The Original Hudson 7X engine
The following is an except from an article that Bernie Siegfried wrote and appeared in the August 1987 issue of the White Triangle News.
...Starting with the block, .015" was milled off the top deck, intake ports were enlarged to take 2 1/16" valves with 30 degree seats, exhaust ports to take 1 3/4" valves. All ports were polished. The block was fully contour slope relieved to the Hornet gasket shape. The slope finishing about 3/32" below the block top. Head bolts were 1/2" diameter. A Pacemaker Aluminum head was drilled to for 1/2" bolts and relieved to accommodate the larger valves. Bores were honed to "C" size. Pistons were "A" size. Piston heads were sloped at the valve facing side the width of the block relief and the relief depth. Piston pins were finish ground on the inside diameter and this diameter tapering from the enter to the pin ends. A set of the lightest of the 40 weights of connecting rods were used by Hudson had .020 straddle milled off both sides of the big end. A rods were semi polished as was the crankshaft. Crankshaft bearing surfaces were made to allow .001" - .0015" additional bearing clearance. The tappet oil holes were plugged. The rod squirt holes were closed. This was done to permit a continuous flow of oil at pressure from the relief valve through a copper coil oil cooler. As an after thought I removed the upper ring pin and cut the pistons off at the lower ring groove. Overall I reduced the weight of each piston and rod assembly by slightly more than 1/4 pound. All pistons, pins, rods and crankshaft were mico-balanced. I semi polished the inside of a Twin_H manifold. "Somehow" word of what I was doing got our to the various suppliers at Hudson and all the vendors got into the act.
The Carter representative supplied me with tow carburetors with increased CFM capacity, Federal Mogul provided precision heavy duty bearings, and the MacQuay-Norris man with a set of low friction quick setting rings.
With the exception of the block deck milling and the crankshaft balancing, all the work was done on the engine was accomplished by me in the basement of my house with tools acquired in the 20 years I had been tinkering with racing engines.
With the added relief area in the block, the head and the piston slope, the Pacemaker head produced a compression ration of 8.25:1 which I knew would work well with the 92 octane fuel Pure Oil Company provided.
...Starting with the block, .015" was milled off the top deck, intake ports were enlarged to take 2 1/16" valves with 30 degree seats, exhaust ports to take 1 3/4" valves. All ports were polished. The block was fully contour slope relieved to the Hornet gasket shape. The slope finishing about 3/32" below the block top. Head bolts were 1/2" diameter. A Pacemaker Aluminum head was drilled to for 1/2" bolts and relieved to accommodate the larger valves. Bores were honed to "C" size. Pistons were "A" size. Piston heads were sloped at the valve facing side the width of the block relief and the relief depth. Piston pins were finish ground on the inside diameter and this diameter tapering from the enter to the pin ends. A set of the lightest of the 40 weights of connecting rods were used by Hudson had .020 straddle milled off both sides of the big end. A rods were semi polished as was the crankshaft. Crankshaft bearing surfaces were made to allow .001" - .0015" additional bearing clearance. The tappet oil holes were plugged. The rod squirt holes were closed. This was done to permit a continuous flow of oil at pressure from the relief valve through a copper coil oil cooler. As an after thought I removed the upper ring pin and cut the pistons off at the lower ring groove. Overall I reduced the weight of each piston and rod assembly by slightly more than 1/4 pound. All pistons, pins, rods and crankshaft were mico-balanced. I semi polished the inside of a Twin_H manifold. "Somehow" word of what I was doing got our to the various suppliers at Hudson and all the vendors got into the act.
The Carter representative supplied me with tow carburetors with increased CFM capacity, Federal Mogul provided precision heavy duty bearings, and the MacQuay-Norris man with a set of low friction quick setting rings.
With the exception of the block deck milling and the crankshaft balancing, all the work was done on the engine was accomplished by me in the basement of my house with tools acquired in the 20 years I had been tinkering with racing engines.
With the added relief area in the block, the head and the piston slope, the Pacemaker head produced a compression ration of 8.25:1 which I knew would work well with the 92 octane fuel Pure Oil Company provided.
0
Comments
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Bernie was a personal friend of mine. I would like to purchase a copy of the August 1987 WTN if anyone has an extra to sell.0
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This is where a "From the Archives" section of the WTN would be a good thing. There are numerous articles by old timers (Bernie is one, Charles Schmidt is another) no longer with us that worked for Hudson or had special knowledge of all things Hudson. Bernie wrote several articles over the years on various tech points that he did or worked with others on at Hudson. Why the WTN will not reprint many of these is a mystery to me. Many of us that have been in the club for a long time have a library of these articles, but new comers could really benefit from this type of information.0
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