The 'E' Type Forum

Hub Caps and Oil Filler Lettering

The hub caps used on the E-Type were chrome plated with no additional detailing i.e. inking in of the Jaguar logo. In the case of the hubs case after being drop forged and machined they were highly polished before being plated with copper, nickel and chrome. The polishing wheel could not reach into the Jaguar logo indent so it remained rough and this was reflected in the plating. The effect was a polished surface with a marbled chrome in the lettering indent which produced a contrast and highlighted the Jaguar name. No paint was applied as it would have been pointless and added to the cost, something Mr Arthur Whittaker (Jaguar's chief buyer and cost cutter) would not have allowed. Similarly the oil filler cap was polished leaving the Jaguar lettering unpolished, in contrast.



I have looked at over 100 Jaguar official photos and there is not one that shows inked in Hub Caps or oil filler.
3.8:


4.2


Over time the indented lettering can become polluted with road grime and oil giving the appearance of black paint but a quick clean will reveal there is none. Of course many owners detail their cars and the inked in logo is an easy enhancement. As far as I can tell the first appearance of the inked in eared hub caps was with the release of the 1968 S2 and first reproductions by Orson Engineering; this gave way to the view they were all painted.

The S2 'Federal' earless hub caps did have the Jaguar logo inked in.

Hub Carrier - Grease Retaining Cap


The rear wheel bearings are lubricated with grease through a hole in the side of the casting. The hole is plugged with a stamped steel cap #C18124:


The caps are a friction fit and can be removed with a screwdriver under the lip and replaced with a gentle tap from a wooden mallet. The centre of the cap has a small hole designed to relive any pressure build up in the carrier through heat and friction. If this hole is blocked there is a high likelihood the cap will be forced out. On the left is an original cap and in the centre is a modern reproduction with no discernible hole. This will need drilling out before fitting otherwise the cap will pop out on a high speed run. On the right is a modern rubber seal which has the benefit of being able to stretch under pressure:

