Hudson Super Six 1916, Справочник

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Carburetor
It was also necessary to develop a special type of carburetor which could be depended upon to accurately
proportion the mixture of gasoline and air at all speeds so that there might be no "starving" at the higher speeds
and no tendency to "load" or flood the intake pipe at low speeds.
The new Hudson carburetor is therefore of a different type, developed by Hudson engineers, especially for
this new motor. It may be said to be "pneumatically controlled" since no action of the driver can possibly alter the
proportioning of gasoline and air. The butterfly valve, commonly called the throttle, is nothing more than a cock,
or faucet, for delivering a certain amount of the mixture to the cylinders. The proportion of mixture delivered
controls the speed of the motor or the power delivered, and therefore, must be regulated by the driver.
The mixing chamber of the carburetor, wherein the gasoline and air are proportioned and vaporized, is of such
design as to control itself by the amount of mixture passing through the throttle valve. In this way it will be seen
that, upon opening the throttle suddenly at low motor speed, the requirements of the motor are comparatively
small and the suction is comparatively weak. This suction controls the mixing of the gasoline and air
pneumatically by lifting a piston-measuring device in the mixing chamber, thus allowing only the correct amount
of mixture to pass through. The necessary velocity or vacuum at the mixing device is controlled by the piston and
gives perfect vaporization without having to use an excess of gasoline to obtain that result.
To sum up, the driver may stamp on the accelerator pedal and open the throttle valve with impunity; but the
mixing device takes care of itself, proportioning the gasoline and air to the requirements of the motor with a
precision which only a pneumatically controlled device can attain.
This improvement, which may rightfully be regarded as an improvement in the motor itself, is largely
responsible for the great torque or pulling ability of the motor at low speeds.
Oiling System
High speed and excessive power impose proportionately greater strains and stresses upon the moving parts of
a motor; hence it has become necessary to develop an entirely new and improved oiling system. On the new
Hudson motor, this is most suitably termed a circulating, constant level, splash system.
The oil pump is mounted at the front of the motor, well above the frame line and in a position where it may be
instantly inspected, removed, or tested without recourse to special tools or other appliances. Furthermore, it is of
such simple and sturdy construction as to be easily comprehended by the layman.
It takes its oil from the pressed steel reservoir, drawing all of it through a filter or metal screen of fine mesh.
The oil is fed directly into the front compartment containing the timing gears and their bearings and flows from
this into the first oil trough immediately under No. 1 cylinder. The large splasher on the end of the connecting rod
practically empties this oil trough at every revolution, throwing the oil into suitable channels or gutters on the side
of the reservoir and crank case. The upper gutters feed the
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