Welcome to Legends of NASCAR .com! Be Sure to Check it All Out! Drivers - Owners - Crew - Trivia! HUDSON RACING Hudson Wins Wins Stats Styling Hudson Factory Win On Sunday Heaven Speed Parts Marshall Teague "Fabulous" Hudson Hornet Racing Wins! Featuring 1948's innovative "step down" body design which lowered the center of gravity and gave superior handling, Hudson Hornet dominated stock car racing in the early 1950's. Famed drivers such as Marshall Teague, Herb Thomas, Dick Rathman, Fonty and Tim Flock, Jack McGrath, 'Rebel' Frank Mundy and Lou Figaro were part of the Hudson team. Together they accounted for 13 wins in 1951, 49 in 1952, and 46 in 1953. no other car of the time could match the Hudson's bulletproof construction, low center of gravity, good handling, and factory support. The true sting of the Hornet came from the powerful 7X racing engine. Developed by Marshall Teague and Hudson engineer Vince Piggins, the big six had a bigger bore, bigger valves, relieved and polished combustion chambers, high compression head, high performance cam, split dual exhausts, and and "Twin H-Power" carburetors and manifold. This combination boosted the big straight 6 up to 220 gross horsepower, a jump of 75 horses over the showroom stock figure of 145. All the stock components made the Hornet nearly untouchable on the track, and a record setting 27 wins out of 34 starts in major stock car races in 1952 was proof! 1951 Hudson Hornet

Marshall Teague

Year Date Race Winning Driver Track 1951 02/11 1 Marshall Teague Daytona Beach Course

