FACTORY FIT - Series 1 3.8

[Heuer]

Lucas Coil

Jaguar fitted a positive earth Lucas HA12 'high energy' Fluid Cooled coil to the E-Type, a coil that was fitted to a wide range of vehicles in period.



Lucas produced three main series of 12 volt coils:

LA12 = 20Kv standard coil (6" long)
HA12 = 30Kv high energy coil (7" long)
SA12 = 40Kv sports coil (1/8" thicker than HA12)

Note: MA12 were motorcycle coils, BA12 were internally ballasted coils

All had a 3 ohm primary winding and did not require a ballast resistor. The diameter of Sports Coils is 1/8" larger than a standard (LA or HA) 2 1/4"coil, because of the increased number of turns on the secondary winding. The LA12 is an inch shorter in the body. Only the HA12 was specified for the E-Type and fitted by the Factory. The black Bakelite cap was marked "Lucas", "Made in England", "SW" (switch) and "CB" (contact breaker). The HT lead was retained by a black fluted threaded nut. The low tension connectors were threaded 2BA and held single Lucar blades secured by brass nuts. The month and year of manufacture, model number, Lucas part number and a three pointed star in a circle logo were stamped on the base. The aluminium case was anodised to give a grey metallic finish resembling cadmium plate. The Lucas part numbers are difficult to de-cypher and were changed regularly but are always in the format 45XXX with a letter suffix, A to J, as a production indicator which can mostly be ignored. The coil was 7" long and attached using the Lucas supplied 'saddle' with the lower end over a stud in the engine breather housing. When the housing was changed after the first 500 cars an extension bracket was required #C18525.

The Lucas part number, according to the J30 August 1961 SPC, was #45067A and the Lucas HA12 silver and black 'Fluid Cooled' decal was attached:



The 1948 - 1962, 1961 and 1962 Lucas Jaguar Spare Parts Catalogues however all list the coil for the E-Type as #45104H/J. It lists #45067 only for the saloons and the XK150. I am coming to the conclusion the J30 SPC is wrong in listing #45067 as the coil fitted to all 3.8's. It looks like all the 3.8 cars had one of the positive earth #45104 A to J series coils until #45169 negative earth coil appeared in mid 1964. Maybe the Jaguar drawing office got hold of the wrong coil, probably from a MK II?



In evidence here are photos of the original coil fitted to car 875039 and it has a 45104B coil with a date of 1 59. Car 875343 has a 45104D coil dated 5 59 and the picture in the Tom Haddock book shows a 45104F coil with a date of 5 61.




Coil from 875039 showing end cap without 'Made in England' and remains of the decal



Coil from car 875343 showing the remains of the Lucas decal. I believe later coils did not have the Lucas decal when fitted by Jaguar based on period photos.


Tadek confirm's car #875521 has Lucas 45104 with date of 1 59 as original coil:





The J37 November 1965 SPC and the 1965 Lucas Jaguar Spare Parts Catalogue shows the model number as having changed in mid 1964 to HA12 #45169B a negative earth coil which had one double and one single Lucar riveted blade. These Factory coils did not have the Lucas decal as seen by the coil drawing in the SPC but if they did they would have a 'Fluid Cooled' and 'Negative Earth' decal.



April 1964 45104K coil (no evidence of decal according to owner):


June 1964 45169B coil:


One single, one double Lucar blade:


No evidence of decal:


So HA12 sequence is:
#45104 A to D threaded terminals - up to early 1962, 'Fluid Cooled' decal, no 'Made in England' embossed on cap
#45104H riveted single blade terminals - up to mid 1964, probably 'Fluid Cooled' decal, 'Made in England' embossed on cap
#45169B riveted one double and one single blade terminals - mid 1964 onwards, no Lucas decal, negative earth
#45067 was not fitted to the 3.8 cars despite the information in the J30 SPC. It seems to have been specified for the contemporary saloons.

