So, this afternoon I was going through my parts and one of thing things that came with my 1950 Commodore was a Twin-H Setup which I would like to put on. BUT both the carbs are missing the tags. Judging by the base casting numbers i think they may be WA-1s off of an Olds..... So if I wanted to use them I assume I should be in ok shape if I Re-Jet and meter them appropriately for my 262. Can anything think of a reason that won't fly or will I need to track down ACTUAL 990s's? If I can use these can anyone help me with the appropriate size jetting to get me in the ballpark and which metering rods are the appropriate ones?
Colon, they should be 968s or 2113 s carb's for a 308. Is that what you have?.
Morning Doug. Unfortunately no. Mine is a 262 not a 308 which I know has a twin H spec. I just don’t know it.
Colin, yes the 990's are a complete different carb. The base size is different than the 968/2113s and do not interchange with the 990's. Wish they did, as the 990's flavors are much harder to come by. We probably have the needed metering rods though.
Yeah, I have read that about the 968/2113's. Like i mentioned in the first post. Going off of the casting numbers on the base it looks like these may have been off of an Oldsmobile, that being said, they appear to bolt right up to the intake so I am at least cautiously optimistic. 
New development. I found another stamping once I cleaned them up a bit more that indicates these may actually be 968s or 2113s which would explain how they fit on a 308 twin H manifold. (A 910 stamped in the bottom of the base)
I also wanted to mention the NEW carbs that Daytona Parts Co. sells, are a GREAT fix, and are great performers for Twin-H- manifolds. I don't remember what the CFM is, but they work real nice!!
https://daytonaparts.com/universal-replacement-carburetor.html
A very good company to deal with.
[quote="Colin Moxon post=29036 userid=12911"]New development. I found another stamping once I cleaned them up a bit more that indicates these may actually be 968s or 2113s which would explain how they fit on a 308 twin H manifold. (A 910 stamped in the bottom of the base)
[i]IF you would like to learn more about the HUDSON Twin H and the proper carburetors to use with your manifold go to this URL and check out the information. There are two different TWIN H manifolds which use carburetors that fit the displacement of the engine. ( explained on this page ) Good Luck https://hudsonrestoration1948-54.com/FuelSystems.htm Ken Cates[/i]
Something Ken probably needs to add to his web page is the actual difference in the 2 Twin-H manifolds. I did just look at the page, and might have missed the description. Even though the book gives 2 separate numbers for twin-H manifolds, BOTH manifolds, '51-'54 have the Part# 307093 on them, both use the same exact linkage from the linkage that is captured under the head bolts to each carb. Depending on what your transmission and wheel base are, will depend on what you need for a bell-crank coming from the stud on the side of the block and down from there. With that said, the 968S and 2113S carbs are for the 308 and 308 manifold, but the 990s carb number is only designed for the 262 manifold. The 990s carbs being for the 262, have a smaller base bore size, thus requiring a different manifold. If you compare the 2 side by side, you can see there isn't much difference, but there is enough base size difference it doesn't allow the 2 to interchange.
Now with that said, I have personally installed the 308 Twin-H manifold on several 262 engines. I really think the larger bore 968/2113 gives the 262 a little more power, really only noticeable when using 1/2 or more throttle.
To add to this, all the '48-'54 , 232, 262 and 308 exhaust manifolds are all the same castings, with the only difference is the studs heights to mount the int and exh together being the difference. For example, the 232 ,1bbl. stud lengths are different from the 2 bbl. 262/308 2 bbl., and a different length of studs for the Twin-H, both for the 262 and 308.. I hope this doesn't confuse you too much, but hope it helps!
'55-'56 intake and exhaust are different yet, and DO NOT interchange with anything prior, except the carbs and some of the linkage
[quote="Doug Wildrick post=29042 userid=393"]Something Ken probably needs to add to his web page is the actual difference in the 2 Twin-H manifolds. I did just look at the page, and might have missed the description. Even though the book gives 2 separate numbers for twin-H manifolds, BOTH manifolds, '51-'54 have the Part# 307093 on them, both use the same exact linkage from the linkage that is captured under the head bolts to each carb. Depending on what your transmission and wheel base are, will depend on what you need for a bell-crank coming from the stud on the side of the block and down from there. With that said, the 968S and 2113S carbs are for the 308 and 308 manifold, but the 990s carb number is only designed for the 262 manifold. The 990s carbs being for the 262, have a smaller base bore size, thus requiring a different manifold. If you compare the 2 side by side, you can see there isn't much difference, but there is enough base size difference it doesn't allow the 2 to interchange.
Now with that said, I have personally installed the 308 Twin-H manifold on several 262 engines. I really think the larger bore 968/2113 gives the 262 a little more power, really only noticeable when using 1/2 or more throttle.
To add to this, all the '48-'54 , 232, 262 and 308 exhaust manifolds are all the same castings, with the only difference is the studs heights to mount the int and exh together being the difference. For example, the 232 ,1bbl. stud lengths are different from the 2 bbl. 262/308 2 bbl., and a different length of studs for the Twin-H, both for the 262 and 308.. I hope this doesn't confuse you too much, but hope it helps!
'55-'56 intake and exhaust are different yet, and DO NOT interchange with anything prior, except the carbs and some of the linkage
Doug is right I will add his comments to my fuel page, albeit the pieces and parts of the story are spread about my page. Thanks Doug this writeup is a great way to explain the twin h story! Ken
Ken, we should also add, when using the single carb manifold 1bbl. or the 2 bbl., the heat riser boss is there for the other hot air tube, just not drilled. That tube is actually made of stainless, and is different in size on each end. It is designed to press into the exh. manifold and seat tightly. We have a few of those tubes, but it is very unlikely there are very many left out there. With this said, we simply take and split the tubes going to either carb. The tubing size is 1/4, which can be found at most hardware stores and/or auto supply. We use a Tee compression fitting, which is exactly what is used at the carb choke housing. I think the covering for the tubes need to be there and ken has something listed on his site to use, which ensures the heat will get to the designated choke thermostat housings efficiently.
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