Jaguar Suppliers of Component Parts



AC-Delco = spark plugs blower motor, air filter cannister, fuel filter
Acton Bolt Ltd. = U.K. OEM of BEES bolts and screws used on Jaguars in the '50s-'60s, sold to GKN 1962
Adwest Engineering = U.K.-based OEM of Jaguar steering racks, now known as Magal Engineering
Albion Brockhouse = manufacturer of manganese bronze stamped forged spinners (knock-off's)
AUTO = Name found on heads of bolts and screws in some XK120s
Autocalf = Grade of Connolly Leather with embossed grain (see Autolux, Vaumol)
Autolux = Premium grade of Connolly Leather, extra supple with little discernible grain (see Autocalf)
Automotive Products Ltd. = AP, U.K.-based licensor of Borg & Beck clutches, Lockheed brakes, etc.
Bahco = Sweden-based OEM of wrenches in Jaguar tool kits
Bakelite = Early thermosetting plastic used in various Jaguar parts, acquired by Union Carbide in 1939
BEES = Tradename for screws and bolts made by Acton Bolt Ltd. of London, sold to GKN in 1962
Casco Products Corporation = windscreen wipers, cigar lighters and interior mirrors via Tex in the UK
Castrol = U.K.-based OEM of motor oils and other lubricants for Jaguar
Champion Spark Plug Co. = U.S.-based OEM of spark plugs & spark plug caps for many Jaguar models
Cheney = U.K.-based OEM of Double Grip worm-drive hose clamps used on 50s-60s Jaguars
Churchill, V.L. & Co. Ltd. = U.K.-based OEM of special service tools for Jaguar dealerships/agents
Connolly Leather, Ltd. = U.K.-based OEM of leather for Jaguar interiors (Autolux, Autocalf, Vaumol)
Coventry Timber Bending Co. Ltd. = U.K. OEM of Jaguar wood-rimmed steering wheels
CRANES = Name found on heads of screws and bolts used on some 1960s Jaguars
Dana = Dana/Spicer U.S.-based OEM of Jag axles, diffs, cylinder head gaskets, oil coolers, U-joints
Dayco = OEM of Jaguar idler pulleys and bearings
Delaney Gallay Ltd - heater box and heater radiator matrix
Desmo U.K.-based OEM of Jaguar rear view mirrors into the ?60s, early SS Jaguar mascots
Double Grip = Tradename of Cheney, OEM of worm-drive hose clamps used on classic Jaguars
Dunlop = U.K.-based OEM of Jaguar wire & racing wheels, brakes, tires & hoses
English Steel Corporation Ltd - road springs & torsion bars
Ferodo = Italy-based OEM of Jaguar brake pads and drive belts (now a div. of Federal-Mogul)
Furflex = Moquette, velour- or velvet-covered edge trim or ?draught excluder? used on Jaguars
Fray, J. = U.K.-based OEM of Jaguar cast metal badges and emblems
Garrington, John & Sons Ltd. U.K.-based OEM of Garringtons wrenches in some Jaguar tool kits
Garringtons Brand of John Garrington & Sons Ltd., U.K.-based OEM of wrenches in some Jaguar tool kits
Gedore = Germany-based OEM of adjustable wrenches in Jaguar tool kits
Girling, Albert H. = Inventor of SS & Jaguar drum and disc brake systems manufactured by Lucas
Girling, Ltd. = Lucas division combining Girling Brakes, Luvax dampers & Bendix; Jaguar OEM
GKN = U.K.-based OEM of Jag diffs, EAD, ETM, flexible couplings, driveshafts, cast parts, fasteners
GKN Laycock = Successor to Laycock de Normanville, U.K.-based OEM of Jaguar overdrive units
Hardura = Felt-backed embossed vinyl used for Jaguar interior parts
ICI = Imperial Chemical Industries, U.K. OEM of rubber fuel tanks for C- and D-type racing cars
Imperial Chemical Industries Ltd. = ICI, U.K. OEM of rubber fuel tanks for C- and D-type racing cars
Joseph Lucas Ltd. = England-based OEM of Jaguar lighting, electrics, braking & more
Jubilee Clips Ltd. = U.K.-based OEM of Jaguar worm-drive hose clamps (See L. Robinson & Co. Ltd.)
Kelsey-Hayes = U.S. disc brake manufacturer, licensor of Dunlop systems used on Jaguars
King Dick = Abingdon King Dick Tools, U.K.-based OEM of jack ratchets in some Jaguar tool kits
L. Robinson & Co. Ltd. = Firm of Lumley Robinson, inventor in 1921 of worm-drive clamp (Jubilee Clips)
Laycock de Normanville = U.K.-based OEM of Jaguar overdrive units (later GKN Laycock)
Leyland Motors = U.K. OEM of Jaguar XK engine cylinder blocks from 1948, eventually owned Jaguar
Linread = Name found on heads of some bolts and screws on Series I E-Types
Lucar = Brand name of bladed electrical connectors by Lucas
Lucas Industries Ltd. = Successor to Joseph Lucas Ltd., now owned by TRW
Luxan = Dye-enhanced-grain grade of Connolly Vaumol? leather (see Autolux, Autocalf)
Magnatex Ltd. = U.K.-based OEM of Jag quick-release worm-drive hose clamps marked GRIPTITE & TEX
Marston Excelsior Ltd. = U.K. OEM of Jaguar radiators
Metalastik Trademarked rubber/metal bonded isolation bushes & harmonic dampers by Trelleborg AB
Michelin = France-based OEM of tires for some Jaguars
Mini-lite = U.K.-based maker of alloy wheels retro-fitted to classic racing Jaguars