1951 04/08 4 Marshall Teague Carrell Speedway

1951 04/22 6 Marshall Teague State Fairgrounds

1951 05/30 9 Marshall Teague Canfield Fairgrounds

1951 06/30 13 Lou Figaro Carrell Speedway

1951 07/01 14 Marshall Teague Grand River Speedway

1951 09/03 24 Herb Thomas Darlington Raceway

1951 09/08 26 Herb Thomas Central City Speedway

1951 09/15 27 Herb Thomas Langhorne Speedway

1951 09/23 28 Herb Thomas Charlotte Speedway

1951 10/07 31 Herb Thomas Occoneechee Speedway

1951 11/04 38 Herb Thomas Speedway Park

1951 11/11 39 Tim Flock Lakewood Speedway 1952 Hudson Race Car #91

Tim Flock





Year Date Race Winning Driver Track 1952 01/20 1 Tim Flock Palm Beach Speedway

1952 02/10 2 Marshall Teague Daytona Beach Course

1952 03/06 3 Marshall Teague Speedway Park

1952 03/30 4 Herb Thomas N. Wilkesboro Speedway

1952 04/06 5 Dick Rathmann Martinsville Speedway

1952 04/12 6 Buck Baker Columbia Speedway

1952 04/27 8 Herb Thomas Central City Speedway

1952 05/04 9 Dick Rathmann Langhorne Speedway

1952 05/10 10 Dick Rathmann Darlington Raceway

1952 05/18 11 Dick Rathmann Dayton Speedway

1952 05/30 12 Herb Thomas Canfield Fairgrounds

1952 06/01 14 Tim Flock Fort Miami Speedway

1952 06/08 15 Tim Flock Occoneechee Speedway

1952 06/15 16 Herb Thomas Charlotte Speedway

1952 06/29 17 Tim Flock Michigan Fairgrounds

1952 07/01 18 Buddy Shuman Stamford Park

1952 07/04 19 Tim Flock Shangri-La Speedway

1952 07/06 20 Tim Flock Monroe Speedway

1952 07/20 22 Tim Flock Playland Park Speedway

1952 08/15 23 Tim Flock Monroe County Fairgrounds

1952 08/17 24 Bob Flock Asheville-Weaverville Spdwy

1952 09/21 28 Dick Rathmann Dayton Speedway

1952 09/28 29 Herb Thomas Wilson County Speedway

1952 10/19 31 Herb Thomas Martinsville Speedway

1952 10/26 32 Herb Thomas N. Wilkesboro Speedway

1952 11/16 33 Donald Thomas Lakewood Speedway

1952 11/30 34 Herb Thomas Palm Beach Speedway 1953 Hudson Race Car #92

Herb Thomas

Year Date Race Winning Driver Track



1953 03/08 3 Herb Thomas Harnett Speedway

1953 03/29 4 Herb Thomas N. Wilkesboro Speedway

1953 04/26 7 Dick Rathmann Central City Speedway

1953 05/16 10 Tim Flock Hickory Speedway

1953 05/24 12 Herb Thomas Powell Motor Speedway

1953 05/30 13 Fonty Flock Raleigh Speedway

1953 06/14 15 Herb Thomas Five Flags Speedway

1953 06/21 16 Dick Rathmann Langhorne Speedway

1953 06/26 17 Herb Thomas Tri-City Speedway

1953 06/28 18 Fonty Flock Wilson Speedway

1953 07/03 19 Herb Thomas Monroe County Fairgrounds

1953 07/10 21 Dick Rathmann Morristown Raceway

1953 07/12 22 Herb Thomas Lakewood Speedway

1953 07/22 23 Herb Thomas Rapid Valley Speedway

1953 07/26 24 Dick Rathmann Lincoln City Fairgrounds

1953 08/02 25 Herb Thomas Davenport Speedway

1953 08/16 27 Fonty Flock Asheville-Weaverville Spdwy

1953 08/23 28 Herb Thomas Princess Anne Speedway

1953 08/29 29 Fonty Flock Hickory Speedway

1953 09/20 32 Dick Rathmann Langhorne Speedway

1953 10/03 33 Herb Thomas Bloomsburg Fairgrounds

1953 10/04 34 Herb Thomas Wilson Speedway 1954 02/07 1 Herb Thomas Palm Beach Speedway

1954 03/07 3 Herb Thomas Speedway Park

1954 03/21 4 Herb Thomas Lakewood Speedway

1954 03/28 5 Al Keller Oglethorpe Speedway

1954 03/28 6 Dick Rathmann Oakland Speedway

1954 04/04 7 Dick Rathmann N. Wilkesboro Speedway

1954 04/18 8 Herb Thomas Orange Speedway

1954 05/02 10 Herb Thomas Langhorne Speedway

1954 05/29 14 Herb Thomas Raleigh Speedway

1954 06/19 19 Herb Thomas Hickory Speedway

1954 06/17 21 Herb Thomas Williams Grove Speedway

1954 07/03 22 Herb Thomas Piedmont Interstste Fairgds

1954 07/04 23 Herb Thomas Asheville-Weaverville Spdwy

1954 07/10 24 Dick Rathmann Santa Fe Speedway

1954 08/01 27 Danny Letner Oakland Stadium

1954 09/06 31 Herb Thomas Darlington Raceway

1954 09/26 34 Herb Thomas Langhorne Speedway



1955 02/06 2 Herb Thomas Palm Beach Speedway Total Wins = 80 Until Hudson's innovation all car drivers had stepped up into the driver's seats. The "step-down" design gave the Hornet a lower center of gravity and, consequently, better handling. Fitted with a bigger engine in 1951, the Hudson Hornet became a dominant force on the NASCAR circuit. For the first time a car not manufactured by the Big Three was winning big. Excited by the publicity generated by their success on the track, Hudson executives began directly backing their racing teams, providing the team cars with everything they needed to make their cars faster. The Big Three, fearing that losses on the track would translate into losses on the salesroom floor, hurried to back their own cars. Thus was born the system of industry-backed racing that has become such a prominent marketing tool today. The Hudson Hornet would contend for nearly every NASCAR race between 1951 and 1955, when rule changes led to an emphasis on horsepower over handling. STYLING

