE: - Plain tube downdraft type with throttle operated accelerating pump and economizing device (metering rod). Main nozzle is located at an angle in the upper or primary venturi with a secondary and a main venturi directly below this point in the mixing chamber. Fuel for main nozzle is metered by metering jet and metering rod. Accelerating pump discharges through a pump jet against the wall of the secondary venturi. Idle adjustment and accelerating pump setting are the only points requiring attention.

IDLE ADJUSTMENT: - Air bleed type operating on air. Engine must be thoroughly warmed up before adjustment is made. With engine warm and running, close throttle, adjust throttle stop screw if necessary to secure correct idling speed of 300 R.P.M. or approximately 5-6 M.P.H. Turn Idling adjusting screw out or counter-clockwise until engine begins to miss (mixture too lean), then turn screw slowly in or clockwise until engine fires smoothly. Idling screw operates on air and should be turned out to secure leaner mixture and in for richer mixture. Correct idling settings are as follows:

Model	Idling Screw Turns Open	Idling Speed (RPM)
Terraplane 6 (243-S) Terraplane 6 (267-S) Terraplane 8 (261-S)	5/8-1-1/8 3/4-1-1/4 3/8-1	300 or 5 M.P.H. 300 or 5 M.P.H. 300 or 5 M.P.H.

Check idling speed after completing idling adjustment and readjust throttle stop screw if necessary. Do not idle engine below 300 R.P.M. If correct idling adjustment cannot be secured, remove low speed jet tube and clean with compressed air. See that tube is seated airtight in casting at top and bottom. If necessary replace with new tube of same characteristics.

ACCELERATING Pump: - Pump arm (on countershaft under dust cover) has three holes for engagement of pump plunger connector link to provide varied pump stroke. Medium setting with pin engaged in center hole is correct for ordinary temperature ranges and standard gasoline. Engage pin in inner hole (short pump stroke) for operation in hot climates, high altitudes, or with high test gasoline. Upper hole (long stroke) should be used for extremely cold temperatures. Accelerating pump countershaft should be lubricated at 5000 mile intervals. Take out dust cover screw (on top of cover) and fill threaded hole with a good grade of graphite grease,

METERING ROD (ECONOMIZER): - Fuel is metered by a two or three step metering rod being raised in the metering jet as the throttle is opened, allowing an increased fuel flow through the jet. No adjustment is provided but metering rods can be changed to secure leaner-than-standard fuel mixtures to compensate for special fuel or operating conditions such as high altitudes. To change metering rod, take off dust cover, take off pin spring, turn rod one-quarter turn to left to disengage pump arm, lift rod out, being careful not to lose disc on rod. Insert new rod (with disc in place), holding rod vertically so that lower end of rod will enter Jet in float chamber. Turn rod one-quarter turn to engage pin on pump arm (throttle must be closed). If rod is correctly assembled no difficulty will be experienced in connecting the rod to the pin and rod will hang vertically. Replace pin spring and dust cover.

NOTE: - Metering rod setting should be checked whenever carburetor is serviced or when rods are changed. This will require a special gauge. Part No. T109-15 (2.797"). To check rod setting, remove dust cover, disengage! upper end of throttle connector rod, back off throttle lever adjusting screw, so that throttle closes tight, remove metering rod (see above), insert gauge, in place of rod so that beveled end is seated in metering rod jet and gauge is held in vertical position. See that metering rod pin rests on top of gauge with throttle closed and upper end of connecting rod centering freely in the pump arm. If setting is not correct, bend lower end of throttle connector rod so that upper end centers freely in hole.

FLOAT LEVEL: - To check float level, take off float bowl cover, remove gasket, invert cover, measure distance from gasket seat (machined surface) on cover to nearest point on float (top when not Inverted) at a point opposite the needle valve. Float level can be reset by bending lip of float lever.

Car Model	Carburetor	Throttle Opening (Choke Closed)
Terraplane K (1932) Terraplane K (1933) Terraplane KT (1933)	243-S 267-S 261-S	.022-.026" .036-.040" .038-.042

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Service Bulletin 1090 - Electric Gasoliine & Oil Gauge - Service Instructions

NOVEMBER, 1950
SERVICE MERCHANDISER

HUDSON MOTOR CAR COMPANY
DETROIT, MICH., U. S. A.

February 28, 1929

-- ELECTRIC GASOLINE AND OIL GAUGE --
SERVICE INSTRUCTIONS

This equipment consists of a voltmeter on the dash, a rheostat operated by a cork float in the oil reservoir and another similar unit in the gasoline tank, a selector switch to permit the connection of either unit to the dash gauge and the wire necessary to connect these parts (see Instruction or Parts Back for wiring diagram).
The current to operate the gauge is taken from the lower terminal on the Electrolock head so that the Ignition must be turned on to make the gauge operative.

TESTING
(Ignition mast be turned on for all tests)

"A" -- Gasoline reading but no oil reading.

