Hop up 262 questions
I'm gonna try again, I am tenacious at best. I have almost made up my mind to go with the 262 power dome that resides within the rusted frame rails of the marvelous Hudson Pick Up truck I shall forever consider BLACK BEAUTY.
I am going to try again with my snowwey day question. What might I consider to have a respectful power output from the 262. I have already scored a petronix and some exhaust to run a split header system out the back bumper.
I know the answers are here, but being the "new kid on the block" you guys aint sharon (no, I don't mean gAY, JUST NOT GIVIN UP NO INFO)
IS THERE AN INSERT BEARING ROD FOR THE 262? wHAT PISTONS WOULD YOU USE? damn caps lock. Camshaft specs? Duel H manifold w/ 2 1bbl holleys? If I AM GOINT THIS ROUTE i WOULD LIKE TO KEEP THE SET UP hUDSON. Are there better combos for the 262? How about a dry clutch? Better ideas on the stock oil pump set up? oil filter set ups?
This could be interesting :rolleyes:AND FUN!!!
I am going to try again with my snowwey day question. What might I consider to have a respectful power output from the 262. I have already scored a petronix and some exhaust to run a split header system out the back bumper.
I know the answers are here, but being the "new kid on the block" you guys aint sharon (no, I don't mean gAY, JUST NOT GIVIN UP NO INFO)
IS THERE AN INSERT BEARING ROD FOR THE 262? wHAT PISTONS WOULD YOU USE? damn caps lock. Camshaft specs? Duel H manifold w/ 2 1bbl holleys? If I AM GOINT THIS ROUTE i WOULD LIKE TO KEEP THE SET UP hUDSON. Are there better combos for the 262? How about a dry clutch? Better ideas on the stock oil pump set up? oil filter set ups?
This could be interesting :rolleyes:AND FUN!!!
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Comments
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hoopity wrote:I'm gonna try again, I am tenacious at best. I have almost made up my mind to go with the 262 power dome that resides within the rusted frame rails of the marvelous Hudson Pick Up truck I shall forever consider BLACK BEAUTY.
I am going to try again with my snowwey day question. What might I consider to have a respectful power output from the 262. I have already scored a petronix and some exhaust to run a split header system out the back bumper.
I know the answers are here, but being the "new kid on the block" you guys aint sharon (no, I don't mean gAY, JUST NOT GIVIN UP NO INFO)
IS THERE AN INSERT BEARING ROD FOR THE 262? wHAT PISTONS WOULD YOU USE? damn caps lock. Camshaft specs? Duel H manifold w/ 2 1bbl holleys? If I AM GOINT THIS ROUTE i WOULD LIKE TO KEEP THE SET UP hUDSON. Are there better combos for the 262? How about a dry clutch? Better ideas on the stock oil pump set up? oil filter set ups?
This could be interesting :rolleyes:AND FUN!!!
Hoopity,you must first buy a shop manual and learn more about the engine you are using.This will be beneficial when buying/ordering parts and pieces.0 -
hoopity wrote:I'm gonna try again, I am tenacious at best. I have almost made up my mind to go with the 262 power dome that resides within the rusted frame rails of the marvelous Hudson Pick Up truck I shall forever consider BLACK BEAUTY.
I am going to try again with my snowwey day question. What might I consider to have a respectful power output from the 262. I have already scored a petronix and some exhaust to run a split header system out the back bumper.
I know the answers are here, but being the "new kid on the block" you guys aint sharon (no, I don't mean gAY, JUST NOT GIVIN UP NO INFO)
IS THERE AN INSERT BEARING ROD FOR THE 262? wHAT PISTONS WOULD YOU USE? damn caps lock. Camshaft specs? Duel H manifold w/ 2 1bbl holleys? If I AM GOINT THIS ROUTE i WOULD LIKE TO KEEP THE SET UP hUDSON. Are there better combos for the 262? How about a dry clutch? Better ideas on the stock oil pump set up? oil filter set ups?
This could be interesting :rolleyes:AND FUN!!!
The engine you have is fully inserted. It was used from 48 ..up. The 48-50 were narrow block engines, the 51 and newer were wide block. All internal parts are the same with the exception of the headgasket. The following is my opinion and worth no more than you are paying for it!...Assuming you are using this as a driver not a drag racer...
Nothing needs updated on the oiling system other than a new oil pump drive gear.Cam timing set with the "true roller" is nice. Pertronics ignition. All engine parts are easily obtained from Dale Cooper and other vendors listed on other posts here on the forum.. Keep the oil clutch . Forget the oil filter and change your oil every 1,500 to 2000 miles. Use stock flat top pistons NOT pop ups. With twin H (two single bbl Carters) you will have enough power to scoot down the road compared to the original splasher.Looks cool under the hood too.
Dave W (FL)0 -
Hoopity, The 262 will RUN and Fast and DEPENDABLE. I used the 311040 camshaft,Twin -H-Power,and a set of Clifford headers,stock oil clutch with over-drive and 410 rear ratio. and 262 iron head milled 0.60. MSD Ignition.
Drag raced it for many years with NO-Failures and then used it for work travel .
