Think there was much of a choice of engines back in 1956? Well there were a few for the 1956 Hudson.
As was custom back in the 40’s and 50’s, the engines were often named similar to the model of the car they powered. For the 1956 Hudson, the company had the Hudson Rambler, Wasps and Hornet. The engines followed suit for the most part. There were 5 six cylinder versions and 2 V8s.
The first up is the Hudson Rambler Six. This was an in line 6 L head with a displacement of 195.6 cid. It was a cast iron block with bore of 3 1/8″ and stroke of 4.25″
and a compression ratio of 7.5: 1. The four main bearings, solid valve lifters and 1 barrel Carter Carb (YF model 2009s) combined to produce 120 horse power.
’56 Hudson Rambler In Line Six
The Wasp Six was a In Line L-head 6 cylinder. It to was a cast iron block same compression ratio 7.5:1. Its bore and store was larger than the Hudson Rambler – 3.00 x 4.75 (vs. 4.25) and it manged to displace 202 cid without a change in hp still at 120. The engine came from the factory with a Carter one barrel WA-1 carb (2009s).
The Wasp Twin-H Six was similar to the other Wasp except it managed 8.0:1 compression ratio with the help of the H carb configuration. This consisted of 2 Carter single barrel carbs (WA-1 model 2013s) that helped the 202 cid engine produce 130 hp.
Call me crazy, but I love these cars. I have only seen one in running condition and it was well restored. I’d love to own one.
The Jensen Interceptor debuted in 1966, but not originally – that was back in 1950 (I’ll cover those in a separate post.). These hand-built in Kelvin Way Factory, West Bromwich in the England from 1966 – 1976. The body style designed by Carrozzeria Touring of Italy and changed from fiber glass bodies to steel.
1966 Jensen Interceptor
1967 Interceptor
So what was this car made of? Let’s take a look.
Engines:
These cars were by….wait for it…………………..Mother MOPAR!!!
Yup these cars sported a Chrysler V8. The Mks I – III used either the 6.3 or 7.2 liter engines.
The 1966 started with the 383 CID which continued through 1970 knocked out 335 hp. The 383 was nurtured in 1971 dropping down to 250 hp. So Jensen decided to use the 440. They offered to versions, one had a 4bbl Carter carb making about 305 hp. The second was topped with three 2 barrel Carters and pushed 330 hps out of the block – we know this engine as the 440 Six Pack – only 232 of these were produced.!!!
In 1972 the 440 suffered the same fate as the 383 – the Six Pack was no longer available and the 4 barrel was de-tuned to 280 hp and again in 1976 dropped to 255. Jensen continued to use the engines.
Transmission:
The Jensen team selected the Chrysler’s TorqueFlite 727 automatic (3 speed) and 4 speed manual.
The curb weight was between 3500 – 3600 hundred pounds (about the same as a 1969 Cuda).
Other features:
Electric windows
Reclining front seats
Wood rimmed steering wheel
Radio with twin speakers
Reversing lights
Electric clock
Power steering (after Sept ’68)
Jensen produced the Mk I, MK II and MK III from 1966-1974. They came in 2 door convertible, hatch back and coupe.
Jensen Interceptor ‘Vert
Power specs: 0-60 in 6.4 seconds and top speed 137 mph (oh…I’m betting it would do better than that).
From Wikipedia:
Variants
A convertible with powered soft top was introduced in 1974 mainly intended for the American market but also sold in Europe. 267 convertibles were made.[3]
Rarer still is the Coupé version with just 60 made,[3] derived from the convertible and therefore without the distinctive rear window of the regular car that was introduced in 1975, a year before the company’s demise.
Jensen were one of the first manufacturers to equip a production car with four-wheel drive, in the 1967 Jensen FF (Ferguson Formula). At the time it was hailed as a remarkable development, coming also with Dunlop Maxarat mechanical anti-lock brakes and traction control. The car is five inches (127 mm) longer than the Interceptor, and although looking virtually the same the extra length is identified by an additional side vent ahead of the doors on the front flanks, an extension to and additional swage line in the leading edge of the front wing (fender). Press articles from the time quote “drag-strip” performance when describing the car. In total 320 FFs were produced; 195 Mark I, 110 Mark II and 15 Mark III. [4]
The Jensen Interceptor R
A Jensen specialist based at Cropredy Bridge rebuilds original Interceptors using modern components.
In May 2010, Jensen International Automotive was set up, with the financial backing and know-how of Carphone Warehouse founder and chairman Charles Dunstone who joined its board of directors. A small number of Jensen Interceptor Ss, which had started production under a previous company, are being completed by Jensen International Automotive (JIA), in parallel with JIA’s own production of the new Jensen Interceptor R; deliveries of the latter have started (beginning of 2011) at the Oxfordshire-based manufacturer and restorer. Tony Banham is JIA’s Managing Director.
The New Interceptor? Jensen Interceptor XL concept!!
This 1953 Chevy Wagon was bought new by my Grandfather as a delivery wagon for his grocery store. My Uncle and Cousin had restored and maintained it until it was passed on to me. This is the actual first car I remember riding in as a toddler. I was fascinated by the chrome on the dash, and have been a car nut ever since.