Mintex UK Ltd. = U.K.-based OEM of Jaguar drive belts; brake pads from 50s LeMans winners to today
Moquette = Furlex, velour-/velvet-covered edge trim or ?draught excluder? used on many Jaguars
Moss Gear Co. Ltd. = U.K. designer and OEM of gearboxes used in all Jaguars to 1965
Moto-Lita = U.K.-based maker of classic wood-rim OE and aftermarket Jaguar steering wheels
Newton = Name found on heads of some bolts and screws on Series I E-Types
Nivocode = France-based Lockheed associate, OEM of Jag brake fluid reservoir caps & level indicators
Otter = of Buxton, manufacturer of thermostatic switches
Pilkington Group, Ltd. = U.K.-based OEM of Jaguar glazing, now using Sundym tradename (see Triplex)
Pirelli e C. S.p.A. = Italy-based OEM of tires for many Jaguars
Powr-Lok = Dana/Spicer heavy-duty Limited Slip Differential used in some Jaguars
Pressed Steel, Ltd. = U.K.-based OEM that provided post-WWII Jaguar bodies
Regent = U.K. OEM of Jaguar worm-drive hose clamps
Repton Foundry = cast exhaust manifolds
Reservac = Brand of Jaguar vacuum reservoir tanks produced by Trico
Reynolds Metals Co. = U.S. OEM of 531 alloy square-section steel tubing used in E-Type front subframe
Richards = Tradename on screws and bolts used on 1960s Jaguars, possibly by Richards & Allan Ltd.
Richards & Allan Ltd. = Possibly the OEM of Richards screws and bolts used on 1960s Jaguars
ROS = Name found on heads of screws and bolts used on some 1960s Jaguars
ROT = Name found on heads of screws and bolts used on some 1960s Jaguars
Rubery Owen Holdings Ltd. = U.K. OEM of bolts and screws used on some 1960s Jaguars (E-Type)
Rudge-Whitworth = U.K.-based bicycle-motorcycle maker and OEM of Jaguar wire wheels
Scottish Stamping & Engineering Co. = U.K. OEM of Jaguar crankshafts
Sheffield Steel Products SSP, U.K.-based OEM of wrenches & screwdrivers in Jag tool kits from mid-60s
Shell Oil Co. = Royal Dutch Shell, Netherlands-based OEM of Jaguar lubricants, brake fluid, etc.
Smith, Thomas & Sons of Saltley Ltd. U.K.-based OEM of Snail Brand wrenches in some Jaguar tool kits
Smith-Clayton Forge Ltd. = U.K. OEM of Jaguar crankshafts
Smiths Group plc = U.K.-based OEM of classic Jaguar dash gauges, clocks and instruments
Snail Brand = Brand of Thomas Smith & Sons of Saltley Ltd., U.K.-based OEM of Jag tool kit wrenches
Solex UK = U.K. Division of Solex in France and OEM of the Zenith-Stromberg carburetors
Sovy, U.K. = OEM of Jaguar brake fluid reservoir caps and level indicators (now owned by SNG Barratt)
SPARTS = bolts with pointed ends for easy location
SSP = Sheffield Steel Products, U.K.-based OEM of wrenches & screwdrivers in Jag tool kits from mid-60s
Stockinette = Fabric covering on classic Jaguar cooling hoses
S.U. or SU = Skinners Union, U.K.-based OEM of Jaguar carbs, fuel pumps, etc.
Swallow Sidecar Company = Founded in 1922, became SS Cars Ltd. in 1934, Jaguar Cars Ltd. in 1945
T. Williams Company = T/W or TW, U.K.-based OEM of wrenches in Jaguar tool kits
Tata Motors = India-based owner of Jaguar since 2008
TEC = TE Connectivity (w.s.)
Tecalemit Garage Equipment Co. Ltd. = U.K.-based OEM of grease guns in Jaguar tool kits
Telford UK = OEM of Jaguar brake lines
TEX = Marking on GRIPTITE quick-release worm-drive hose clamps made by Jag OEM Magnatex, Ltd.
Thomas Smith & Sons of Saltley Ltd. U.K.-based OEM of Snail Brand wrenches in some Jaguar tool kits
Timken = U.S.-based OEM of Jaguar bearings (wheel, hub, differential, etc.) (see Koyo, SKF)
Trico = U.S.-based OEM of Jaguar wiper blades, wiper motors (FHP Elmotor), Reservac vacuum reservoirs
Triplex Safety Glass Co. Ltd. = U.K.-based OEM of Jaguar glazing, including Sundym tinted glass
Tuffelt = Thick felt fabric used for sound-deadening and padding in Jaguar interiors
T/W or TW = T. Williams Company, U.K.-based OEM of wrenches in Jaguar tool kits
T. Williams Company T/W or TW, U.K.-based OEM of wrenches in Jaguar tool kits
Vaumol = Trademarked natural-grain grade of Connolly Leather (see Autolux, Autocalf)
V.L. Churchill & Co. Ltd. = U.K.-based OEM of special service tools for Jaguar dealerships/agents
Waxstat = Jaguar OEM cooling thermostats made by Western Thomson Plastics Ltd.
Webasto = Germany-based OEM of Jaguar CC systems, sunroofs, convertible tops, panorama sunroofs
West Yorkshire Foundries = U.K. OEM of Jaguar cylinder heads
Western Thomson Plastics Ltd. = UK-based OEM of Jaguar Waxstat cooling thermostats
William Mills = U.K. OEM of Jaguar cylinder heads
Wilmot Breeden = U.K.-based OEM of brightwork on SS cars and leapers on early Jaguar cars
Wilton Wool = U.K. OEM of Jaguar floor mats
Zenith = U.K.-based OEM of Zenith-Stromberg Carburettors, owned by Solex UK