For parts--DALE COOPER and RANDY MAAS ( GO FOR IT)0 -
hoopity wrote:I'm gonna try again, I am tenacious at best. I have almost made up my mind to go with the 262 power dome that resides within the rusted frame rails of the marvelous Hudson Pick Up truck I shall forever consider BLACK BEAUTY.
I am going to try again with my snowwey day question. What might I consider to have a respectful power output from the 262. I have already scored a petronix and some exhaust to run a split header system out the back bumper.
I know the answers are here, but being the "new kid on the block" you guys aint sharon (no, I don't mean gAY, JUST NOT GIVIN UP NO INFO)
IS THERE AN INSERT BEARING ROD FOR THE 262? wHAT PISTONS WOULD YOU USE? damn caps lock. Camshaft specs? Duel H manifold w/ 2 1bbl holleys? If I AM GOINT THIS ROUTE i WOULD LIKE TO KEEP THE SET UP hUDSON. Are there better combos for the 262? How about a dry clutch? Better ideas on the stock oil pump set up? oil filter set ups?
This could be interesting :rolleyes:AND FUN!!!
Hoopity - I have a bulletin that I made up quoting an article by Sloane McCauly (back in the 1970's) that will give you some answers. It tells what engine parts are interchangable between 232, 262 and 308 (most) and what combinations you can come up with to make a 262 a better performer.
I've posted this bulletin on my web site @ http://www.freewebs.com/hudsontech/techbulletinsvol3.htm
Click on "Tech Bulletins - Vol. 3" - bulletin is last one on the page.
Hudsonly,
Alex Burr
HudsonTech
Memphis TN0 -
You need to obtain a 232/262/308 engine repair manual and study it (as indicated in a previous post) First off, the "Big Six Family" are ALL insert engines, meaning both the rods and mains are of modern desigh with insert shells in std thru .030 under sizes. Dale Cooper is the man for parts and Randy Maas is the man for Hudson speed parts info. I have built many Hudson "Big Sixes" and have found that a 262, balanced, with a 232 head, headers, twin H set up with stock Hornet carbs, 258 Hudson cam (1956 308 solid lifter cam grind) and Randy Maas timing chain set will give you a strong and reliable engine for years to come.
Fred0 -
The only thing I would add to this fine list is that I do not like the "stock" pistons. My preference is to machine my own, ballance within .005 and go with the slotted or gapped rings and not the solid with the "pin" down the side as was stock. I would also suggest hardened seats and increase the size of the exhaust valves as was done on the 7X engine.
A good machine shop can help you with all these items including milling flatness and correct .000 + - .000 line boaring.
These things worked for me....0 -
I you're gonna do all that, you could put a 308 crank in it for a little more torque.0
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or maybe just find a complete 308 motor for a buck or so, rebuild that one and put it in your truck. I'm still going through the same problem. got the stock motor in my 41 in good shape, access to a 308 twin H, and have the 2007 LS2 corvette motor on the stand. leaning towards the 308 route, but that modern 400 plus HP motor with fuel injection would be real cool. Trust me I know the battle!0
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On the other hand, people will look, grin, shake their heads and talk all day if you start up that 212 and let it idle for them. They can't believe it's so quiet, and doesn't shake.0
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I have yet to find anyone with experiance with the 262 to give it a bad name. Performance or otherwise.
There is not alot of difference, the bore is smaller and the crank is 1/8" less stroke. That's about it. All the 308 hop-ups apply, bigger valves, cams, etc. Best thing is that all these things fit in both engines. I love Hudson Big sixes for the reason, interchangability.
The smaller displacement could possibly give you a more efficient breathing situation, the same intake dimentions feed fewer cubic inches.
I haven't found a number that I didn't like about the 262, which is probably Hudson's best designed engine of the Big Six family - but never had the fanfare the Hornet did. We all love the 308, but we need to give the 262 some credit, it was a fine engine as well. Well worth messing with if you have one.
Mark0 -
Thanks guys, thats what I was hoping for. A general synopsis of the general idea. I got it! I have a 383 stroker, a Hemi and a 428 Cobra Jet sitting in the barn, here I go in yet another direction....:eek:
It seems as though the fanfare here is that the 262 is well worth the investment. I am a huge fan of line boring a seasoned block, but the idea of stock flat top pistons and cutting the head seems strange. I would have thought there was a piston "top" that was of a design to have a great influence on the final output numbers. A dome to the quench side r something...
Thanks again. I will be looking for the twin H manifold in the near future. I a:eek:m stuck believing the 1 bbl autolite card is a much better choice, mainly due the the stack I have...
Hoopity0 -
Deck the block .015--instant pop-up piston to quench the area.
Randy0 -
See what I mean... before I buy the book. There is more knowlege on this board than in a whole library...0
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On the other hand, I installred a slightly modified Pontiac 455 (540hp) in my shop truck. Did a few simple modifications--frenched this, chromed that, slapped a few louveres in the hood (all for advertising ya know?) And now when people see the truck the first thing they want to see is that BIG POWER PLANT. The old six moved the "belly button" pickup along fine. Now folks go nuts when they see the chrome and stuff. I still only drive it 60 on the open road-to old to handle a ticket from those young cops. I have got to think that there is a place for original and a place for modified. And in a world where bigger is better and more horse power relates to the macho image, boys are going to hop up their toys. I life them original and I like them Resto-rodded. It is all fun....0
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hoopity wrote:See what I mean... before I buy the book. There is more knowlege on this board than in a whole library...
