Table of Contents
Advertisement
23 ENGINE
GENERAL CONSTRUCTION
The Hudson Jet and Super Jet engines are
of the "L" head design.
Crankcase and cylinder block are integra1,
made of chrome alloy iron to provide maximum
strength with minimum cylinder wear and weight.
The engine is cushioned against shock and vibra-
tion by rubber mountings at three points in cars e
quipped with standard synchromesh transmissions.
One cushion is mounted on the frame side rail at each
side of the engine front support plate. The rear of the
engine assembly is supported on the No. 3 frame
crossmember, the cushion being attached to the under
side of the clutch bell housing. Models equipped with
Hydra-Matic transmissions have four rubber engine
mountings, - one at each side of the transmission
supporting the engine at the rear at the No. 3 cross-
member. Front engine mountings are identical for
both types of transmissions.
A fully counter balanced crankshaft of forged
alloy steel is balanced statically and dynamically.
Four precision insert type steel back babbitt main
bearings support the shaft. Main bearing inserts of
several undersize dimensions are available for
service 'requirements. (See Parts Book) Crank-
shaft end thrust is taken at the No. 3 main bearing.
Connecting rods have replaceable precision
insert steel back babbitt bearing shells which are
interchangeable.
Aluminum alloy cam ground pistons are pro-
vided. Four piston rings are utilized on each
piston, steel stake pinned at the ring gaps to pre-
vent ring rotation in the ring grooves.
Piston pins are of the full floating type held in
position with steel lock rings fitted into grooves
machines near each end of the piston pin bore.
Piston pins operate in steel backed bronze bush-
ings pressed in the upper ends of the rods.
The camshaft is made of especially heat treated
alloy iron mounted in four steel back babbitt bear-
ings. A Morse chain and sprockets are utilized to
drive the camshaft.
Mushroom type rotating valve tappets are used.
The tappets are fitted directly in the crankcase and may
be removed from the bottom of the crankcase after
removal of the oil pan and camshaft.
Valves seat directly in the engine block with no
valve seat inserts required. The exhaust valves have
welded stems with the valve head and upper stem
made of Austenetic Alloy steel to provide maximum
heat transfer from the exhaust valve. Removable valve
guides are provided for both intake and exhaust valves.
LUBRICATION
Engine lubrication is provided by pressure to fric-
tion surfaces of the engine, Figure 4. A positive
rotor type oil pump is mounted on the right side of
the cylinder block. The pump is driven by a worm
gear integral with the camshaft.
Oil is drawn through a floating oil screen in the oil pan
and the intake pipe to the pump. From the pump oil
under pressure is forced up into the horizontal oil
gallery. From the oil gallery, oil is distributed to valve
tappets and camshaft bearings. Circulation is also pro-
vided through oil laterals to engine main bearings and
through holes in the crankshaft to the connecting rod
bearings which also provide cylinder wall lubrication.
The oil check valve located in the crankcase on the left
side regulates oil pressure.
NOTE: Normal oil pressure is 40 pounds at 30
M.P.H.
OIL PRESSURE SWITCH
An oil pressure switch assembly is used in con-
junction with the rotor type pressure pump. The
function of the pressure switch is to Indicate by
means of an instrument panel light when there is
no oil pressure.
Advertisement
Table of Contents