Hub Caps, Spinners, Knock-offs

The 'Hub Caps' #C1102 and #C1103 also known as 'eared knock-offs' or 'spinners' were chrome plated manganese bronze drop forgings based on the Rudge Whitworth pattern with 52mm hub and 8tpi thread. They were made by Albion Drop Forgings Co a subsidiary of J Brockhouse & Co and are stamped 'AB' for Albion Brockhouse. Drop forging is a forging process where a hammer is raised and then "dropped" onto the workpiece to deform it according to the shape of the die. The threads and faces were then machined into the workpiece. The 'Jaguar' logo was not inked in (painted) on the S1 cars. Interestingly after Rudge-Whitworth went into liquidation in 1936 Jaguar acquired the rights to Rudge's wheel business and together with Dunlop continued to exploit the design.

Publicity shots showing hub caps not painted:




Some history:

Rudge Whitworth

The spin on system was developed by Rudge-Whitworth. Jaguar and Dunlop acquired the rights to the system when the company went bust in 1936.



Albion Drop Forgings Co
of Foleshill, Coventry. Telephone: Coventry 8091. Telegraphic Address: "Albion, Coventry". (1937)
1900 Company established in Lockhurst Lane.
1914 Specialities: diesinking, stamping and smith's work, engineering motor railway work, iron, steel and brass stamping and drop forgings
1937 Drop forgings manufacturers
1937 Sold by J. Brockhouse and Co
1937 Listed Exhibitor - British Industries Fair. Drop Forgings for the motor, aircraft, railway and general engineering trades, in high grade ferrous and non-ferrous materials. Heat treatment and tests on modern scientific lines. Approved Air Ministry. (Stand No. D.518)
1939 Approved Aircraft Industry Suppliers
1960 Acquired by J. Brockhouse and Co and merged into the Brockhouse Group as Albion-Brockhouse
1961 Manufacturers of drop forgings for aero, motor and engineering trades. 250 employees
1967 Albion Drop Forging Co. forging was stopped and the work was moved to Brockhouse at West Bromwich

Originals will have had a hard life after being belted with a copper mallet to loosen/tighten and the 'ears' in particular are prone to being dented and chipped. Reproductions are available but they are not particularly faithful to the original design so it is always best to try and have the originals renovated. Sometimes dirt and grime can make the Jaguar logo look black but on careful inspection it will be seen it is chrome on an unpolished surface:



Height - 38mm (1.5")
Diameter - 101.6mm (4")
Outer wall thickness - 6.5mm (1/4")
Inner wall thickness - 5.4mm (7/32")
Depth from top of wall to bottom of casting - 31.6mm (1 1/4")
Weight - 885gms (31oz)

