ClassicCar

Although Clifford Performance has had mixed reviews on this site I did get a 3x2 sidedraft manifold from them just recently and they have one left in stock. They are $295 plus shipping.

Sidedraft? Are you going to run Webers? Anyone run the 4 bbl. That would be easiest, but with that long inline motor, seems a multicarb would make a big difference in the distribution. Did Clifford ever make a 2 2bbl. Could probably make that look like a Twin H setup with a little effort with more umph!

yorgatron wrote:

www.uncommonengineering.com

Wow !! Everyone should check these out !

I think the 2bbl 2 carb setup would be the best all around setup. I am surprised that one is still not made. I wonder if you can machine out a Twin H manifold to a 2bbl will fit it.

Go to: http://www.vintagespeed.com/ and scroll down to their various carb adapters. You probably can get them to custom drill about any combination you want. You could use the Edmunds manifold and run 4 2bbl carbs!

Vintage speed looks pretty interesting, but nothing really for Hudson. I am thinking either finding a Edmunds twin 2bbl or modifying a Twin H for twin 2bbls. Probably should quit getting ahead of myself and get the car first. It may just be fine the way it is.

Years ago Clifford Research and others made simple aluminum cast adapters which up fit the single carburator bases of the Twin H manifold to a two barrel carburator base. I recently purchased two of these adapters for $7.00 on eBay... they were not advertised as Hudson... simply Clifford Research. I have old ALMQUIST, JC Whitney, Honest Charlie catalogs that list single bbl to 2 bbl adapters, single to twin single bbl adapters and adapters that allow the use of larger CFM carbs on the existing manifolds. All were basicly the same... cast part that adapted the intake size to a larger base carburator. Again these parts are available ... eBay being a quick source.

Good Luck.

Hmm??? Two twin throat carbs. Okay for an 8 perhaps, but I can't see much advantage for a 6. What sort of distribution would you have? 1-1/2 cylinders for each throat?

Geoff.

To answer one of the questions here in my opinion, is considering what additional carburation does for a Flathead V8 Ford which is a smaller engine than the Hudson, additional carburation should benefit the Hudson 6 also. 308 cid is a pretty large motor to be feeding with a small 2bbl or twin 1bbl's. Especially if the motor has had any modifications to it. I am sure the Clifford 4bbl would be the easiest and quickest way to go. I went this way on my Dad's modified Flathead Ford I built, because he didn't want the complication of multiple carbs. Considering the inline 6 though, it is a long stretch from a single center carb to the outermost cylinders. That is where my theory of twin 2bbls would probably work the best, but then I am just applying basic mechanical physics, and have yet to work with the Hudson motor.

I would assume after 5000 rpm the flat head design would not allow enough flow to make any more power. So where did you get your manifold? I guess I need to start looking.

Makes sense for a large displacement inline engine no being a high revver. The flathead design doesn't help either.

I guess it depends on the design of the motor. My experience has been with the Ford V8. I am certainly not a guru with them but I have built a couple and done tons or reading and research on them. They certainly(according to the experts) don't flow air like an overhead. Possibly the Hudson is better, but it is still a flathead. Out of curiosity, I will soon have my 54 Hornet which according to my readings and research, Hudson made improvements in 54 to the head to increase power. Mine somewhere along the line had a 262 head put on it. I am sure that increased the compression, but by how much and will I actually lose power because the design of the chamber doesn't flow as well as the latest 308 head.

I've had some experiance with the Holley Weber 5200's. The verdict is, I like them. Especially if you intend to run on the street. We've used them on chevy 292's with huge success and I had an outfit mocked up on a Twin-H manifold. They will work on Hornets and Super Sixes, on Wasp's and Pacemakers - it gets tight at the firewall. Dwardo99 swapped me out of this outfit. It was setup for the Pacemaker single WA-1 pull type linkage.



Pictures are on the MSN HET site. I tried to post them to here but MSN won't let me. For the record - that really sucks.



Link to the pictures.

http://groups.msn.com/HudsonEssexTerraplaneBulletinBoard/hudsonshudson.msnw?action=ShowPhoto&PhotoID=2977



There are 4 pictures showing various perspectives of the manifold, carbs, spacers, and linkage.



The carburetors, linkage, adapters, and linkage kits are available from Tom Langdon.

www.stoveboltengineco.com



The cfm rating of these carbs is in the 220-230 range. Plenty for a 308 unless you increase the cubic inches by stroking.



There wasn't a better dual carburetor manifold made than the Twin-H, but it does need to be set up for dual two barrels. I wish somebody would remake the Twin-H in aluminum and with a pattern for dual 2's. That would fit most folks bill from the mild to the wild. With Holley carbs capable of 500 cfm each, that's up to anybody's standard. Personally I'd like to run two IDA Webers and have it hooked up to a Twin-H style runner pattern. Until then, I really like the prospect of the dual Holley/Weber 5200's.



My project is going to run a dual Edmunds with the close carb spacing and 2 Weber DCNF carbs. I'm setting those up for 270 cfm each to feed 358 CID.



Dwardo99 and his uncle Bill needs to get on with it and tell us how those 5200's run!



Mark

464Saloon wrote:

So all you need is a two into one adapter from stovebolt. I have not seen a Twin-H in a long time so I would have to look at one to get at least some kind of an idea what I need to do linkage wise. What I would really like to do, is run the twin 2's under the factory Twin H air cleaners so the car maintains its original look but has the extra punch of the bigger carbs

Actually, if you got creative with some new fabricated rods (I wouldn't mess up the originals) you could operate them with a Twin-H linkage. The way I had them mounted on the manifold they pulled to the driver's side of the engine. I had it in mind to use a single pull Pacemaker linkage, hence the banger-work. Twin-H linkages are harder to find than the manifolds, so I was messing around with alternatives.



But, yes - the adapters came from Langdon and bolted right to the Twin-H. Same adapters we used on the Offenhauser triple manifolds for the Chevy 292. I had the exact same idea regarding the Twin-H breathers, but it would be hard to pull off with the 5200's and keep the original intent of better breathing.



What I liked about those carbs, they are progressive 2 barrels. While cruising, you are running two venturis slightly larger than a single WGD. Step on it, and you have another 2 venturis at your disposal - again, slightly larger than the previous two.



Mark