     1. Check with bayonet gauge to see that oil in reservoir is at proper level,

     2. "Ground" fourth (counting from top) terminal of junction block on front of dash and push button on instrument panel.
          (a) No reading on dash instrument indicates loose connection or broken wire from Junction block to gauge switch or no Contact in gauge Switch when button is pushed in.
           (la) Check connection by "grounding" left switch terminal and pushing instrument panel button. If reading is obtained, the fault is in the switch and can be checked by "grounding" right switch terminal. Cleaning of contacts should be sufficient to obtain normal operation*
       (b) If reading is obtained with "ground" in fourth terminal, look for a loose connection or broken wire from junction block to reservoir unit, poor contact between unit and reservoir or reservoir unit Inoperative.
           (lb) "Ground" terminal at unit and push dash instrument button. No reading indicates loose connection from unit to junction block or broken wire.
         (2b) If reading Is shown under test (lb) "ground" unit case to reservoir, being sure to scrape away paint to get good contact and push dash instrument button. Reading indicates poor contact or unit with reservoir. Remove screws holding unit in place, clean thoroughly, scrape paint and dirt from unit flange around screw holes and replace.
         (3b) If no reading is shown under test (2b) unit is inoperative. Remove screws and withdraw unit from reservoir (oil must first be drained). "Ground" unit and with dash instrument button pushed in, move float up and down. If reading is first obtained float arm is probably bent, preventing movement when installed. Straighten arm and install and test as before.
(4b) If no reading can be obtained by moving float as described under (3b), replace unit with new one.

"B" -- Oil reading but no gasoline reading.

      1. See that gasoline tank is at least half full.
      2. Test as explained under "A", using top terminal on junction block for first test Instead of fourth and using middle terminal of instrument panel switch instead of right terminal. Do not push instrument panel button when testing gasoline gauge,

"C" -- No reading In either gasoline or oil.

     1. See that ignition switch is turned on.

     2. Check connection from lower terminal of Electrolock head to right terminal of dash gauge.

     3. Check connection from left terminal of dash gauge to right terminal of selector switch.

     4. If no reading can be obtained after checking 1, 2 and 3, "ground" left terminal of dash gauge, No reading indicates inoperative instrument and It should be replaced,

     5. If reading is obtained by 4, Instrument is not at fault and tests "A" and "B" should both be followed as faulty connections or inoperative rheostat units exist in both the gasoline end oil gauges

NOTE: For information on Electrolock units see:
TS 04-005 � 1929-1931 Type 8 and 9 Electrolock

Ser: 1090

Service Letter - 1178 - Hudson-Essex Oil Pumps

HUDSON MOTOR CAN COMPANY
DETROIT, MICH., U.S.A.

August 19, 1929

TO HUDSON-ESSEX DISTRIBUTORS AND DEALERS:
Hudson-Essex Oil Pumps

The circulating splash oiling system employed on Hudson and Essex cars permits the use of a simple plunger type oil pump consisting of the pump body, main plunger and spring, inlet check valve, outlet check valve and in the case of the Essex, check valve springs, distributor plunger, spring and cap.

In operation, the actuating eccentric forces the main plunger back against its spring and the pressure exerted on the oil forces it through the upper or outlet check valve. This In turn causes the distributor plunger -- which is located immediately above the upper valve -- to rise against the pressure of Its spring and uncover the outlet passage of the pump through which the oil then passes on its way to the front of the engine. As the offset or "throw" of the eccentric passes the center of the main plunger, the spring moves the plunger outward creating a vacuum which lifts open the lower or inlet check valve and draws in a fresh charge of oil from the reservoir through the suction pipe and strainer.

-- OIL PUMP REPLACEMENTS --

Our inspection of Hudson and Essex oil pump assemblies replaced on cars and returned to us because of alleged defects, indicates that only a very small percentage of those in actually In a condition to justify replacement. In view of this and since most of the reasons for oil pump failure can be corrected in the field, we suggest that the following points be checked before renewing assemblies.

       1. Broken main plunger spring.
       2. Plunger sticks in pump body.
       3. Suction pipe damaged in putting on pan.
       4. Suction pipe cracked or fittings loose.
       5. Distributor plunger sticks in body.
       6. Distributor plunger spring broken.
       7. Oil pump to front motor plate pipe cracked or fittings loose.
       8. Oil pressure gauge pipe cracked or fittings loose.
       9. Check valves not seating properly.
     10. Obstructions in suction pipe or pump inlet.
     11. Air leaks at inlet connection joint.
     12. Check valve sticks in body.
     13. Check valve spring weak or broken.

     In the event of oil pump difficulty, an inspection of the foregoing items will generally disclose the cause and suggest the remedy. Although it is generally understood that the oil pressure gauge reading is relatively unimportant -- being in no way indicative of the amount of oil pumped -- our inspection shows that the tension of the distributor plunger spring and even the spring itself is often changed to obtain a higher reading. This should be avoided as in many instances the bellows of the oil pressure gauge is distorted and the gauge rendered inoperative.

HUDSON MOTOR CAR COMPANY

Ser: 1178

(A COPY OF THIS LETTER HAS BEEN FORWORDED TO ALL YOUR DEALERS.)

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