Oil Pump install

Frankvintagefullflowcom

OK..........I don't have any difficulty installing an oil pump and distributor so that everything works fine and is in the right relationship. I can handle that, but there is something in the MPMs that doesn't make sense. I wrote it elsewhere 'cause my experience is that if I do it here, I'll lose it or get the dreaded "BODY REQUIRED" message.
F

Frankvintagefullflowcom

OK....looks like that didn't work either.

Frankvintagefullflowcom

Maybe this will work....................

K-M J-2794….Every post-’47 Hudson guy knows that tool number. However, instructions on its use are in conflict depending on which Mechanical Procedure Manual (MPM) you are reading. The 480/490 MPM is in agreement with the ’48-’52, as it should be, and I’d have to guess that the ’51 and ’52 MPMs do, too (I don’t have those two on hand). These manuals state that you should set the flywheel timing marks with #1 cylinder at TDC (presumably TDC at firing position of #1) and to “set the distributor to #1 firing position and install”.. However, the ’53-’54 MPM Supplement, which includes the ’53 & ’54 Jet, is a 180 degree contradiction to those before it, directing you to “set the flywheel timing marks at TDC of #6 cylinder”, and furthermore to “set the distributor to #6 firing position and install”. Add now to the discrepancy, the ’53-’54 Jet MPM agrees with the ’48-’52 MPM but is in 180 degree conflict with the ’53-’54 MPM Supplement which clearly states in its Foreword that, “The service procedures listed in this supplement, when used in conjunction with the operations contained in the 1952 Hudson and 1953 Jet MPMs, will provide the information needed to service the 1953 and 1954 Hudson Models”.
It has always been my assumption that you should always carry out such a procedure with the crankshaft in a “#1 firing” position as a matter SOP but that’s not what “the book” says. My guess is that it’s a screw-up on the part of the MPM authors. What say you?
Frank

Frankvintagefullflowcom

Yaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaa!!

Lee ODell

Frank
I think most of us were taught to use #1. However, it really doesn't matter if you use #1, 6. 4, 2, 5 or three as long you set the distributor to number cylinder you choose to use at TDC. If you set it up on #6 like the book says then crank the engine to #1 TDC, the set up will be the same as if you set it up using #1 cyl. in the other manual.

I used to have fun with friends by in stalling distributor in my Chevy so all the wires looked like they were in the wrong hole in the distributor cap. However, by keeping the correct firing order the engine is ran perfectly and they could not understand how it could be.

Lee O'Dell

Frankvintagefullflowcom

That's the answer I was pretty much expecting but it still doesn't clear up the discrepancy in the manuals. The oil pump must be installed in the correct relationship to the cam/crank in order for the distributor to end up in the correct position in relation to the block, i.e., with the vac adv. can NOT aimed at the floor. Of course, you can arrange the plug wires to accommodate whatever position you land in but the question is, why do the manuals not agree. There is also a diagram as to where #1 is in relation to the body of the distributor. If one was to adhere to one manual he/she would have #1 on the opposite side of the cap to what the other said. The other choice is to remove the mechanical advance and reverse it on the flyweight pins to match whichever book you wish to believe. That's what I just did to make our Hornet agree with the '48-'52 MPM. The next guy can change it back if he/she wants it to agree with the '53-'54 Supplement.
I'm not a nut for correctness but Hudson certainly had a plan in mind and the manuals don't agree in some cases...........I was just trying to stick with the plan but "plan" is a four-letter word.
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