Hudson Super Six 1916, Справочник

Страница: 35 / 77

There is only one pipe leading from the gasoline tank forward. This is the pipe which connects to the Stewart
Vacuum tank at "D," (See page 2 of booklet on Stewart Vacuum System.) The other pipe connected to the top of
the Vacuum tank terminates in a union which is tapped into the intake passage in the cylinder blue. The suction at
this point makes a like suction inside the inner compartment of the Vacuum tank and causes the gasoline to be
drawn up from the tank at the rear of the car, through the pipe entering at "D."
The trap-valve at the bottom of the inner compartment prevents the entrance of air or gasoline except through
the pipe connected to the rear tank.
As soon as there is sufficient gasoline in the inner compartment to raise the float valve "G" to a
pre-determined level, the suction in the tank is shut off by means of the small valve "A." At the same time that
this is closed, the air-vent "B" is opened, thereby releasing the gasoline in the inner chamber and allowing it to
flow into the large tank through the trap valve "H."
If the tank is empty, it is obvious that cranking the motor with the throttle closed will soon cause sufficient
suction in the inner compactment to suck the gasoline out of the rear tank.
The Vacuum Pump which is installed on the dash can be used for priming or for filling the Vacuum Tank
should it ever become empty; it necessary to turn over the engine, but merely pull the plunger in Vacuum Pump
two or three times, which will create sufficient vacuum in the tank to draw gasoline from main supply tank.
The Stewart Company have issued a very interesting booklet and parts list on their system, a copy of which is
included in the equipment of every Hudson car.
On no account attempt to take the tank apart or make adjustments to it unless you have thoroughly
familiarized yourself with the principles on which it operates. It is a simple device, but a novice can easily make
trouble for himself unless he understands the mechanism thoroughly before attempting any changes or
adjustments.
The Hudson Carburetor
A glance at the illustrations on pages 34 and 35 shows very clearly the principles upon which this carburetor
operates.
Aside from the periodical cleaning out of the screen at the base of the float chamber and draining off any
water or sediment which may have accumulated below the regulator, there is absolutely no maintenance or
intricate adjustment in connection with it.
The gasoline "measured out" by the measuring in, may be varied by the gasoline feed regulator which is
connected to the lever on the dash. In cold weather it is to be expected that a little richer mixture will be required.
In warm weather, it may be set to a leaner mixture.
For high altitudes, where air is at a lower atmospheric pressure, proportionately less gasoline will be required.
These adjustments are immediately accessible to the driver.
There are no nozzles to change, no matter what the conditions require.
The gasoline consumption of this carburetor depends entirely upon the performance of the car and the ability
of the driver to regulate the feed to meet his requirements,
It is obvious that if the maximum performance is needed, more fuel will be required to obtain that
performance,
For the average user, or for the man who is interested in obtaining great economy, the mixture may be set to
run as lean as the driver desires.
33