The reproduction hub caps are a different size, shape and weight:
Height - 35mm (1 3/8")
Diameter - 106.3mm (4 3/16")
Outer wall thickness - 8.6mm (11/32")
Inner wall thickness - 5.1mm (13/64")
Depth from top of wall to bottom of casting - 27.45mm (1 5/64")
Weight - 1107gms (39oz)

There are many other differences:

1. The originals have 1467 RH AB or 1466 LH AB cast into the base whilst the reproductions have 'Made in England' and, on one set, the number '8059'. AB stands for Albion Brockhouse.
2. Originals have grooved inner faces, the repro's are smooth
3. The channel between the inner and outer walls is U shaped on the originals, square shape on the repro's (could be the reason the latter can be problematic to remove)
4. The Jaguar logo on the repro's is smaller, a different shape and has enlarged 'A' and smaller 'G' and 'U'
5. The shoulder between the front face and ear section is much deeper and better defined on the originals giving a more svelte and lighter look
6. The length of the 'Undo' arrow is longer on the original
7. The position of the word 'Undo' is different on the original
8. The lettering for Left/Right side is in a different position on the original
9. The ears are fatter in section on the repro
10. The repro's are half a pound heavier per wheel which does nothing to help un-sprung weight
11. Repro's have the 'Jaguar' logo inked in with black paint, original's on the S1 did not.
12. Inked Jaguar logo spinners appeared with the S2 cars (1968) and all service replacements after that date would have been inked
13. In 1967 Albion Drop Forging Co stopped forging and the work was moved to J. Brockhouse & Co at West Bromwich. This coincides with the fitting of inked Jaguar logo hub caps from 1968 onwards

Reproduction showing squashed 'G' and 'U':



Original on left. reproduction on right showing reverse sides:


Some originals have just the AB (Albion Brockhouse) mark:



Others are marked 8723, 1467, RH, SR:



An original set is far preferable to the likenesses, I hesitate to call them reproductions, currently available. Originals can be de-chromed, dressed, re-engraved and re-plated; it should be relatively easy to replace any that are too far gone as they appear on eBay quite often. They also fit a lot better on the hub threads.

Easiest way to spot an original is to compare the logo with the one on your oil filler cap - they should be identical.

For cars supplied to Germany and Switzerland the ears were cut off to meet their safety legislation. Jaguar also supplied a special tool for their removal. Casting marks seem to be S406 and S400.





These are the Dunlop instructions for the care and maintenance of the Rudge Whitworth hubs:


Self-tightening or Self-locking?

I found this explanation of the way the Rudge Whitworth hub works but I am no wiser as to whether it actually tightens, remains were it was set or does not self-loosen. And if it does tighten, how much torque can be applied in this manner:

"In its essentials the Rudge-Whitworth wheel comprised three key components: a splined hub and two pairs of matching tapers (conical surfaces), one comprising the inboard end of the hub and the inboard wheel centre, and the second the retaining nut and outboard wheel centre. These tapers served three functions. First, they automatically centred the wheel on the hub. Second, they transmitted a significant fraction of the drive and/or braking torque so as to reduce the load on the hub splines. And third, they made the wheel-retaining nut self-tightening. Imagine that the nut loosens slightly so that the tapers on the wheel and nut touch at only one point on their circumferences. Because the male taper is now of smaller effective diameter than the female taper, rotation of the wheel on the hub under braking will cause the nut to rotate on its thread. If this rotation is in the correct direction — which is ensured by using differently handed threads on either side of the car— then the nut will automatically re-tighten itself."



This is from the Rudge Whitworth article which explains the system as "self-locking" - the cone centres the wheel and the spinner self tightens but requires a spanner or hammer to get it to that position. I think that is possibly where the confusion comes from - the spinner does indeed self tighten but only does so when whacked with a hammer:


Also if the system is self tightening just how does the spinner come loose so it can self tighten again?