In 1948 Hudson made the automotive world take notice with their all new Commodore that featured radically new "Step-Down" styling dubbed "Monobuilt" and frame construction. With the floorpan sitting below the frame, passengers had to step down to enter. It was a semiunibody construction with body and chassis welded together. Owners enjoyed the head and legroom this style offered. With the lowest center of gravity available, the car was lauded for its great handling and roadworthiness. Stock car racers embraced these Hudsons and christened them with the "Fabulous" prefix that followed this line through its days of track dominance that continued to 1954. The only complaints recorded about this new step-down styling was that it was more difficult to clean out dirt from the floor. Committed to the L-head engine design over the OHV, Hudson continued to develop their line of six and eights, ultimately dropping the eight and increasing the original 262 CID 121bhp Six to the 308CID Six which was rated at either 145hp or 160hp with the twin carb "Twin H-Power" setup. Hudson had since 1951 offered "severe usage" parts for their cars which were specifically designed for racing. By 1953, the special 7-X race engine option yielded as much as 210hp.

Highway-61 has converted their stock Hudson line to represent HerThomas' 1953 Hornet NASCAR racer. It has been fitted with the proper grill and hood ornament for '53. The skirts have been cut out and the fuel filler door removed, as well as the full wheel covers which are now red painted steel wheels. The original single exhaust has been replaced by a new system that splits after a small muffler and exits from the passenger side just behind the door. The backup lights above the tail lights are also missing, but I think that may have been an option that year. This racer is resplendent in bright, crisp livery composed not of tampos, but of transfers. The car's finish is rich and smooth due to a thick application of clearcoat. When the light hits the finish just right, you can just make out the carrier film surrounding the various graphics. This is not meant as a criticism as this is virtually invisible. The chrome on this car is very nice and has a realistic "Nickel'd" look to it. The foiled window and drip sill trim, however, is the poorest example I've seen from H-61. It is very wrinkled, and with it's bright finish these imperfections really stand out. The one other change to the exterior that I fault is the fresh air cowling vent that is modeled in the open position. This was accomplished by fabricating a separate part to show the lid and a simulated (by applique) screen. Two holes were punched into the original site and the part was made with two locator pins. My example was affixed with about 2 mm of clearance above the cowl supported by the locator pins. Unable to properly seat this part, I cut the locator pins off and directly glued the open vent part to the site... and it still didn't seat. It seems that both the cowling AND the bottom of the part are slightly convex so unless you carve a concavity in the part to match the car's convexity, it will not lay flat. It would have been better not to make this alteration at all. Although the interior was all new for 1953, H-61 did not change the interior on this model. The rear seat has been removed, and this has been replaced with what feels like a thermoformed featureless plastic insert that is covered with the same flocking that simulates the carpeting and rear window ledge. I'm not sure that old Herb would have gone through that much trouble to create this seamless aesthetic solution to the void left by removing the rear seat. Also, oddly, the way this diecast has been designed there really isn't any "step-down" at all as the floor is virtually flush with the door sill and only slight depressions are modeled directly in front of the split bench seats on either side of the transmission hump. The seat upholstery and door panels are molded in dark blue/gray plastic with the contrasting pale blue/gray accents done in transfer applique which on my example was