Trivia:
1. Terminals marked "+" and "-" were introduced in 1968

2. The push-in HT lead was introduced in 1968
3. HA12 - suffix digits indicates the voltage - 6 or 12
4. Although the coils are dated don't expect them to necessarily coincide with the date the car was built - they can be anything up to two years earlier. Coils dated after the car was built will be later replacements
5. Up until late 1960 the HA12 coils had a different style of decal, with no mention of 'Fluid Cooled'. The correct style decal is available from http://www.classicrepro.co.uk/aboutus.htm as #ST336 (they also supply the yellow Lucas wiring tape #ST122) or SNGB #ID0089
6. Coils produced before mid 1959 did not have the words 'Made in England' on the black end cap
7. All the coils are interchangeable and the higher output Sports coil would only be of benefit if the vehicle proved difficult to start because of fouled plugs or extremely cold temperatures
8. The modern Lucas equivalent is the DLB101 which replaces all HA12 coils regardless of their part number. It has two screw terminals with "Lucar" blade adapters with push-in (rather than screw in) HT, 6" in length.
9. The transition from threaded to riveted connectors on the E-Type occurred during early 1962
10. Although the Lucas part number changed they continued to hold stocks for a number of years, hence 1959 dated coils on 1961 cars
11. The 1968 - 1978 sports coil SA12 had a red convoluted top and special moulded nut. Looks stunning on the car but not Factory. If you are not concerned it is far nicer to have than the modern gold Sports coil. They come up regularly on eBay and the red sticker is available from Classic Reproductions. Make sure you buy one with the red HT 'nut' in place as they are impossible to find on their own. The groove in the lower part of the SA12 casing was to allow for expansion as Lucas expected the coil to get very hot:


12. Modern Lucas coils are 1" shorter than the period 7" originals; modern cases are natural aluminium, period cases are adonised grey:

13. By the late 1960's Lucas had abandoned the riveted terminals and gone back to threaded presumably because of production/reliability problems. I have seen a #45104H dated May 1969 with threaded terminals which proves the point
14. Do not attempt to remove the large screw in the HT terminal. If you do the oil coolant will flow out and the coil will be ruined

Decals
The presence or absence of Lucas decals after 1963 is still being debated but I am minded there were no decals on Factory fitted coils on the 4.2 cars. The decals were applied by machine and their position was uniform. If you want to add a decal this is where it should be - vertically 1/4" down from the rim and '12V' at top, laterally - centred between the connectors as can be seen on this August 1960 HA12:


Pre 1961 decal - not on E-Type Factory fitted coil although may be found on very early cars (this is a poor reproduction, notice the different font especially the 'A' and 'S'):


1961 onwards decal; all E-Type's up to 1965 plus after-market (very good reproduction with correct fonts):

From mid 1964 onwards the decal, if present at all on Factory fitted coils, would have been marked 'Negative Earth' as this photo in the Tom Haddock book shows:


Technical Information
The coil cases were made using cold impact extrusion and 'HA12', logo and coil number '45104' would have been imprinted at that time. The letter suffix and date code was added later as can be seen by the lack of uniformity in stamping.

This is how the coil was assembled according to Lucas:





The coils were made with a porcelain base, iron core, heavy windings and oil filled so they could stand being stamped when finished. The casings were probably punched in large batches and assembled at a later date. The date and letter codes were done fairly lightly and by hand, looking at the unevenness. The type of ignition coil required for a particular engine depends on the specific requirements of that engine - compression ratio, spark plug type/gaps, valve timing/gaps, rpm, dwell degrees, coil inductance, points gap etc. - all have an impact on the required ignition voltage for the plugs to produce an optimum spark and, importantly, heat produced. There are two things which will affect the temperature of the coil - the amount of energy being put into it and the temperature difference between the coil casing and the surrounding air in the engine compartment. The coil primary resistance is 3.0 to 3.5 ohms cold (higher when hot), and with a switch-on voltage of 12v gives us ~ 4 amps draw. This would generate 48 watts which is too much heat over a long period and can damage the coil (if you need the ignition on for a long period with the engine stopped disconnect the coil! Doubly so if you have 2.4 ohm Sports 'Gold' coil). When running the coil is only energised 35% of the time (dwell angle of dizzy), the voltage rises to 14.3v but the coil will only produce 22 watts. Jaguar and Lucas must have decided the chosen position of the coil on the engine next to the radiator did not impact on reliability. This of course could be the reason for the XK150S using a different coil to the E-Type despite the engines being the same - the position of the coil was different or, in the case of the saloons different air flow and surrounding hardware (e.g. header tank). Unfortunately Jaguar provides no information on the coils in the Workshop Manuals to compare, for example, the 3.8 and 4.2. All we know is #45104 3.8 was a positive earth coil and #45169 4.2 was a negative earth coil:


