Electrical Starting And Lighting Unit - Hudson Super Six 1916 Reference Book

much valuable cooling efficiency through the increased area of the walls and reduction of the water spaces.
From a maintenance standpoint, it is obvious that a removable head is far more satisfactory and accessible. It
permits of carbon being removed in a more simple and workmanlike manner than is usually possible with the
oxygenic processes.
The distributor, or ignition apparatus, has been designed to meet the requirements of higher motor speed and has
an automatic governor controlling the operation of the ignition advance. In this way, the manual control offers a
range of spark advance from full retard position to a point which would correspond with the firing on "dead
center" under normal road conditions. From this point on to full advance, the spark is automatically controlled.
This feature, which has now been incorporated on Hudson cars for the past two seasons, minimizes the possibility
of the spark advance being injudiciously used by the driver of the car, thereby imposing excessive load on the
bearings and reciprocating parts.
This distributor is placed in a vertical position immediately above the oil pump and before the driving
mechanism, making it accessible in a moment.
The water pump is directly connected to the pump drive shaft and is unique in as much as it has no "pipe"
connections to the cylinder bloc. The pump bolts directly to the face of the cylinders and the water passage which
leads to the jackets is cast integral with the cylinder bloc, thus making them both reliable and accessible since a
water line of this kind can never leak or develop defective joints.
The electric starting and lighting unit is of the two-Pole type and is mounted at the rear of the motor and
driven by the pump shaft. The coupling which drives the generator is easily removable, as is the generator itself.
To facilitate the lining up of the generator, it is piloted in the rear crank case leg, this pilot hole being bored at the
same operation as the pump shaft bushing. To support the forward end of the generator, adjustment screws with a
locking device are used. These are readily accessible under the generator base.
The output of the generator is controlled by means of a third brush bearing on the upper portion of the
commutator. This brush collects a portion of the current, and on account of its position, cuts the lines of magnetic
force, thereby weakening the field and reducing the output of the generator as the speed increases. There are no
other regulating devices except this simple brush and the only attention and maintenance necessary is cleaning
once in a while and perhaps the replacement of the brush after considerable service.
The starting motor being in a unit with the generator. it is extremely simple, as there is no switch other than the
motor brushes, which are dropped down on the commutator to make electrical contact. There are no brushes in
contact with the commutator except when cranking, thus eliminating any tendency to wear.
The storage battery furnishes the necessary current for cranking and lighting when the motor is not in use.
The generator furnishes sufficient current for lighting and ignition as long as the car is traveling seven miles an
hour or more, Below this speed, a portion of this current is drawn from the battery. As seven miles per hour by no
means represents the average road speed, it is obvious that there will be an excess current generated at almost all
times. This excess of current keeps the battery charged.
The Electrical Starting and Lighting Unit
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