misaligned on the seat cushion and somewhat wrinkled. The NASCAR mandated driver's seatbelt is modeled as two strips of material that originate from the seat crack and disappear down the front of the seat with no buckles. There are two photoetched pieces placed in the middle of each length of belt that appear to have no function at all. If they are meant to be pulled together to buckle (which would make an "X" pattern), then they are both males. The dash is identical to the 1952 stock version down to the medium brown color, and although nicely done, I cannot verify that it is at all correct. The engine bay, as with all H-61's Hudsons is just beautifully done, missing only brakelines and heater hoses (if there indeed were not pulled from this race version). The complicated hinging and folding support system is worth the price of admission alone. The whole setup appears identical to the stock version, but this is definitely one diecast you want to display with the hood popped. The trunk opens to reveal a flocked liner and an empty spare tire well. All the operating panels are well executed, shutlines are tight and alignment is exact. The undercarriage is reasonably well modeled, but those four large receptacles for the screws that affix the diecast to the display base are much too obtrusive. Outside of that poorly conceived and executed vent, quality control is pretty darned good. There is one glue smudge on my example from affixing one of the wipers. The real villain again is the use of metal foil for selected trim. Poor alignment and multiple folds and wrinkles really mar the look of this otherwise impressive looking beast. On the plus side, if you can't find or afford the legendary Smokey's FM diecast, be of good cheer. H-61 evidently paid the freight and the Smokey's logo is prominently displayed on the front fenders. If you're looking for historical accuracy, this diecast falls a bit short. If you're looking for a high quality image of those great and legendary Hornets, I'd say the stock versions are better done. Viewed entirely on its own, I'd have to give this piece 3 of 5 stars. Having already seen and appreciated the best features of H-61's Hudson lineup, I may be dwelling too much on this particular model's shortcomings. Hudson (1909-54): In 1909, four former associates of Ransom E. Olds (Roy Chapin, Howard Coffin, Frederick Bezner and James Brady) began building a line of cars that became known for solid engineering, performance and value. Each of the founders had put up $1,500, not much by auto industry standards, even in those days. The big bankroller was Joseph L. Hudson, of Detroit department store fame. Roy Chapin, who emerged as the leader of Hudson Motor Car Co. and whose son, Roy Jr., would later run American Motors -- the result of a merger of Nash-Kelvinator and Hudson -- prudently decided to name the car after the man who put up most of the money. In 1919, the company decided to bring out a smaller, less expensive "companion car" to the Hudson and found a name for it on a map of England -- Essex, selected for its snob appeal. Hudson built the Essex through a separate corporation and in 1922 the Essex was the lowest-priced closed coach car in America and selling well. By 1929, the Essex was selling so well that it was merged into the Hudson line and enabled Hudson to finish third in sales among American nameplates. The Terraplane was introduced in 1932 as a model of Essex and in 1933 Hudson dropped the Essex name and called its companion car the Terraplane Hudson built the Terraplane as a separate car until 1938, when it made the Terraplane a model of the Hudson, then dropped it in 1939, apparently because it felt the Terraplane tail was beginning to wag the Hudson dog and Terraplane was overshadowing Hudson. Hudson had many glory days -- famous aviatrix Amelia Earhart helping tointroduce the first Terraplane, Marshall Teague and his road-racing triumphs in the booming big-six Hornet of the '50s -- but the Depression had hurt the company badly and the stakes were getting too big in the auto business for the smaller independents.