Coil Polarity
The polarity of the coil should match that of the battery - coil +ve to battery +ve, coil -ve to battery -ve. No matter whether the car is +ve or -ve earth or which way the coil is installed (regardless of coil markings) it will still output voltage. Spark plugs are however more sensitive when it comes to polarity and the coil should be connected to provide negative polarity to the spark plugs centre electrode. It takes 10% less voltage for the plugs to arc if the hotter centre electrode is -ve, and the cooler (by comparison) earthed electrode is +ve. With the terminals reversed and the centre electrode is +ve, the car will still run with but with a 10% voltage handicap and in low temperatures, driving fully loaded and accelerating hard up a hill may misfire. If the coil is modern and has - & + markings connect accordingly. With CB and SW markings there is no way to tell whether the coil is positive or negative earth other than looking up the Lucas serial number. The coil can be tested for polarity using a voltmeter set to its highest range, with the positive (usually red) lead connected to a cylinder head bolt and the negative (black) lead connected to a plug cap - this applies regardless of whether the car is positive or negative earth. Cranking the engine will cause the needle (or digital readout) to swing upwards if the coil is connected correctly. If the needle swings down off the scale (or the digital readout goes negative) the coil is connected wrongly, and the coil leads should be reversed, regardless of markings.

[Heuer]

Rod, Through Clamp Securing Battery

Part #C16475 was originally a different shape and length to the currently available reproductions.



The rod in the centre of these two photos belongs to car 875343 and you can see the flattened part is longer, has a return at the round section, the thread is shorter as is the overall length compared to the two reproductions:


Basically they used a ¼” x 6” steel rod, squashed the first 4” flat and threaded the other end for 1 ¼” with 28 TPI. Finally they curled the last 1” of the flat into a hook. They were cadmium plated.

Note the double spring washer, or 'Thackery' washer beneath the wing nut. The wing nuts were larger than the repro ones (left) commonly available. Correct ones are available from http://www.etypeparts.com:


Ask Richard Smith if he has considered re-making the original style!

[Heuer]

Stop Light Switch




The E-Type used a hydraulic brake light switch #C16062 Lucas HL2 #31802D which screwed into a four way union #C17464 bolted to the front frame cross member. The switch had a 1/8″ x 27 BPTF external male tapered thread. BPTF is an abbreviation for British Pipe Taper Fuel, a conical thread to provide a leak-free seal. It is standard BPT but the thread is adjusted to obtain an interference fit to prevent leakage along the thread. The corresponding internal, female thread of the union is 1/8″ x 27 BPSF, which is a straight (non-tapered) thread. The hex on all the switches takes a 7/8" wrench. This is the switch off OBL car 875343 marked 'LUCAS ENGLAND' 'HL2' '31802D' dated '11 59' . On the side of switch: 'CU-' (symbol for copper):





The exact same switch on car 875039. Note the date, 2 60, is later than the one from car 875343 which shows stock levels were all over the place:



On the other hand this is the switch from 850011 dated 58' - a #31082 (as against #31802). It has the screw terminals as used on the XK150 rather than Lucar blades. The Lucar spade terminals were pushed under the screws although I think the original intention was tothread bare wires into the holes and use the screws to hold them in place:




Tom Haddock in his 'Originality Guide' suggests the very early switches had grooved rather than hex heads and clip on terminal posts, but I believe these were US after market replacements (NAPA/MPE #SL134SN) and not Factory Fit. This one is actually an after-market XK150 #31082 (as against #31802) switch with screw posts rather than Lucar blades (the possibility of the two contacts shorting would be very high, not something Jaguar would have countenanced):

Photo: Tom Haddock

You can buy the switch pictured in the Mueller/Haddock books new for $30 complete with the special contact terminal. Certainly not Lucas: http://www.ronfrancis.com/prodinfo.asp?number=SW-32

[Ian Howe]

Bracket Receiving Rear End of Torsion Bar

Early during production the bracket receiving the rear end of the torsion bars changed - no idea when! The later brackets were thicker and 'beefed up' close to the torsion bar.

EARLY BRACKET from car 875039; part #C15905



LATER BRACKET from 62 LHD OTS; part #C19379:



Note: car #876024 has the early brackets so Jaguar was installing these up to at least November 3, 1961

Ian

[Heuer]

Lucas were a major partner of Jaguar and produced their own Jaguar parts catalogue. It is an excellent point of reference especially as we know the J30 SPC contains some typo's or incorrect information. Here is an extract from the 1961 Jaguar Spares List CCE 906G. It is most interesting as it contains a special "Later Information" supplement for the newly released E-Type and it as definitive as we can get on what was fitted to the very early cars. e.g - there were two versions of the wiper motor:





You can download it, along with the 1948-1962, 1962, 1965, 1968 and 1973 Lucas Jaguar Spares lists, from the Forum Knowledge Base. Thanks to Ray McPhail and Dave Schinbeckler (bopperd) for sourcing and sending me a copy to add to our collection.