I don't have a full bore 308 running yet to be able to judge the difference in modifications myself. But, I do have a tired old stock 308 with 262 head and a fresh 308 with some bolt on changes and tailored compression ratio up to 8.2:1.
The fresh 308 wasn't intended to be an all out attempt, but a good solid road engine with little worry and some enhancement in the cruise rpm range. A Clifford type 4-barrel manifold with Edelbrock carb and headers were the only real "performance" pieces on the engine.
I can tell a difference between the two engines. The fresh engine is snappier, revs quicker and gets better gas milage with the 4 barrel than the old stocker with the 2 barrel. I'm going to lay the milage difference on the carbs and the ability to tune the 4 barrel where I'm kinda stuck with the 2 barrel because I can't get new metering rods. I'm going to lay the "snappier" response to its higher compression ratio and cylinder pressure.
I did no block relieving in the fresh engine to help build additional compression. The rpm range I was going to run most of the time, really didn't call for additional flow capacity.
I'm saying all of this because the 262 would be even more susceptible to compression losses due to relieving than the 308, just because of the difference in cylinder volume. Given the fact the two engines share all the same intake tract geometry and dimensions, the 262 should be more volumetricly efficient than the 308 in stock configuration. Relieving a 262 should be approached with caution, even moreso than the 308. The point where increases in flow capacity vs. losses due to lower compressions would be alot more sensitive. If the engine is capable of better volumetric efficiency already, I really wonder how much block work would be necessary?
It would also gain more from a milder cam than the 308. You could expect as much % gain from a "Super 7x" camshaft in a 262 as one of Randy's "Hot Cam" in a 308. It is theoretical that you could get pretty close to 308 performance with much better gas milage.
In some of my conversations with Rudy Bennett, I've always remembered that he claimed a 262 responded better to forced induction than a 308. In fact, his current turboed engine is a 262. I would suspect this to be a function of its better volumetric efficiency and ability to use simple modifications to more advantage.
Uncle Josh, of this forum, has always claimed that 262's are a more "balanced" engine, which I've paid attention to. The more I study them for myself, the more inclined I am to agree with Uncle Josh.
I'd like to see more of them built. Like I've said, I've never heard anything negative about a 262. I see alot of positives there, particularly for a mildly hopped road engine.
Mark0 -
If I was going to hop up a 262, I'd contact Gus Souza and pick his brain. He built one for a '54 Wasp.
Tim0 -
Pictures of the engine and car follow:0
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Okay, I have to ask... this beautiful cyl head, how rare is an aluminum head for the 262? Are they buyable or priceless??? This is a beautiful engine nd I'd love to try something like this out. I also denoted a piece about a turbo'ed 262/
Hoop0 -
Good Morning All.
Do these suggestions apply to the 232 as well?
R/ Roger.0 -
just a little bump.0
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The only difference between a 232 and a 262 is the crankshaft and pistons. You can transplant a 262 crank into a 232, use 262 pistons - and you have a 262. All the super six engines from 48-56 use the same connecting rods.
I like 262's. The difference between a 262 and 308 crankshaft is 0.125" of stroke. I'd just as soon custom stroke a 262 crank as the 308 if going out to 5".
One of these days, maybe.
Mark0 -
FYI
I think you have received a lot of good advice... I agree with most if not all I read... I have an identical '46 Truck that I am installing a 262 Wasp with milled head, 2bbl carb, & Hydro.... I am 'absolutely positive' it will keep up with freeway traffic. One of my fastest street Hudsons was only a 232!0 -
Yup, all the above.0
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hoopity wrote:Okay, I have to ask... this beautiful cyl head, how rare is an aluminum head for the 262? Are they buyable or priceless??? This is a beautiful engine nd I'd love to try something like this out. I also denoted a piece about a turbo'ed 262/
Hoop
I can't quite tell for sure but I am going to say it is a Clifford head. Clifford is still in business as I just picked up a set of their headers from them at their location here in CA. The heads are still being made and run about 800.00 new.0 -
Where you been Hoopity ? I've got a twin H with carbs I'm sure need rebuilding ,no air cleaners, from a Hash {they hug the engine a littlle closer } that I can't make up my mind to put on my 51 232 I just got or not as I don't intend to do anything else to it and not gonna challenge anybody anyway. Wanna tempt me? Might spend the cash on something I do need. Send me a email if you wanna talk. Oh yeah , give ole snakity Pete a pat on the head and tell him we missed him bout like goin witout chawin tabacky . BUD0
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if he doesn't want them I might take em' can you pm me with a price?0
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Heart_Of_Texas wrote:Pictures of the engine and car follow:
That's my old Wasp.... man I shoulda kept her oh well. FYI The head on that endine in the picture is not Clifford, it's an Edmunds head. Last I knew Jim in TX. had it but I'm guessing he sold that head.0
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