Hudson and Nash merged in 1954 to form American Motors and the Hudson, the real Hudson, was dead. From then on, Hudsons were Nashes with a Hudson nameplate. The '57 was the last Hudson of any kind. Dick Rathmann

The Hudson Hornet - "Win On Sunday, Sell On Monday"

By Jack Nerad for Driving Today The Hudson Hornet was one of the vehicles that made NASCAR viable, but NASCAR didn't help Hudson, at least not enough to stave off its demise just a few short years after racing domination had thrust it into the limelight. The company that would eventually spring the Hornet on the unsuspecting public was founded in 1909 by Howard Coffin, George W. Dunham, and Roy E. Chapin. A substantial portion of the funding came from Joseph L. Hudson, a member of the family that owned and operated Detroit's pre-eminent department store, thus the company was named in his honor. Of the founders, Chapin was the most experienced automotive executive; Ransom E. Olds had, in 1900, sent Chapin on a journey from Detroit to Manhattan in a Curved Dash Olds, a publicity stunt that helped make the brand. Now at the top of his own company, Chapin and his crew immediately set about turning Hudson into a name to be reckoned with. With savvy management and deep financial pockets, the company quickly vaulted ahead. In just its second year of production - 1910 - Hudson Motor Car Company ranked 11th in the nation in automobile production. Chapin realized that most potential customers didn't want to ride out in the elements, as they were forced to in the open cars of the era, so he developed "closed" models that allowed driver and passengers to ride in relative comfort, an innovation that helped sales skyrocket. Other advances soon followed. Hudson joined the Ford parade and moved the steering wheel and driver's position to the left side of the car, and, at the same time moved the hand levers for gear selection and emergency braking inside to the center of the car. Hudson also was quick to adopt the General Motors-developed self-starter, the device that made gasoline-powered cars viable as a general consumer product. In 1916 Hudson introduced what it claimed was the first "balanced" crankshaft in its six-cylinder engine. The innovation offered unparalleled smoothness, and it was quickly copied, but not before Hudson established the reputation of its

"Super Six." By the close of World War I Chapin realized that his company needed a competitor to the Ford Model T, which was the dominant vehicle of the era, so he had his engineers develop the Essex line. With an advanced all-steel body, the new brand quickly established itself, despite the 1919-20 recession. Hudson roared through the Roaring Twenties. On the strength of its growing reputation in the United States, the company went on an international kick and built assembly plants in Belgium, England, and Canada. In fact, the company acted as if the boom of the mid-to-late Twenties would never end. Unfortunately, for Chapin and Hudson, the boom did end. By 1929 the company had leapfrogged its way to the number three spot on the U.S. sales chart, behind just Ford and Chevrolet, with 300,962 units sold. But that proved to be the high-water mark for the company. The stock market crash of October 1929 and the decade-long Depression that followed hit Hudson particularly hard, possibly because the bullish Chapin continued to be optimistic. Through the Thirties, Hudson continued to be an innovator with its Essex and Terraplane lines. In 1932 those brands offered a choice of either six or eight cylinder engines, but 1932 was the low point of the Depression, and the expensive changes to the models were greeted with yawns, not with profits. To jump-start sales, Hudson tried stunts. Several hill climbs, economy runs, and speed records were established, but still sales languished. It wasn't until the United States became involved in World War II that Hudson really shook off the doldrums. Like all major U.S. industrial companies, Hudson became part of "the Arsenal of Democracy," building aircraft parts and huge engines for naval craft. After the war ended in 1945, Hudson got another chance to vault towards the top of the United States auto industry. Hudson's management was much more attuned to succeeding in boom times than in retrenching when times grew tough, and the American auto market was poised for unprecedented growth. Pent-up demand for cars was at its all-time peak after four war years had completely shut down auto production for civilian use. Hudson got off to a good start by introducing an all-new Super Six in 1948, but it might be said that the car was too advanced for the marketplace. With unit body construction that Hudson sales brochures referred to as "monobilt," the landmark Hudson Super Six set the stage for today's automobiles, most of which use similar designs. The floorpan of the Hudson was suspended from the bottom of the chassis, a throwback to Harry Stutz's "underslung" technique and the precursor of today's low-aspect vehicle profiles. The chassis also extended outside the rear wheels, giving the car a well-enclosed "low-rider" look. From ground to rooftop it was a foot lower than many of its contemporaries, and there was no doubt it was a handsome design. The Hudson Hornet, introduced in 1951, took the Super Six chassis, refined it and then added a significantly more powerful engine. When the 262 cubic inch displacement in-line six-cylinder engine was bored out to 308 cubic inches, the Hudson Hornet instantly became one of the hottest cars on the road. On the strength of its powerful engine and low center of gravity, it didn't take long for early Fifties stock car racers to figure the Hornet had something going for it. In some ways it was odd that Hudson's rather mundane L-head straight six became the hot ticket in the early Fifties, because that era was highlighted by the revolutionary high-compression V-8s from Cadillac and Oldsmobile. But the combination of dual carburetion (Twin-H Power) and cubic inches proved impressive in the face of high-tech. It dominated stock car racing in the early Fifties, when stock car racers actually raced stock cars. Marshall Teague, seen here with his #6 car on Daytona Beach, became synonymous with Hudson performance in the Fifties, won 12 of 13 AAA events in 1952. Overall, Hudson won 27 of the 34 NASCAR Grand National races in 1952, followed by 22 of 37 in 1953, and 17 of 37 in 1954. It was an incredible accomplishment, especially from a car that had some legitimate luxury credentials. The chassis' lower center of gravity, created by the "step-down design," was both functional and stylish. The car did not only handle well, but treated its six passengers to a sumptuous ride. The low-slung look also had a sleekness about it that was accentuated by the nearly enclosed rear wheels. Unfortunately, the unibody design was expensive to update, and it suffered against the planned obsolescence of the Big Three. Hudson's competitors, using separate body-on-frame designs, could change the look of their models on a yearly basis without expensive chassis alterations, but the Hudson Hornet design was essentially locked in until a re-engineering came due. So, despite its racing successes, Hudson's sales began to languish. Finally Hudson merged with Nash to form AMC, and the brand disappeared for good in 1957. © Studio One Networks Hudson Heaven A Visit To Dany Spring's Hudson Headquarters

