Edmund Intake on ebay

50C8DAN wrote:

Someone should buy this as a pattern to make repros!

Actually, the above is exactly right. Someone should buy this manifold for pattern reasons.



I'll explain why. I've been working on an EFI system for my engine. Yes, I did finally succumb to some element of modern technology! What makes that particular Edmunds manifold attractive for EFI, is the runner geometry. The geometry that makes it a somewhat less than attractive carbureted option, offers an EFI injector placement that is second to none in the Hudson range of choices. You can basicly discharge the nozzle directly into the center of each intake port. Also, this manifold will fit with long and short hooded stepdowns where the triple weber option will not.



When it comes to direct port EFI - that particular Edmunds is your manifold. The fuel atomization and avoidance of wetting any intake tract surface may even turn out to be superior to the triple weber EFI system. If an IDA type Weber manifold were available for the Hudson, this injector placement could be replicated and would represent the ultimate for EFI. The triple DCOE is the ultimate for carbureted engines.



The person I'm collaborating with on this project already makes TBI units that will go on the Edmunds manifold, but the fuel/air situation in the runners will be similiar to a carbureted engine. I'd say still better than a carb, but not optimal. The program to be written also includes timing controls that follow a matrix based on carb inputs rather than a knock sensor. The knock sensor would pick up the mechanical valvetrain noise and possibly falsify your timing inputs.



So, if anyone is interested in reproducting a Twin carbureted Hudson manifold - don't let this one get away. There will eventually be an EFI option for this manifold, either TBI or MPI. The cost of these systems is looking to be reasonable as well.



Mark Hudson

That would be a good start, yes. The Holley 5200's are good setups. You would have to reverse the mounting of the 5200's from the way I have in the MSN pictures to get your Twin-H to work and pull in the direction of the stock linkage. Here is the catch. That will work on Hornets and Commodores, it will not work on Wasps and Pacemakers. The reason being, The carbs then won't clear the firewall as the fuel bowl is pointed rearward. If you use the single WA-1 "across the head" pull linkage, you can turn your carbs with the fuel bowl facing forward and set the carb linkage up as I have it on the MSN site. Having an authentic Twin-H linkage is always a good thing!



Here is the good news however. This fella also has single throat TBI units already available. These would be able to fit on the Twin-H and possibly rival a dual 2 barrel in cfm capacity. No venturis in a throttle body - gone is the flow restriction above and beyond the butterfly and throttle shaft.



The deal is, and holdup, is that he needs a runnning 308 to do some initial matrix work on to iron out the fuel and timing mapping. Rudy Bennet and his AMC distributor setup may be perfect for adapting a late model 4.0 six distributor as it is completely computer controlled and sits static in its timing to the engine.



I'm not an expert on EFI, by any stretch of the imagination. Sunday, the perverbial "light bulb" popped on above my head and I got in touch with a person who was doing vintage performance stuff. He is interested in obscure engines like the flathead Hudson, Mopar, and Studebaker. We got to exchanging ideas and things look really, really good for us Hudson fanatics.



It may be possible to have a "bolt on" Twin-H EFI system, but it would be throttle body. If anyone near New Mexico can supply a stepdown engine to this fellow to do some initial programming and fitment - e-mail me or PM me. The final tuning will always be up to the end user, but some initial programming to get in line with the Hudson's characteristics is always necessary. His systems impress me because I went from zero to pretty high up the learning curve thanks to his explanations and they are user friendly and adaptable/flexible. You can start from an easy, general tune and step it up as your own knowledge increases. I like that.



HET-hudfarm@nctc.com



Mark Hudson

hudsondad wrote:

So far it's the most I've seen an Edmunds 2X2 of this style go for, and still not at reserve. I'm thiinking this style may fit a short wheelbase better because the centerline of the carbs are closer than a stock Twin H. BTW I received the Clifford 4 barrel Manifold and adapter on Saturday that I ordered the other week. Still Waiting for the headers. Anybody get their headers yet? Mine had to go out for polished finishing.

That is the most I've ever seen an Edmunds of that type sell for, even at the price it is right now. I gave $280.00 for mine, lucky me?



Yes, without a doubt that is the twin carbureted option for the short hooded vareity of stepdown. Linkage then becomes the issue. Stock Twin-H linkage would work with the Holley/Weber progressive 2 barrels, but you'll need to fabricate new pull rods.



Also, I have not recieved my headers - and sent the money in after a conversation with Larry that the headers would be in the next day (March 29th). I requested nothing but headers, no bling whatsoever.



I do wonder how high that manifold will get?



Mark

Greetings from Colorado Mark!



Have you buddy check out the information at http://www.bgsoflex.com/megasquirt.html . I have been following the use of their controller units. Quite an intriguing system. TBI/TPI/Multi Port/Sequential applicable. Single cylinder/multiple cylinder. I have spent many hours reading the various projects that people have attempted/completed using the Megasquirt controller as a starting point. Definately not for folks that can't stick to a project...



I am currently setting up my '51 Hornet/308 to run with a stock distributor with Pertronics innards, Clifford 4 bbl intake with an Edelbrock 500cfm Performer carb and Clifford dual headers with dual glasspacks. Switching over to 12 negative ground via an Autowire 22 circuit wiring harness. The harness is EFI ready.



The thought process is to get the Hornet to run well with the above configuration. Then, start to work on the fuel injection system based on the Megasquirt controller. I can tinker and play to my hearts content building the FI system, knowing that full roadability is sitting on the shelf [Carb] ready to be reinstalled and driven...



My goal for an FI system is driveabilty/reliability at any altitude/temperature condition that will allow me to enjoy towing my teardrop trailer with. There is a LOT more to just putting together some components and calling it done. But, what the heck! We have devoted ourselves to driving/maintaining/restoring cars that haven't been made for almost 50 years! We reinvent the wheel almost daily in our restoration work on our vehicles. We should be able to figure out a reliable FI system.



OK. I'm off of my soapbox. Gotta go, my wife said that the Hornet floorpans have to come out of the dining room and that she thinks that the box on the kitchen counter that came in today is the new master cylinder...



George T.

Greetings Mark!



Take a look at http://www.americanautowire.com/products/Highway_series.cfm . I purchased the Highway 22 harness. I have yet to install it, but everything looks top notch. I called and asked a few questions and their support was knowledgeable and friendly. Additional wire is available in various colors, gauges and markings.



George T.

PaceRacer50



I certainly will. I have a "test block" which is an otherwise un-serviceable block that is being machined with both the stock valves/reliefs in half (1,2,3) and 7x valves/reliefs in the other (3,4,5). I'll leave at least one in each pair of setups as standard, so folks can get an idea of what to expect with an unmodified chamber or "bolt on" build, and a standard for comparison for me. The rest, will get messed with extensively!



I'm curious to see how the head choice effects the flow also. Numerous questions I've always had, I hope to get answered.



Machining is holding me up at present. I'm beginning to get impatient.



Mark