[Heuer]

Oil Pressure Sender

Electric Element for Oil Pressure Gauge (PT.1801/06) #C15474 was supplied by Smiths Industries to match the Smiths oil pressure gauge PE.2300/01 #C15473 (early cars) and the later PE.2300/02 #C18641:


It is stamped on the side "Smiths Motor Accessories" and "Made in England". The stamping is too faint to show up in the photo:


The top is stamped "P.I.1801/06", "12 Volts", and "60 PSI":

[Heuer]

Glass

The 'E' Type was fitted with Triplex glass. The windscreen was laminated 'TripleX' and cost Jaguar ?8/7/4 whilst the side and rear screens used toughened glass. The headlamp cowls were also produced by Triplex. Early cars would have had plate glass windscreens (marked as such), later cars would have float glass windscreens but would only be marked as 'Laminated' or 'Toughened' glass. More data is required to know when this change took place.

Triplex of Kings Norton, Birmingham:
1912 - Public company incorporated. The need for the specialist production of safety glass led to the formation of the TripleX Safety Glass Company to operate in Britain certain French patents for laminated glass. The manufacturing process involved fixing Xylonite or some other transparent material between 2 sheets of glass, thus triplex glass
1919 - Triplex safety glass cowlings were added to provide weather protection for the cockpit in the Handley Page aircraft used on the London-Paris service
1922 - The company was taken over by a public company of similar name
1927 - Purchased a new factory at King's Norton, Birmingham with the support of a loan from Guest, Keen and Nettlefolds
1927 - Pilkington developed a process for making thin plate glass suitable for Triplex and became an important supplier to Triplex
1929 - Pilkington and the Triplex Safety Glass Co formed a joint company, called Triplex Imperial, to build a works at Eccleston, St. Helens, to produce laminated glass; the factory had Pilkington management with support from Triplex.
1929 - The company had holdings in Triplex (Northern) Ltd, the Triplex Safety Glass Co, of North America, and Triplex (Continental) Ltd[8]
1930 - Triplex glass was fitted as standard on Austin cars[9]
1932 - A process for large-scale toughening of glass was developed by St. Gobain in France; Pilkington obtained an exclusive licence for Britain. Pilkington and Triplex then entered into agreements for Triplex to manufacture toughened glass for sale only to the motor and aircraft industries. The Triplex companies paid a royalty of 10 per cent on sales until April 1936. Pilkington reserved the right to exploit toughened glass for other uses
1935 - Royalty payments on TripleX toughened glass came to an end
1936 - Reduced prices of safety glass to encourage car manufacturers to continue to fit their products in windows in the face of competition from others who fitted ordinary glass. 18 Manufacturers agreed to fit TripleX in 100 percent of uses. By the end of the 1930s the Triplex companies were producing about five times as much toughened glass as laminated glass
WWII - Manufactured parts for the De Havilland Mosquito and other aircraft, eyepieces for gas masks, etc. Made plastic components at Kings Norton and in one of the 2 factories at Willesden. The Eccleston factory was used for munitions.
1951 - Triplex developed "zoned" windscreens, giving a zone of relatively clear vision in case of breakage, following similar developments on the Continent. Also developed heated rear windows for cars.
1954-1957 - Sir Alastair Pilkington and Kenneth Bickerstaff of the UK's Pilkington Brothers developed the first successful commercial application for forming a continuous ribbon of glass using a molten tin bath on which the molten glass flows unhindered under the influence of gravity - float glass
1955 - Triplex acquired Pilkington's interest in Triplex (Northern) in return for shares in Triplex Safety Glass. Pilkington began purchasing Triplex's shares in the market.
1959 - Pilkington?s Queenborough factory on the Isle of Sheppey in Kent opened, the original glass products were made under various brand names like Triplex, Sigla, Bilglas or SIV
1960 - first significant sales of 'float' glass which would rapidly replace rolled 'plate' glass in automotive applications
1963 - Motor Show exhibitor. Glass.
1965 - Pilkington owned more than 50 per cent of Triplex which then became a subsidiary of Pilkington.
1972 - Pilkington acquired the remaining shares in 1960the company
2006 - bought by Nippon Sheet Glass Company
Today - Pilkington Classic are dedicated to producing low volume glass for classic cars, prototypes and concept cars. Output is typically 50 screens/day