If you're reading this, chances are you've already seen the Hot Rod Magazine Quick Test of Dany Spring's 14 second '41 Hudson Traveler in our June 2003 issue. If not, run to your local new stand and pick up a copy before they're all sold out. To recap, Dany Spring is a 40-year-old molding manufacturer from Ontario, California who's been raised around Hudson cars and trucks all his life. While many of Dany's Hudsons are pristine restorations or cherry originals that are too nice to abuse, he resurrected a sixties-vintage drag car so he can tap into the Hudson performance legacy when he feels the urge to go fast. Check it out elsewhere in this story. Though high performance seekers under the age of twenty have laong since stopped uttering the Hudson name, there was a time the Detroit, MI based company was a dominating force in stock car and land speed racing. Most importantly, the company was well aware of the connection between racetrack victories and showroom sales.

In the early fifties, "Fabulous" Hudson Hornets driven by racing legends like Marshall Teague, Tim Flock, Herb Thomas and Jesse Taylor rivaled the Olds 88 (with its revolutionary new OHV V8 powerplant) as the most feared competitors on the fledgling NASCAR roundy-round circuit. Though other carmakers could boast more horsepower than the 170 delivered by the Twin H-Power, 308 cube Hudson 6, the low center of gravity imparted by the Hornet's step-down chassis design (where the perimeter frame ran outboard of the rear wheels) gave the slab-sided wonders superior handling. Add the wild 210 horsepower "export" 7X engine and suspension package (dealer installed) and the Hudsons easily stayed ahead of the V8's. Though Oldsmobile won the NASCAR championship in 1950 and '51, Hudson stole it away for 1953 and '54.

rivaled the Olds 88 (with its revolutionary new OHV V8 powerplant) as the most feared competitors on the fledgling NASCAR roundy-round circuit. Though other carmakers could boast more horsepower than the 170 delivered by the, 308 cube Hudson 6, the low center of gravity imparted by the Hornet's step-down chassis design (where the perimeter frame ran outboard of the rear wheels) gave the slab-sided wonders superior handling. Add the wild 210 horsepower "export" 7X engine and suspension package (dealer installed) and the Hudsons easily stayed ahead of the V8's. Though Oldsmobile won the NASCAR championship in 1950 and '51, Hudson stole it away for 1953 and '54. The passage of time obscures the fact that a young Smokey Yunick helped to develop the 7X kit and a pre-GM, pre-Z28 Vince Piggins was tasked with shepherding Hudson's Severe Usage parts program. But thanks to the go-fast goodies and perimeter frame, Hudson drivers simply rubbed their cars against the steel Armco barrier on turns, mashed the throttle and hung on. Just like a giant Hot Wheels set, the Hornets cornered high and wide while the tall-boy competition was forced to go low and slow. As a direct result, the Hudson Hornet was a 1950's household name and sales blossomed.