Interestingly, and something I did not know, after Rudge Whitworth went bust in 1936 Jaguar acquired the rights to Rudge's wheel business and together with Dunlop continued to exploit the design for both wire and disc wheels although by then the system was termed 'fail-safe' rather than self-tightening.

I found this explanation of the way the Rudge Whitworth hub works but I am no wiser as to whether it actually tightens, remains were it was set or does not self-loosen. And if it does tighten, how much torque can be applied in this manner:

"In its essentials the Rudge-Whitworth wheel comprised three key components: a splined hub and two pairs of matching tapers (conical surfaces), one comprising the inboard end of the hub and the inboard wheel centre, and the second the retaining nut and outboard wheel centre. These tapers served three functions. First, they automatically centred the wheel on the hub. Second, they transmitted a significant fraction of the drive and/or braking torque so as to reduce the load on the hub splines. And third, they made the wheel-retaining nut self-tightening. Imagine that the nut loosens slightly so that the tapers on the wheel and nut touch at only one point on their circumferences. Because the male taper is now of smaller effective diameter than the female taper, rotation of the wheel on the hub under braking will cause the nut to rotate on its thread. If this rotation is in the correct direction — which is ensured by using differently handed threads on either side of the car— then the nut will automatically re-tighten itself."



This is from the Rudge Whitworth article which explains the system as "self-locking" - the cone centres the wheel and the spinner self tightens but requires a spanner or hammer to get it to that position. I think that is possibly where the confusion comes from - the spinner does indeed self tighten but only does so when whacked with a hammer:


Also if the system is self tightening just how does the spinner come loose so it can self tighten again?

Interestingly after Rudge Whitworth went bust in 1936 Jaguar acquired the rights to Rudge's wheel business and together with Dunlop continued to exploit the design for both wire and disc wheels although by then the system was termed 'fail-safe' rather than self-tightening.

Don't think it has anything to do with continued self tightening because once the tapers lock they can't physically move further. Here is another explanation of the Rudge Whitworth hub which seems to confirm it:

In 1913 the Rudge Whitworth coned locking device was introduced. The parallel splines are a loose fit on the inner hub and a proportion of the car's weight is carried by the nut itself. The nut tightens on the male coned surface of the end of the outer hub, and has a mating female cone machined in it. If the nut is loose there will be a gap between these two cones, allowing the wheel to wobble slightly. The car weight will now be carried at a single line of contact between the coned surfaces of nut and wheel. As there is a gap between the cones, the effective diameter of the cone on the hub is smaller than that of the nut.

The line of contact therefore rolls relative to hub and nut as the car moves. This, the theory says, can be likened to an epicyclic gear. In this arrangement, with the planet gear (i.e. the outer hub) rotating, and the planet carrier fixed (i.e. in this case always vertical), the outer gear (i.e. the nut) will tend to rotate backwards. By placing left hand threads on one side of the car, and right hand threads on the other, this tendency is used to tighten up the nut. The weight is also carried by the threads at the bottom of the nut, and the relative motion between the nut and the inner hub induced at this point is in the same direction, and also adds to the tightening action. Once the nut has tightened, the clearance between the cones is taken up and the rolling action stops. (my underline)

So confident were Rudge Whitworth of this theory that one of their patents describes a nut in which ball bearings are added to enable it to tighten itself more easily. It was only necessary to fit the nut hand tight, and after 1/2 mile or so (forward) it would require a spanner to release it.The early Rudge tapered‑cone wheel nuts were circular, and were removed with a special spanner. I don't believe theories like this so I always knock my wheel nuts up tight, especially on the wheels with dodgy splines.The knock‑on ears did not appear until much later.

Here are the Dunlop official period instructions on the use of Dunlop Rudge Whitworth pattern hubs:

These confirm a) when the wheels are replaced the hub caps must be tightened after 50 miles (so much for self-tightening!) and b) the wheels should be off the ground before the hammer is used and on no account should the car be run without the spinners fully tightened - “the lock nuts are designed for self locking”.

As Donald Bastow (ex-Rolls-Royce, ex-Bentley, author etc) looking at the Rudge Whitworth design expressed it when asked if they were self tightening - “perhaps more importantly, not self-loosening”. So if one does become loose it will not fall off although how it would come loose in the first place given they are not supposed to I am not sure. The ‘miracle’ of a self tightening nut was a product of the R-W advertising back in the day (although even they were careful to say “It is then impossible for the nut to work loose”), is quoted directly in modern texts without qualification or support and so the legend lives on.

Wire Wheels

All E-Type's had painted stoved enamel wire wheels as standard - 5" x 15" - made by Dunlop Rim and Wheel Co. of Foleshill, Coventry and cost Jaguar £14/9/7 for the set of five. Chromium plated wire wheels were "supplied to special order only".

Coventry Rim and Wheel Co
of Alma St, Coventry
1898 Bought the Maxim Cycle Manufacturing Co
1912 Dunlop acquired the Coventry Rim and Wheel Co.; moved to Foleshill, Coventry
1913 Dunlop Rim and Wheel Co. name first appeared
1914 - 1918 Produced wheels for military vehicles and aeroplanes
1919 produced wheels and other components for various types of vehicles
1962 Made Hydrolastic suspension units for Morris 1100 to a specification from Moulton Developments Ltd
1963 Motor Show exhibitor. Wheels and other components



The wheels were double laced having both long and short spokes. They had what has been called in retrospect, 'curly' hubs to distinguish them from the "easy clean" flat hubs of the S2 cars:


The standard wire wheels for the E-type were Dunlop XA455C, part number #C14766. They are 5" by 15" and painted "Stoved Aluminum":



The wheel has 72 spokes, of two different lengths. The 24 long spokes are 5.688" part number #7784. The 48 short spokes are 4.688" part number #7790. The 72 nipples are .75" long and 7 gauge. Part number #C5604. The spokes are .185" in diameter, swelling to .210" one inch from the flared end:


The inner face of the wheel rim is stamped 'XA455C':


Elsewhere it is stamped 'KX15':


The tube stem hole is .625" in diameter and fitted with a plastic ferrule. The inner dimension of the ferrule is .5", accommodating stems which typically have a diameter of .45" The ferrule prevents chafing of the steel rim against the stem, and helps to keep water from seeping in between the tube and rim. If racing tubes with metal threaded stems are fitted, the ferrule is simply removed:



The rim band is Dunlop part number #C197. It shows the band size, "WELL BASE RIMS", and "MADE IN GREAT BRITAIN":


The "curly hub" adds torsional rigidity to the wheel but makes removing the short spokes more difficult:


It is worth noting the modern reproductions are not identical, having a different shape to the curly hub and different gauge steel in the rim. Many have plated stainless nipples where the originals had no stainless steel whatever.

Tyres
The standard tyres were 6.40" x 15 Dunlop RS5 cross plies fitted with tubes which cost Jaguar £24/15/0 per set. White wall tyres (2 1/2" wide stripe) were "supplied to special order only" at an additional cost to the customer of £10/8/6 per set:


Wheel Weights
The wheels were balanced using hammer on weights (not stick on!) on both inner and outer rim lips. The wheel weights used by Jaguar were a lead/antimony/tin mix, with a trace of arsenic for hardness, moulded around the steel retaining clip and painted silver. Six different weights were available in half ounce increments up to 3oz. The markings were part of the mould so raised up, not pressed in:





'3' = weight in ounces
'D' in diamond = manufacturer Dunlop
'85G' = equivalent weight in grammes
Hg = contains mercury



Valve Caps
Valve caps were nickel plated brass, embossed Schrader * and GT B for Great Britain:



Competition Wheels
For "racing" Jaguar specified triple laced 5.5" rear road wheels painted stoved aluminium (Metallichrome Aluminium - ICI: P0-2358) and these were additional to the standard equipment. i.e. you bought an extra pair of rear wheels. This wheel had three lengths of spoke for extra strength and were not available with chrome plating:


Period photo of car at Brands Hatch with triple laced 5.5" racing wheels at the rear and standard 5" stoved aluminium on the front:


Interestingly the S1 4.2 Spare Parts Catalogue does not list the rear racing only wheel combination.

Note: Personal viewpoint - I think the stoved aluminium wheels look best on cars with solid colours, chrome wire wheels look best on the Opalescent cars.

Petrol Cap

The early cars had a 3" diameter chrome fuel filler cap with a knurled edge later replaced with the cast grooved version which was easier to use. The caps were a generic item fitted to many cars during the 50's and 60's:



Originals fetch between £30 and £50, reasonable reproductions are available for £17. Here is a tip for you though - search eBay for 'chrome filler cap' without adding 'E-Type' and you will find quite a few at very reasonable prices. I bought the one pictured recently for 99p and I had three to chose from! Make sure it has the vent holes though.

Locking Petrol Cap

A locking petrol cap was offered as an option, part # C12816, and was another generic item from the British motor industry parts bin - Wilmot Breedon in fact - WB.7/8653.

Wilmot Breedon
Motor accessory engineers, of Camden Street, Birmingham
1920s C. L. Breeden joined a small company employing 200 people.
1927 Breeden converted the company into the Wilmot Breeden company
1936 Supplied chromium plated bumpers to Standard.
1937 Aeronautical engineers.
1948 Private company. Supplier of many accessories for motor vehicles
1949 Advert. Locking petrol cap
1949 Public company Wilmot Breeden (Holdings) Ltd was formed to acquire the business and assets of Accessory Developments Ltd. Philip Breeden, a director, was also a director of Wayne-Kerr Laboratories Ltd. Published statement that the company had been formed to acquire business of the same name which manufactures various metal goods, including for the motor industry
1952 5000 employees.
1954 Supplied components to almost all British car manufacturers. Increasing component supply to aircraft industry.
1955 Acquired the remainder of the shares in Telehoist, having first acquired an interest some years previously.
1958 Wilmot Breeden acquired a majority interest in Wayne-Kerr Company, specialist in electronic measuring equipment.
1958 Wilmot Breeden acquired (majority of) the Ferrograph Company Ltd; the other subsidiary was Telehoist Ltd, hydraulics company and added higher powered amplifiers, radio tuners and monitor loudspeakers to Ferrograph's range of products.
1961 Products of the group are mainly comprising components parts and assemblies for the following industrial divisions: motor vehicles; domestic appliances; aircraft engines and stationary gas turbines; hydraulics; electronics; air-conditioning and pneumatic conveying installations; petroleum, chemical, nuclear and industrial process plant. 9,000 group employees.
1963 Motor Show exhibitor. All types of car components


You can find them fairly easily on eBay by not including 'E-Type' in your search!






Look for the 'pinched' key cover, knurled edge, 3" diameter and two lugs + 1 locking on the underside. The inner hub must be 1 1/2" in diameter

Horn Push

The horn push on the E-Type is as iconic as the steering wheel. The motif was made by Fattorini & Sons Ltd of Birmingham who still make badges for Jaguar to this day and is of superb quality. The reproduction horn push is a real compromise though, as you can see from the two side by side:





You will immediately notice the gold on the original is a much richer colour whilst the repro ones are tending towards silver. The growler is a different size as are the checkers which have their corners cut off. The growlers ears are in the white squares whereas they should be in the black squares. Finally the original has a Bakelite surround which has a slightly matt finish whereas the repro's are glossy plastic. Always try and retain your original on the car (small scratches can be removed with a quality plastic polish, Duraglit/Brasso brings up the Bakelite nicely) or search one out on eBay or a vendor They were used on all the S1 cars so are not that rare but expect to pay £300+ for a good one. It amazes me how many owners fit the repro version as a matter of course during a restoration without giving a thought to what they are losing. The other parts of the horn button were made by Lucas (model CC5) and the final product assembled by Jaguar:



Hint: the Growler was used on the hub caps of the S3 cars. The hub caps can be found for about £10 on eBay.