Triplex Glass Date Codes
All Triplex glass of the period was date marked with a code embedded into the logo. Cars made in the 1950?s to the late 1970?s can be dated by the ?TRIPLEX CODE? etched into the toughened glass. Note that it dates the glass not the date the car was built. The year code can be found in the Nine letters that make the word TOUGHENED or LAMINATED. One dot below a letter gives the year of the decade:
T = 1 L = 1
O = 2 A = 2
U = 3 M = 3
G = 4 I = 4
H = 5 N = 5
E = 6 A = 6
N = 7 T = 7
E = 8 E = 8
D = 9 D = 9
No dot = 0 (or possibly a dot under a space after the last letter)

To determine the approximate month of production look for two dots in the TRIPLEX logo on the glass. One dot above T, R, E, or X gives the quarter of the year the glass was manufactured:
T = Jan, Feb, March,
R = April, May, June,
E = July Aug, Sept,
X = Oct, Nov, Dec.
Example: TRIPLEX TOUGHENED, with one dot over the ?R? in Triplex, and the other under the last ?E? in Toughened, indicates April/May/June 1968

A different coding system was applied for the post-war TRIPLEX laminated windscreens destined for the USA, whereby the year of manufacture was mentioned in two figures e.g L61V. The quarter coding system on basis of the word TRIPLEX was identical to the TOUGHENED and LAMINATED versions. After Jan 1969 the year indication is identical but the month code changed and now indicated by multiple dots over the word TRIPLEX:


Other codes
AS1 = American (National) Standard (AS-1 is required for all windscreens and at least AS-2 is required for sides and backs. AS-1 can only be made out of laminated safety glass while all other AS numbers can be either laminated or tempered, as long as they meet the minimum AS requirement)
AS-WS = American (National) Standard - Windshield. Seen on glass from the early 1950's and was superseded by AS-1
L61V = Laminated 1961 required for USA
M = The M number is a model number for the piece of glass, which identifies the type of construction. The M number is unique to the manufacturer, so an M number of M471 by one manufacturer could be different than glass labelled as M471 by another manufacturer. It identifies the glass construction, including the colour and thickness.
DOT 17 = the Department of Transportation (National Highway Traffic Safety Administration) who assign codes to the manufacturer of the glass and '17' is assigned to Triplex Safety Glass Company Ltd
BS857 1967 = British Standard specification for safety glass for land transport, published 30 June 1967 and still in force. A screen marked BS857-1 was produced after January 1973; BS857-2 was produced after the second amendment to the standard in September 1980. In addition either "Z", Z1", "Z2" or "WHP" on windscreens. All other windows either "L", "Laminated", "T", "CHT", "F", "Float", "P", "Plate", "S", "Sheet". ("T" = Heat treated, toughened glass, "CHT" = Chemically toughened safety glass)
Kite mark = originally conceived in 1903 as a symbol to identify products manufactured to meet British Standards' specifications. It came from the kite shape of the graphic device from an upper-case B (for British) on its back, over an S (for standard), enclosed by two lines
SUNDYM = Triplex trade name for tinted glass; note dots over certain letters suggesting a code
AGREE = Agree, French for certified (the dots above the EE are accents, not codes!)
TP.GS.6 = French certification code
XXX in circle - TripleX logo - some have a dot in the centre; meaning of absence or presence of dot unknown
PLATE = Plate glass, manufactured by rolling molten glass on a table ceased production for automotive glass in about 1960
FLOAT = The successor to plate glass, created by floating molten glass on a bed of molten tin in a continuous process. Became the industry standard from mid 1961
LAMINATED = Fabricated by sandwiching and bonding annealed glass (annealed glass has been processed to reduce residual stress - unlike tempered glass) on both sides of a tough transparent plastic core. Also seen as 'L'
TEMPERED = Tempered glass results not from a glass creation process, as does plate and float glass, but from a post-processing thermal treatment. In automotive use both plate glass and float glass are tempered to improve damage tolerance. Both tempered float glass and laminated glass remain in common use today. Plate glass is no longer produced for automotive use. Also seen as 'T'

The codes were sandblasted on using a stencil. Fired-on white ceramic paint, decals and baked on black enamel are not correct.

Example Logos
The first example came off car #885268, the second came from Pilkington Classic, the remainder are unknown vehicle origin








August 1968 car, screen replaced between 1973 and 1980:


Car #888330, March 1963:



Horizontal Triplex logo on headlamp glass of OBL car:


Car #875343 OBL:



Headlamp glass left hand:


Headlamp glass right hand:

Note how the Kite symbol is always pointing to the outer edge.