After a lot of thought and conversations, I have decided what direction to go with the restoration of the Wagon. At first, I wanted to preserve the original state of the car, but if I did that, it would be dangerous to drive in today’s traffic. In 1953, there were no seat-belts and few other safety devices. I really would like to enjoy the car as it was meant to be…. driving it as much as possible. I would love to build it with a Big Block, but I am realistic so I plan to install the original Corvette engine and transmission from the ’78 Vette. I also want to install disc brakes all around with radial tires. Of course there is creature comforts like air conditioning I want to install. I will keep the original look of the car with a few exceptions like wheels and over-sized tires.
What if you could switch your supercharger on and off with the flick of a switch? Many gearheads have had that dream ever since it was seen in the Mad Max movie in 1979. The aftermarket was slackin’, but 34 years later, Procharger has made it real. Or close.
The all-new i-1 supercharger is a belt-driven centrifugal deal like Procharger is known for, but this one can be programmed for the boostcurve of your choice by way of a computer-controlled constantly variable transmission (CVT) that changes the blower-drive ratio dynamically. The i-1 blower has a 8:1 gear-driven reduction augmented by the CVT that runs between 0.6:1 and 1.9:1. The drive ratio alters the blower speed and therefore changes the boost.
How is this Mad Max-like? Because you can dial a low 1 or 2 psi for driving around town and then crank it up to the blower’s full potential of around 850 hp, all on the fly. You can also custom-shape a curve to your liking, overdriving the blower at low engine speeds for more bottom-end power, and then tapering it off to ensure you don’t get into overboost. You can also create a flatter boost curve than you would normally see with an rpm-dependant centrifugal blower There are three modes out of the box: Touring for 1-2 psi, Sport for a medium- aggressive boost curve, and Competition for all-out power.
Procharger CEO Ken Jones told us that the i-1 was tested back to back with the company’s mainstay P1SC at the drag strip. The older blower ran 120 mph and the new one ran 122—that’s not due to the CVT, but because of a refined compressor housing.
Ken also says ’10-up CamaroSS will be the first available application, but company insiders have been driving around in 5.0 Mustangs, Corvettes, late-model Mopars, and F-150 trucks. We’ll throw out a guess that the 5.0 Mustang kit will be the next to market.
This is the most creative new product launch we’ve seen so far at SEMA 2012, and HOT ROD is already scheming an interesting way to test one of these things. Meanwhile, you have to check out the video to really understand how cool it is:
Is this the best Ford at SEMA? SEMA gave the Ford Design award to Steve Strope’s ’65 Mustang rally car. “I wanted to imagine what if Martini Racing was involved with Ford,” said Steve at the press conference at SEMA 2012. This re-imagined race car was introduced at SEMA 2012.
You know an underground trend has peaked when it goes mainstream; like when punk rock becomes Green Day. Driving rusty beater rods is punk rock. Faking patina is Green Day. Ya know how we know? Because phony rust is on display at SEMA 2012.
Cumberland Products has a Vintage Line of flat and satin paints that were used on this ’33 Ford to create what’s certainly the the most convincing fake patina we’ve ever seen. Even so, we can’t endorse fake rust.
However, we’re not so cynical about flat and satin paints, and what makes the Cumberland stuff cool is that it does not collect fingerprints or smudges. We fondled that ’33 to prove it. The company also claims “this coating is formulated to withstand the same atmospheric conditions as any single-stage urethane system.” So perhaps it won’t get all chalky like primer and other flats. Cumberland also has a clear that can be mixed for flat, eggshell, or semi-gloss.
See CumberlandProductsInc.com.
Think we’re wrong about patina? For that matter, do you think flat and satin are overplayed? What are the paint trends that interest you now?
Most of the attention was on the newer Mustangs this year, but that doesn’t mean that the venerable fox body was overlooked completely. We saw this one customized by Creations in Chrome at SEMA right next to the grave digger monster truck. And, from the look of that wide body kit and matching tires, we’d say that it fits right in.
The thing about Creations in Chrome is that their name would lead you to believe that all they do is make things pretty. When in fact, their show cars are genuinely built to race. A few months back they brought their 2011 Mustang Show car to the Mojave Mile and ran it at 182 mph. From the looks of it they’re not messing around with this fox body either. I mean check out the size of that intercooler! And the size of the supercharger, geez.
So yeah, you’d be forgiven for assuming this shiny Mustang is just another SEMA showcar. But in reality, everything about this thing screams race car. I’d be curious to see how it runs down the quarter mile. Hopefully Creations in Chrome will oblige us with video like they did last year.
The SEMA Show is the automotive performance industry’s most important yearly shindig—a trade-show gathering of parts manufacturers and car builders representing every kink in the gearhead world. It’s where business gets done, it’s the launching point for thousands of new products, and it has become one of the nation’s most interesting and diverse car shows. The project cars on display are advocates of the newest components and styles in the niches of hot rods, muscle cars, imports, street trucks, and 4x4s.
At HOT ROD, we look at the SEMA Show as an indicator of trends coming and going, and we walk the aisles looking for consistent themes in the creations of car builders nationwide. Here we present the fruit of this year’s hunt.—David Freiburger
Here is another row. I’ve never seen this many Avanti. One of the owners heard me say to my wife, “I don’t know there were this many Avanti left!” He tossed me a disapproving look and then laughed.
