Recent Observation

LHudson

I am in the process of rebuilding a 202 engine. I have made some observations in the difference between the stepdown engine and the 202. The first was the placement of the water distribution tube. The tube in the stepdowm motors are located between the valves and the cylinders. The tube in the 202 is on the other side of the cylinders away from the valves. By the way the illustration #4 in the Jet Mech. Procedure Manual is not correct for the 202. That illustration is for the stepdown motor, not the 202. From the time Hudson developed the stepdown motor until the development of the 202, their theory of cooling the motor must have changed. The illustration of the oil pan , Ill #5, is also incorrect.  Rebuilding the 202 for the Jet is my winter project.  

Geoff

Sorry to disagree Ken, but you have misunderstood.  The only correlation with the eight cylinder was the distance between the cylinders.  this was probably so they could use the same boring bars.    Otherwise it was a completely new motor.   As for the wrong illustrations, that is right. but they did correct it in the 1953 -'54 Supplement.  

Geoff 

Frankvintagefullflowcom

I'm in Geoffrey's camp. Aside from gas, oil and a 3 inch bore, there are no design similarities between those two engines. If you have been inside of both, you would never say they are related. They don't even look similar from the exterior.....because they aren't.

The 202 is it's own design, however it does share many design elements of the senior Hudson Sixes and, in fact, share a number of components......something no one can say about the eights....except for gas and oil.

F

LHudson

Concerning the cracks in the engine, the cracks in the stepdown's exhaust seats is well known. From my readings the 202 is more prone for cracks in the head bolt to water jacket area. I am lucky to have no cracks in my block. If anyone has a spare water distribution tube I am in need of one. I done a lot of damage to mine getting it out. I am also in need of a rear motor mount. It is a manual trans.  I called Wildrick's and the don't have any. So if anyone has a servicable mount, I would be interested. One area I noticed on the 202 was the rear main seal. What a upgrade over the stepdown.  From my readings, there is not a lot that can be done to the little engine. The valves are so close and cylinders are so close, that enlarging them are not a option.  

Nevada Hudson

So no super induction, relief? 

Frankvintagefullflowcom

Whether it helps any or not, it is possible to do a "7X style" relief. If I could figger out how to include photos, I'd do so. Oh well, I'm sure you can envision it.

Frank     

Ol racer

FYI

I suggest a 'multi angle' valve job by grinding the 'Intake' valves & seats @ 30 Degrees to breath a little sooner, mill the head slightly, and install theTwin H for more easy gain...If you wanted a little more power, you could send the cam out for a mild regrind and install a less restrictive muffler.  

LHudson

The block has the relief's like the stepdown engines. I had read about doing the 3 angle valve job, to increase the flow. With a little port cleaning up should help flow some. One thing that I had yet to  mention is the port arrangement. This is the first 10 port motor I have worked on. Most 6 cyl. are either 9 port or 12 port motors. I found it a odd arrangement. Hudson made another cam for the little motor. Have not been able to find out much about it other than the part #. The part # SU 309777. Would like to know the specs of the cam also. Could have a regrind. The motor with a alum. head and twin h is rated at 114 hp. I have already acquired those. I was lucky enough to find and buy a complete twin h engine. I like to have a spare motor. Thanks guys.

Nevada Hudson

In '55-'56 the factory rates that engine at 120 hp. Don't know  of any difference.

Ol racer

FYI

Gosh, As long as its apart go for the Comp Valve job and a re grind cam for little more performance. You will never regret it...

LHudson

Yes this is a complete overhaul. I am getting my parts from Dale Cooper. Talked to him last week about the parts. He has already sent some of the parts. This last week he sent a new cam and crank gear plus the timing chain. Also new valve guides and valves. Taking the block and crank to the machinist this week. Then we will know more about piston and bearings. A important thing is having the engine balanced. Having that rotating assembly balanced is a important part of any rebuild.   

50C8DAN

Sad that they spent so much money designing a new engine and complete car.  They could have probably either redesigned the Hornet or had a new V8 in the wings for '53.  As good as the Jet was it was a disaster for Hudson.

Nevada Hudson

50C8DAN said:

Sad that they spent so much money designing a new engine and complete car.  They could have probably either redesigned the Hornet or had a new V8 in the wings for '53.  As good as the Jet was it was a disaster for Hudson.<script type="text/javascript" src="safari-extension://com.ebay.safari.myebaymanager-QYHMMGCMJR/f3e9875b/background/helpers/prefilterHelper.js"></script>

Thank Barit.

LHudson

The Jet was surely part of the downfall of Hudson. From my readings the little car was designed to run 100 mph. In one of the test drives the author stated it got "squirrley" at the 90 mph level. In the book by Clarke there is a lot of info. on the Jet and it's testing. For a car to actually be designed to run that fast in 53 was ambitious. There is also some good info. over on the Jet net in the library. Articles written on the testing when it first came out.  Thanks to everyone for your comments and info.  

Frankvintagefullflowcom

LHud,

Assess the crank condition and start looking for main bearings now......my experience is that it is a challenge to find any in the common undersizes. Rods bearings, upper and lower, can be dealt with. My prediction is that you won't find gudgeon pin bushings (wrist pins) either, as only the ever-popular PB-505 is available, but there's a way to deal with that as well. Good luck.

F