Headlamp glass from around 1969, logo vertical:



Side glass 1963 FHC:


XK120 Aero screen:


NOS headlamp glass dated 1964:





Headlamp glass:





Trivia
1. Not even Pilkington Classic know why the glass was date marked. It serves no useful purpose apparently and modern glass does not always have it.
2. Pilkington Classic will make new glass with one of their heritage logos with no date code. They can also do tinted, graded tint, heated and containing a radio aerial


Note: If you have a photo of your screen/side/rear glass logo please email or PM me with it as it would be good to create a library of the various styles. Not easy to photograph but putting a piece of black matt vinyl behind helps

[Heuer]

Hood Sticks Assembly and Canopy

The assembly canopy was made of metal on the early cars but changed to glass fibre sometime between November 1961 and June 1963. This must have been a short lived experiment because it reverted back to metal for the remainder of production. Cost of the hood sticks to Jaguar was £2/18/7.





Many parts were different including the outer toggle clamps, chrome beading, seals and chrome bezels.
















The chrome bezels for the strap assembly fixing the hood when folded are also interesting. On the early cars they are #BD20659 and have an 1-7/16" O.D. However the bezels on later cars were 1 1/8" O.D. but the part number remained the same. The glass fibre canopy had different chrome bezels #BD23610 but it is no longer available. I assume it would be deeper to account for the thicker material.

[Ian Howe]

Front Sub-Frame Assembly - Detail

The cars up until February 1962 have the bonnet hanging frame #C16942 - whilst later cars had #C20352. The attachment for the early cars has been documented elsewhere - and involved taking the brackets off the bonnet to withdraw the shafts of the bolt. On later cars, the bolts could be withdrawn without disturbing the brackets on the bonnet.


Early Frame on the right:


A little know fact is the early bonnet support frames had no additional strenghtening supports on the lower rear tubes. Many restorers of early cars have failed to replicate this on new bonnet support frames!

Early Frame without the Strengthening Brackets:


Later Strengthening Brackets:


Front Cross Member Assembly

The Front Cross Member Assembly (aka Picture Frame) did not change - however the marking of the VIN number was on the leading edge on early cars - not sure when this practise stopped. Again, many restored cars fail to replicate this accurately. Early VIN Position on Picture Frame:


Later VIN Position on Picture Frame:


Finally there are differences on the bonnet hanging brackets - the early brackets have a different profile at the end. Early Bracket with part number C16803 cast into it:


Photo: Tom Haddock

Later Bracket with part number C19326 cast into it:

[Ian Howe]

Rear Rope Seal

Went to see Dick Bradley who is overhauling a 62 3.8 engine for me that is suffering from a poor overhaul in the US! Several interesting bits of information gathered today - new to me anyway. Dick mentioned that most off the problems with the rear rope oil seal were caused by incorrect fitting. The Churchill tool below is used to push the seal into the groove on the housing - the tool is inserted into the rear bearing, liberally lubricated, then turned and pushed forcing the seal in. The seals do not need to be cut and need a uniform pressure to locate it successfully:


Pistons

The pistons used early in production had semi-split skirts (due to the expansion of the piston material) and were manufactured by Brico. The pistons were graded F - K to suit variance on bore size! In those days the tolerance used was far less than today - hence the bore was checked, a size allocated then marked with the piston number. Later pistons had a solid skirt.

EARLY 3.8 PISTON 'H" FOR BORE 2 - PART NUMBER C13794/1:


BRICO PISTON TOLERANCE CHART:

[Heuer]

Brake Pads

British Belting and Asbestos of Cleckheaton
1879 - Company incorporated as W. Willson Cobbett Limited. Originally a manufacturer of non-asbestos transmission belting; the company later extended its activities into friction materials and asbestos textiles, packings and jointings.
1897 - Became public company.
1911 - The company's name was changed to Scandinavia Belting Co
1925 - W. Willson Cobbett acquired the British Asbestos Company. The name was changed to British Belting and Asbestos (BBA).
1937 - Manufacturers of "Halo" Brake and Clutch Linings. "Mintex" Brake and Clutch Linings. "Phoenix" Asbestos Packings and Jointings. "Scandilex" and "Scandinavia" Belting.
1960 - Conveyor belting for mines.
1960 - Joint venture Morgan-Mintex company formed by Morgan Crucible Co and British Belting and Asbestos (BBA) to manufacture sintered friction materials which will be marketed by the Mintex division of BBA
1961 - Manufacturers of asbestos textiles, packings and jointings; conveyor and transmission beltings; friction linings and industrial plastics. 2,100 employees
1962 - The sintered Morgan-Mintex product was discontinued because of lack of demand
1963 - Motor Show exhibitor. Mintex clutch and brake pads etc.
1967 - Following reorganisation of the group's activities, the parent company became a holding and management company under the name BBA Group Limited.
1969 - Cape Asbestos Co acquired BBA's 26 per cent shareholding in English Asbestos Co Ltd, a Trist, Draper subsidiary.

