I've been a "gearhead" all of my life and a Hudson guy just a little longer than that. I grew up with Hudsons as the family car until my brother took the '52 Hornet off to college in '62. My first Hudson was the '49 Super Six that my Grandmother gave to me in 1974 and, although beyond reasonable restoration now, it has served as the inspiration for my re-entry into the Hudson hobby. 

Although most of my working life was spent as an excavation contractor, my first love has always been machine work, having "cut my teeth" in the machine shop world making parts for Boeing aircraft in the sixties. Over the years since, I have acquired the machines and tooling to keep my other machinery running and take on a project like Vintage Full Flow.


The notion of developing a full-flow oil filtration conversion for the Hudson pressure lubricated engines had been in my mind for many years, quite possibly planted there by my father who had often complained that Hudson didn't have such a device. Soon after acquiring the Hornet pictured here, in 2004, I began kicking designs around in my head until the light came on and I arrived at the current design. The inspiration to get a working prototype in the field came when I was preparing a Hudson Jet engine for installation into my wife's '54 JetLiner. The engine had been rebuilt by a notable local vintage auto parts store/machine shop at a cost of almost $6000 (to the previous owner, I might add) and I felt that now was the time to get a version made for it before initial start-up. That effort kicked off the Vintage Full Flow project and spawned the several prototype versions that exist today.

Although the 232-262-308 cubic inch Hudsons were the initial inspiration for the idea, I developed a version for the Chrysler L-head engines during the period between the Jet and the big Hudson versions at the request of a friend in Kansas who was restoring his 1949 Dodge pick-up. He recognized the value of a full flow filtration system and was also excited by the notion that he didn't have to start up his freshly rebuilt engine without proper oil filtration. It's no mystery that initial start-up generates the most concentrated level of destructive debris in the life of an engine.

The Chrysler version is appropriate for almost all of the Plymouth-Dodge-Desoto-Chrysler (PDSC, as the Chrysler guys call 'em) in-line, L-head sixes and eights that Chrysler made from 1934 until the end of production in 1959 for passenger cars, the Sixties for trucks and into the Seventies for industrial applications.

The 54th Annual Hudson-Essex-Terraplane Club (HET) International Meet, held in San Mateo, California in late July, 2013, served as the launch pad for introduction of the Vintage Full Flow conversion to our fellow HET members and all others who visited the parking lot full of our cars and trucks. With VFF conversions on both the Hornet and the Jet and having just driven the 800 miles to the meet got the attention of many attendees. I admit to having been ill-prepared for the level of interest and had to apologize for not having a website up and running at the time, so I created this site as soon as I could after our return home. 

The prototypes were, of course, machined from solid billet steel and not practical to produce in that configuration, as it is a time consuming process. Production units are gray iron castings with the necessary machine work to make the finished adapters. I secured the services of a local (Seattle) casting company and all machine work is performed by me, in my own shop, eliminating any chance of "finger pointing" and assuring the maximum spirit of the "Made in USA" slogan

Feel free to use the "CONTACT" page to email your comments and questions or you may write to the address shown.

This site will be expanded and updated periodically as we progress.

Thanks for your interest in the Vintage Full Flow system.


Frank Hughes      


U.S. Patent 8,807,111