Moving back two decades, lets examine the positive impact land speed record and endurance competition had on Hudson sales. The year 1939 was one of declining showroom activity so between August and September of 1939 Hudson launched its 1940 models amid a frenzy of shattered records at the Bonneville salt flats.

It started when famous land speed racer John Cobb pushed a nearly stock '40 Hudson 8 sedan to an International Class C flying kilometer record for closed sedans with a 93.89 mph exit speed. The same car then achieved 27.12 mpg during a closely scrutinized 1000 mile fuel economy test. Next, factory test drivers Al Miller and Buddy Marr tallied an impressive 102 official AAA (American Automobile Association) Class C and D records for speed and endurance. In strict adherence to the rules set forth by the sanctioning body, these Hudsons were standard production models except for the addition of dealer optional rear axle ratios, overdrive and high compression heads.

Other Hudson endurance claims included a Hudson 6 sedan that ran an average speed of 70.62 mph for 30,000 kilometers and another Hudson 6 that delivered an amazing 32.66 mpg in another 1000 mile economy test. All in all it was the greatest sweep of speed, economy and endurance records to that date, surpassing the group of 40 similar records set in October 1936 at Bonneville by a fleet of...you guessed it...1937 Hudsons and Terraplanes.

The result of all this bravado was an aggressive advertising campaign touting the record runs and a dramatic upswing in sales. Total 1940 sales for the month of September were up 149% over '39 and overall sales for '40 totaled just under 80,000 cars versus 62,000 for '39. Of course, the 1940 Hudsons featured new sheetmetal and numerous improvements such as Hudson's first coil spring front suspension, a lateral rear stabilizer bar and vacuum spark advance. So what happens when you roll Hudson's Bonneville and NASCAR exploits together? You get a high level of brand awareness and a substantial pool of hot rodders willing to take Hudson products seriously, even after the company went under in the late fifties. Though he's a bit young to fit the demographic profile, Dany Spring's childhood immersion in all things Hudson makes up for lost time and explains his infatuation with the marque.

Hudson Speed Parts

With all of the factory and independent racing activity over the years, its no wonder there's a bounty of Hudson

go-fast goodies still floating around. Here are just a few of the scores Dany has made in the last few years.

Hot induction setups include (clockwise from bottom left) ceramic coated factory Twin-H dual Carter 1-bbl, Clifford Performance triple Weber manifold, Edmunds large plenum dual 2-bbl, Edmunds small plenum dual 2-bbl, hand fabricated triple 1-bbl, hand fabricated ram-type triple 1-bbl, factory Hudson single 2-bbl with modern Holley 2300 conversion. Cylinder head selection includes (from bottom) factory Hudson cast iron, factory aluminum high compression, aluminum Clifford Performance (you can buy one today) and 50's vintage Edmunds finned unit. Comparison of stock Hudson iron head in foreground and aluminum Clifford casting shows smaller combustion chamber and centered spark plug location for increased compression and better flame propagation. Exhaust goodies include (from left to right) custom equal-length header of unknown origin, factory cast iron manifold and dual-outlet Clifford header. Here's what it takes to get 353 cubes from a 308. The 5-inch stroker crank from Wilson Brothers Grinding in Ontario, CA is a re-worked stocker (welded and offset ground). Dany scored the fully polished and prepped Hudson rods at a swap meet for $100. This neat N.O.S. Mallory dual point distributor was discovered in its original box on the back shelf of a speed shop. Also shown are a pair of matched Mallory 6-volt coils. V8 junkies will puzzle over the unusual lobe spacing and general architecture of this old Moon racing cam.

The end of the plant.

The end.

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