Early cars were fitted with Mintex M33 brake pads front and rear up until January 1962 when Mintex M40 were specified:



In June 1963 the pads were changed yet again to M59:


Original Mintex pads were painted light green, with the part number clearly printed so that it could be read even after the pad had been installed in the caliper. Here we have new old stock examples of M33 and M59:



The M59 pad on the right clearly has a higher concentration of metallic particles than the M33 on the left so it looks like Jaguar were working hard to improve the 'E' Type's brakes in the face of criticism:


Many thanks to Dave Schinbeckler (bopperd) for bringing this to my attention and for the photos.

Note: if anyone has a photo of an original (preferably NOS) M40 I would be glad to receive it to complete the post

[Heuer]

Half Shafts

Hardy Spicer supplied the halfshaft assemblies on the early cars, part number C15226.

Hardy Spicer and Co. of Birch Road, Witton, Birmingham
1903 - E. J. Hardy and Co was formed to import motor parts from France
1912 - Private company
1926 - Name changed to Hardy, Spicer and Co
1937 - Manufacturers of propeller shafts and flexible discs."Bound Brook" Oil-less Bearings. "Compo" Oil-retaining Bearings. "Genuine Hardy" Flexible Couplings. "Hardy Spicer" Universal Joints
1937 - In move to broaden its markets outside the automotive one, purchased Phosphor Bronze Co Ltd
1938 - Invested in their own forging plant which was developed under separate subsidiary 'Forgings and Presswork (Birmingham) Ltd'. New company formed - 'Birfield Industries' - for purpose of acquiring Hardy Spicer and Co and the undertaking and assets of Laycock Engineering Co.
1939 - 'Salisbury Transmission Co Ltd' was formed as a subsidiary to make hypoid rear axles for motor cars but production was delayed by start of WWII; the Salisbury Axle was made by Spicer Corporation in USA which would be valuable experience when production started which was expected after WWII
1942 - 'Bound Brook Bearings' formed as a private company subsidiary of Hardy Spicer and Co
1945 - Advert as makers of needle bearings. propeller shafts. Hardy Spicer and Co - a Birfield Company
1961 - Manufacturers of cardan shafts, universal joints and constant velocity joints for motor and agricultural trades. 2,500 employees.
1963 - Motor Show exhibitor. Universal joints and flexible couplings
1966 - Raymond Brookes ? who had become chairman of GKN the previous year ? completed the takeover of the Birfield automotive components group to become 'GKN Birfield Transmissions'

Up until about July 1962 half shafts consisted of a steel tube with a yoke welded on either end. There is a 5/16" steel rod running through the centre, secured at each end with a copper washer, a steel washer, and a circlip. Later cars had smaller diameter solid half shafts:


The function of the steel rod is a bit of a mystery but the combination of copper and steel washers suggests it is prepared for rotation of the yoke so is probably a fail safe in case of a fracture in the shaft weld. It would prevent the parts flailing about which could cause major damage:



U/J's

The U-joints, or Journal Assemblies, have the Jaguar part number 8694 and Hardy Spicer 1410 series #K.5-GB.10. They are 4 3/16" long and have a diameter of 1 3/16":


Finding correct replacements is difficult because the part numbers cast into the U/J bear no resemblance to the actual part number - the casting was a generic item for various u/j parts. An early cross-reference lists these part numbers as correct for the early 'E' Type: K.5-GB.10; K.5-GB103; K.5-GB164; K.5-GB179; K.5-LGB179; 4151-179W; 4151-179Y; HS-179. They cross reference to GKN Uni Cardan #18200 and GKN Lobro #U200 and the Hardy Spicer 1410 series of modern replacements.


A NOS Hardy Spicer U/J #4151-179W. Without the box it is almost impossible to tell if the part is correct as the part number is not on the forging:



Rebuilt half shaft:


Many thanks to Dave Schinbeckler (bopperd) for the photos and research.

[Heuer]

Hearings for Hubs

British Timken of Chester Road, Aston, Birmingham 7, division of the Timken Roller Bearing Company Canton, Ohio

1898 - Henry Timken obtained a patent for the tapered roller bearing
1899 - incorporated as The Timken Roller Bearing Axle Company in St. Louis
1901 - the company moved to Canton, Ohio, as the automobile industry began to overtake the carriage industry. Timken and his two sons chose this location because of its proximity to the American car manufacturing centres of Detroit and Cleveland and the American steel-making centres of Pittsburgh and Cleveland
1937 - British Timken established in Chester Road, Aston, Birmingham to manufacture tapered roller, parallel roller and ball bearings
1939 - Aircraft Industry Suppliers
1941 - Works built on a green-field site at Duston, Northants, to produce roller bearings. At its peak over 4,000 people were employed in the factory
1945 - Associated company is Fischer Bearings Co of Wolverhampton
1955 - John Pascoe, MD of the British Timken Division of the Timken Roller Bearing Company became chairman of Aberdare Holdings.
1959 - Sir Frederick John Pascoe became British Timken's chairman
1987 - production facility established in the city of Jamshedpur, India
2002 - Production ceased at Duston; the works were demolished over the next 4 years and production moved to Poland



The wheel bearings were made by Timken:


The rear outer bearing #C19066 with Timken part number 18690:


The box for a replacement bearing shows the Jaguar part number. The bearing was protected from rust by a 'Vapour wrapper':


Unlike the universal joints, the bearing actually has the OEM (Timken) part number engraved on it:


Inner #18590 and outer #18690 bearings:

[Heuer]

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:

[Geoff Green]

IRS Cage

Changes in IRS cages were introduced to make installation easier. The part number remained the same #C17014 for all types, only changing for Series 2. The first type had two round holes per side for the mount studs. With this configuration the mounts were installed on the cage and the unit was raised to the car making installing shims and bolts difficult.

1961 #C17014 2 holes:


The second type had one round hole and one slot per side. With this configuration the two mounts were attached to the cage and two attached to the car. The slot allowed mating the IRS to car easier.

1964 #C17014 1 hole 1 slot:


Perfection was realized with the third type which had two slots per side. The four mounts could be attached to the car and the cage raised up to the studs, the slots easing the instillation.

1967 #C17014 2 slots:


Bottom Plate

The bottom plate #C17023 has a long opening in the early cars and later changed to the smaller opening #C20651.

#C17023 Large Opening:


#C20651 Small Opening:

[Ian Howe]

Handbrake Compensator

The handbrake compensator changed during production, #C18374 being fitted to early cars and #C20402 being fitted from chassis numbers #850555, #877567, #860664, #886263 and subsequent. The later compensator has a longer 'arm'.

Early Handbrake Compensator #C18374 :


Later Handbrake Compensator #C20402:

[Heuer]

Screw, Set, securing Rear Calipers to Final Drive Unit Housing

Early cars used a set screw #C15759 (produced by Newton in this example) with a special tab washer #C18491 to secure the caliper to the drive housing:


The tab washer was a single-use part replaced each time the caliper is removed. They are still available from SNGB:


Once in place the tabs are hammered over to prevent the set screw moving:


From September 1962 the method of securing the calipers was changed. Drilled setscrews #C20624, spring washers and locking wire replaced the setscrews and tab washers previously used:

[Heuer]

Front and Rear Brake Calipers

In December 1961 the front and rear calipers were changed from malleable iron to cast iron and can be differentiated by a 'C' cast into the outer face:

[ralphr1780]

This thread has become my ultimate guide for many details during the reassembly process of my S1 3.8 OTS 878222.
Presently concerned about the relay for the cooling fan: this is supposed to be located on the right side of the header tank support.
But it is not there neither for the Red OTS 881640, nor for the Blue FHC 887530 featured in page 1, both unrestored cars. While the relay is well visible in the other 2 cars the Green 128YUH and 9600HP.
Were there any variations?
Then, the bonnet valance/airduct + front diaphragm/headlamp mounting panels + inner wings appear sometimes simply painted (glossy) without any chipguard coating, and sometimes with a chipguard coating.
What was the factory original here?
Thanks in advance!

[Heuer]

Relay for Fan Motor (33232/A-6.RA)

The Lucas relay for the fan motor #C18122 was mounted on the right hand side of the header tank support bracket. It was deleted on LHD cars in October 1962 and on RHD cars in June 1963:



Sound Deadening Compound: