FACTORY FIT - Series 1 3.8

[wagstefan]

In case someone is interested in some pics of the very early rear wheel hub carriers C 15229

[Series1 Stu]

Hi

I'm not sure about the value of this information but, with reference to post #5 of this topic and the "HEAD LAMP vs HEADLAMP" dipswitch escutcheon difference. My car, which rolled off the production line on 28th December 1962, has the HEADLAMP escutcheon so Dave's note that it changed in late 1962 is correct - they were still rolling out with the originals between Christmas and New Year!

Probably a bit of mix and match going on.

Regards

PS - I haven't been able to find any pictures of this detail in the originality and restoration books by Klausager, Porter or Barzilay. The photographs always seem to have it cropped out.

[wagstefan]

Maybe another interesting observation from two welded louvers center sections (one supposedly from 875443 - I bought it off the then owner like 3? years ago and it shows the original colour as well as the resprayed one) and another I disassembled just a few days ago.

After putting them in a row, starting with a newer Series 1 center section, I could identify some regular and on purpose made bends in all 4 flanges of the welded louvers center sections:

[wagstefan]

And one more.

The flanges on the welded louver bonnets are approx 2 mm shorter than on the other, later Series 1 bonnet (not sure, if this is a 3.8 or 4.2). But it is an original one...

And yes, the first picture is a bit misleading. But it is clear below 2.5cm and also approx 2.3cm tall.

[MarekH]

I'm not sure a 2mm difference in flange size is an indicator of originality, especially when ought to have been measured in fractions of an inch anyway.

It does remind me of one detail previously overlooked:- the first hundred or so cars have the Sikaflex bonded in on these flanges is going from right to left and all of the subsequent ones show the little bead of goop at the other end thereafter, i.e. the caulking gun ran from left to right. This isn't as daft as it it seems. The guy on that part of the line was left handed and when Jaguar set up a proper bonnet assembly line, he moved on and was replaced by someone right handed.

kind regards
Marek

[PeterCrespin]

An April first specimen methinks... Being left-handed but somewhat ambidextrous runs in my father’s family. ‘Seams’ I could have earned double time at Jaguar, and quadruple on holidays :-)

As to Wagstean’s point, it would be interesting to know if the extra metal was equal on both sides - indicating more generous trimming after pressing, or slightly lop-sided, indicating variable placement of the blank sheet in the press.

Alternatively, all blanks could be identical but the folding point varied fractionally on each edge. The dimension I would expect least variance would be the distance between opposing holes measured across the panel, but that would be very hard to measure accurately and consistently.

[wagstefan]

And one more.

The flanges on the welded louver bonnets are approx 2 mm shorter than on the other, later Series 1 bonnet (not sure, if this is a 3.8 or 4.2). But it is an original one...

And yes, the first picture is a bit misleading. But it is clear below 2.5cm and also approx 2.3cm tall.

@Peter (as others might not be interested): the flanges are wider on both sides. So the panels were of different size or a different pressing method / tool was used. David once wrote that they used concrete in the beginning. Maybe this is the reason?!

[Heuer]

Front and Rear Brake Cylinders

Patent No. 688382




Up until cars 850253/860022/875963/885142 (December1961) the front and rear brake cylinders were made of Malleable Iron. On all subsequent cars the brake cylinders were Cast Iron. 'C' was added to the casting to denote the later cast iron cylinders. Malleable Iron starts out as Cast Iron but is heat treated (annealed) which gives it properties similar to mild steel. After annealing the item was plunged into oil for rust protection and giving the item a matt black finish. It is easy to machine and is shock resistant. Jaguar probably moved to Cast Iron on cost grounds saving money on the annealing process but used a plating process for rust protection. The Mk2 saloons changed to Cast Iron in June 1961.

The early cylinders also had a separate piston and backing plate so the parts are not interchangeable with the later cylinders.






Front Malleable Iron cylinder 8513 (VBO.5370) showing the markings including piston size:


Later Front Cast Iron cylinder 8777 (VBO.5505) showing the 'C' mark in front of the piston size:


The early cylinders used a two part piston attached with two screws and the self-adjusting rod held in place by a plate with six holes and crimped to the cylinder.




The later cylinders used a one piece piston and the self adjusting rod was retained in a simpler way:


The rear 1 3/4" cylinders 8514 (VBO.5375) were also Malleable Iron with multi part piston:





The later rear Cast Iron cylinders 8778 (VBO.5506) had the 'C' mark:


The Malleable Iron cylinders are quite rare as they were only fitted to 1,380 cars, a service item with limited spares availability and so scrapped on failure. For a concours or original car the front ones are essential as the markings can be easily seen through the wheel spokes. Not so much a problem with the rear as they are impossible to see unless the car is on a ramp. Also be aware Dunlop cylinders were fitted to many cars (Aston Martin, Ferrari, MG, Jaguar saloons etc) but the piston sizes vary depending on the application. For the E-Type you need 2 1/8" front and 1 3/4" rear cylinders but many are offered in the wrong size but claiming to be for the E-Type

Trivia:
1. The Jaguar Mk2 saloons used Malleable Iron #8513 cylinders until June 1961 after which they were Cast Iron. From February 1962 "in the interests of standardisation" the front cylimders #8777 were identical to those fitted to the E-Type.

2. The E-Type brake pad material was changed from Mintex 40 to Mintex 33 with the introduction of the Cast Iron cylinders.

3. The brakes for the XK150S were not carried forward to the E-Type.

Note: If anyone has photos of the early rear brake cylinders without the C marking I would be very grateful to receive them

[Heuer]

Seat Belts

From April 1962 Jaguar began supplying seat belts manufactured by BRITAX as optional extras. The stimulus was upcoming US legislation which would mandate fiting points for all cars produced after 1963. Jaguar was also concerned at the burgeoing market for seat belt kits being offered for dealer or owner fitment.

Britax
Britax (London) Ltd., a supplier of accessories for motorcycles and cars, of Maida Vale, London NW6


1949-56 Maker of motorcycles
1956 Britax returned to the accessory business but took over the Cyclemaster line for a while.
1960 the company's address was Byfleet - presumably part of Proctor Industries by this time
1961 Mr O. A. Proctor acquired Excelsior Motor Co and transferred Proctor Industries, including Britax, into it.
1963 As part of a reorganisation the Britax safety belt business was injected into the Excelsior Motor Co; this led to a substantial turn-around in its commercial fortunes; the company's mechanism for safety belts had been accepted in Germany and Sweden
1968 Name of Excelsior Motor Co was changed to Britax Excelsior Ltd
1969 Introduced Anco wiper blades
1971 The Proctor family sold its Britax-Excelsior safety equipment firm to Griffiths Bentley
1973 Bristol Street Group acquired Griffiths Bentley, including Britax
1979-1985 The Britax name made a come-back on an Italian 50cc fold-up moped known as the Kari-Bike.
1988 The Britax car seat belt business was sold to Electrolux, prompted by technical problems and the need for large investment facing the industry; would continue to make child safety seats

Ther seat belt attachment points changed over time with both cars having the mounts moved from the floor to the transmission tunnel and the OTS having the rear attachment points moved higher up.









USA delivery three point Britax belts1966 FHC:



The FHC BRITAX lap and diagonal belts had part number 9212. The OTS BRITAX belts originally supplied from January 1962 part number BD.31953 had one latch hook fixing, a hex bolt fixing and a keyhole plate at the rear for easy removal of the attachment plate for raising and lowering the hood. These were later (April 1962) changed to belts with standard non-removable plates with part number 9212 as specified for the FHC.


Seat belts, manufactured by Britax and supplied by Jaguar, were attached to plastic coated eye bolt anchorage points and each one had a spiral bound wire with a lead seal from the Factory. The seal is stamped “Jaguar” on one side and “FW/M 229A” on the other. FW/M 229A is a Jaguar part number which refers to the eye bolt (although I cannot find a reference to it in the SPC). These, along with the required fittings and the belts, were supplied as a complete kit for Dealer installation.






The data plates had dates of 63, 64, 65 and 67:


The seat belts had hooked plates at the end which clipped onto the eye bolts:





According to the fitting instructions cross head plastic screws needed to be removed from the gearbox cover and the eye bolts then screwed into place.
Plastic covered anti-rattle finish on the eye bolts:


As witnessed by the Jaguar SB’s the belts were Factory supplied with the leaper on the buckle by Britax. With each seat belt kit a ‘How to use your Jaguar Seat Belts’ card was tied with string to the seat belts. In addition a four page ‘It’s a question of safety’ leaflet in four languages was included printed with “Made Exclusively for Jaguar Cars Ltd, England by BRITAX”. The leaflet nicely shows the leaper belt buckle.



Kangol

Kangol stands for Knitted ANGora WoOL as they were first and foremost a manufacturer of berets. They have black webbing and a magnetic black plastic clasp making them much lighter and easier to use than the Britax.

By the late 1960’s Jaguar started supplying the Kangol safety belt with its magnetic catch as the buckle was lighter and easier to use. The buckles had a plastic sticker with the Jaguar logo and 'Lift'.



Kangol of Anglobasque Mills, Cleator, Cumberland.

1893 Jakob Henryk Spreiregen born of Jewish parents, in Warsaw, during Russian rule.
Sometime between 1900 and 1910, Jakob escaped the repressive regime in Poland, went to France and adopted the name Jacques Henry Sergene.
1918 Jakob moved to England after the war and started to import Basque berets from France, as there were no manufacturers in England.
1930, Jacque's beret business was booming, so he decided to brand them. Allegedly, he takes the K from either Knitted, the ANG from ANGora and the OL from woOL.
1940 Jacques diversified to produce military caps and denim suits, but the early years of the war were not very successful for him.
1942 With General Montgomery always wearing a beret, it soon rose in popularity to become the must have item of late WW2.
1945 Jacques created a no frills utility beret. This was an instant success.
1950 The Knitting needles logo was registered. Berets were now popular worldwide, so the Frizington factory was opened in order to produce 125,000dozen berets per quarter.
1952 With the prospect of war in Korea, and the rising popularity of berets worldwide, Jacques floated the company on the stock exchange, increased the Frizington factory by 17,500 sq ft, acquired the 161 year old hat company William Carrick and Sons, and the woollen yarn spinners, Thompson Brothers of Huddersfield.
1953 In an effort to free themselves from the whims of fashion, Jacque's nephew, Sylvain Meisener, championed Kangol Helmets Ltd, and produced what was heralded as the 'finest safety helmet' so far. These were quickly followed by industrial safety helmets used for mining and heavy industrial work. At the same time he began to develop a car seat belt with a new magnetic catch system. The Kangol safety division was the start of a diversion for the hat company over the next few years.
1954 Kangol women's hats were also introduced for the first time.
1957 The arrival of George Dan at Kangol brought the revolutionary production process of thermo-forming hats enabling the company to outstrip the rest of the world at hatmaking. This resulted in Kangol selling large quantities of hats to the US and South Africa.
1960 In an attempt to woo investors, Kangol decide to expand into electrical engineering. Jacques bought W. T. Clark and Co of Southampton, who had made parts for the magnetic seatbelt, and Gillone Electric of Camberley. Kangol's new electrical division, Kangalone, was responsible for such products, as a hairdryer that doubled as a room convector heater and the automatic electric time switch, the Timac.
1964 Kangol secured the sole rights to make and distribute any headgear which featured the image endorsement or name of the Beatles.
1966 Mary Quant and Pierre Cardin designed berets for the Kangol brand. Kangol was awarded their first Queens Award for Export.
1968 Other electrical giants of industry outdid Kangalone which sustained losses of over £390,000.
1969 In a bid to concentrate on what they were good at, the Kangalone division was broken up and sold off. The safety division, however, was booming and Kangol supplied 4 out of the 5 main British car manufacturers, as well as exporting to Mercedes and FIAT. The safety division was producing 65% of the Kangol groups sales.

AFTER-MARKET SEAT BELTS

Several suppliers offered seat belts for fitment after the E-Type had been purchased. This was fuelled by the 1964 US legislation mandating all new cars had to be fitted with seat belts seat belts which galvanised owners into purchasing them.

Hickok


1909 Hickok Manufacturing Corp., launched by S. Rae Hickok, as a small downtown jewellery shop. The business evolved into making monogrammed metal belt buckles, belts and other accessories for men in plants in Rochester and throughout Western New York.
1948 S. Rae Hickock died, his son Raymond took over as Chairman of Hickok Manufacturing at the age of 28.
1949 the company had $20 million in sales and 2,500 employees. A keen business sense and a flair for publicity helped Hickok’s success. He expanded the company’s product base beyond belts and belt buckles to include suspenders, garters and sportswear for men and boys.
1955 Hickok Manufacturing developed an early automotive safety belt
1961 Hickok purchased Philadelphia’s Pioneer Industries Inc., the second-largest manufacturer of men’s accessories.
1963 Hickok agreed to supply seat belts to American Safety Equipment Corp.
1968 Hickok legal issues forced the company out of the seat belt business.
1970 declines in the firm’s menswear lines weakened the company, leaving it in need of a buyer. A locally owned holding company, P.J. Parker Inc., bought Hickok.
1971 Tandy Corp., later known as RadioShack Corp., acquired Hickok.

Hickok Mfg. Co. manufactured car safety belts and in 1963 allowed them to be marketed by American Safety Equipment Corp. but still stamped with the Hickok logo. Many USA E-Type's were fitted with after market Hickok seat belts having the Jaguar ‘wings’ logo pressed into the buckle. It has been assumed these were official Jaguar endorsed items helped by some creative packaging on the part of Hickok!


Hickok belts were never installed by the factory nor could they be ordered with the car. They were strictly aftermarket, and only installed by US dealers at owner’s request. Legal disputes in the 1960s forced the company out of the seat belt business for good. This is echo’d on Porsche, Mercedes and VW forums as Hickok produced logo'd buckles for several marques.

Trivia: Raymond Hickok was a great-great nephew of the legendary Wild Bill Hickok.

Ray Brown Automotive
Ray Brown is a Hot Rod legend in the US and started offering seat belts in 1962 . Within three years Ray became one of the largest seat belt manufacturers in the world, employing over 150 workers across two daily shifts. RBA belts were never installed by the factory nor could they be ordered with the car.

Richard (rswaffie) adds:
My Nov 63 fhc, was purchased in Jan 64 and delivered to California where aftermarket belts (Ray Brown) were fitted. They were still in place when I bought it in 2016 and came up very nicely after some polishing. They had a 1964 date on them.

[Heuer]

Starter Motor

All 3.8 E-Types were fitted with the Lucas M45G starter motor, Lucas part 26140A (Jaguar C12679). It is a four-pole four-brush earth return clockwise rotation machine with series-parallel connected coil and self indexing drive. The M45G draws 45A under light running (no load), 220A at 1000 rpm (starting) and 450A when locked (stalled). The 'M' designates Starting motor, the '45' designates a 4.5" yoke and the 'G' designates die~cast commutator end bracket. Confusingly the same type number is used for all the self-indexing, outboard and pre-engaged M45G types. They were widely used on various cars, commercial vehicles and tractors but you need to use one specifically configured for Jaguar and stamped 26140A if you are a stickler for originality. There are about 80 different versions of the M45G including 6v variants so care is need when buying second hand. The 26140A was also fitted to the Mk2 and Mk10 saloons.




Starter motor for an early OBL car:





1961 Lucas parts catalogue:


For the 4.2 cars the Lucas M45G part number changed from 26140A to D (Jaguar C22256) to 26180E to J.
1965 Lucas parts catalogue:


The Lucas M45G Workshop Manual and Lucas parts catalogues are available in the Forum Knowledge Base.

Notes:
1. The letter suffixes on the Lucas part numbers A, B, C etc denote minor changes to specification that do not affect fit or performance.

2. You must check the number of teeth on the starter pinion (10 for the 3.8, 9 for the 4.2) match the number of teeth on the flywheel (104 on the 3.8, 133 on the 4.2).

3. If you buy an exchange unit the replacement will likely have a different part number stamped, probably for an XJ6 or later XK engine. Not a problem unless you want originality.

[Heuer]

This is an extract from the June 1966 edition of Motorsport about Daimler but gives an insight into how Jaguar organised things:

“Since Jaguar acquired Daimler in 1960 a complete re-organisation of production arrangements has been made, to increase efficiency and provide more space for the construction of the well-known Daimler commercial-vehicle chassis. Much of the Daimler plant at Radford was destroyed during the war and has been rebuilt, to incorporate a fine reception/showroom hall, but Jaguar and Daimler engines are now built up in the older Daimler shops, where rows of machine tools in closely-serried ranks are redolent of an older regime, although the lighting and spaciousness of the factory compare favourably with best modern practice, and the engines come together in an unhurried atmosphere that spells competent efficiency.

Jaguar has no foundry, so rough castings are bought out, remain in the open to weather in the best pre-1914 tradition, and are then brought in for machining on a variety of grinding, milling and drilling machines that include Ward, Asquith, Spenshed, Maximanc, etc. In-line twin-cam 6-cylinder Jaguar and both sizes of push-rod V8 Daimler engines are assembled on the same line. The con-rods and Brico pistons are matched in sets before arriving at the site of the engine assembly line, crankshaft journals are hand-lapped and crack-tested, and the combustion chambers acquire a decent polish before the engines are built-up and the valves are lapped-in by machine.

Completed engines go to a most impressive test-shop, with rows of Heenan & Froude DPX3 water dynamometers along each side, forty in all. On these every engine is first run light for three hours at 1,500 rpm then at varying speeds and at up to 70% full load for another three hours, clean oil being fed to them meanwhile from a common supply. Jaguar and Daimler engines share their running-in and testing procedure indiscriminately. They are then taken in Guy transporters (another product of the Group) operated by the Company to the Jaguar factory at Browns Lane, for installation in the appropriate cars.

As with all Jaguar cars, each is taken for a 25/30-mile run on the road, a test divided between two independent test-drivers, and devised not to check performance but specifically to assess the correct functioning of the controls and the quietness and smoothness of operation.

Another impressive aspect of the Browns Lane factory is the manufacture of their own window frames, door fittings, radiator shells, etc., impressive articles .of “ironmongery” in gleaming copper after the joints have been jig-brazed and then hand filled and filed smooth, before being communally plated in a vast fully-automatic plating vat made by the Electro-Chemical Engineering Co. The largest parts in terms of area to go through this plating process are Jaguar Mk.10 door frames, the smallest the nuts for Jaguar cambox covers. A radiator shell takes a bath of some hours’ duration in this enormous plating vat. By making such parts themselves, Jaguar have accurate control of quality, cost and rate of production, and are independent of outside sources in their aim of maintaining 14 days’ supply of all components.

About one-quarter of the main assembly hall at Browns Lane is devoted to customer service of Jaguar and Daimler cars, with a separate section for the latter."

[Heuer]

Flintkote Sound Deadening panels

Flintkote Company of 198 and 300 Mill Street, Lockport, Niagara County, New York and Industrial Asphalts Company Ltd, Bankside House, 107-122 Leadenhall St, London





Logo used from 1959 onwards:


1901 - Flintkote Company founded as a paper mill
1917 - incorporated in Massachusetts, based in New England and manufactured roofing materials such as asphalt shingles
1920 - Flintkote expanded its sales to Europe. It also began manufacturing asphalt emulsions to be used in road building and maintenance.
1928 - Flintkote began operations as a manufacturer of felt and felt products
1930 - Flintkote introduced asbestos shingles, sidings, and cement to supplement its construction materials. Flintkote operated plants in New York, New Jersey, Louisiana, Illinois, and California.
1935 - Flintkote began production of sound-deadening and tufting felt for installation and use in automobiles.
1936 - Flintkote Company made asbestos roofing materials
1940 - Flintkote began manufacturing folding boxes as packaging for consumer goods.
1945 - Flintkote mined for chrysotile asbestos in Quebec until 1971
1946 - Flintkote Company produced a bitumin based car underseal
1956 - series of acquisitions that allowed Flintkote to produce gypsum, pipes, paper products, and additional types of asbestos and cement.
1963 - the company ran 147 plants, 21 of them international. Construction and building materials, especially roofing and asphalt, were the mainstays of the company through the 1970s.
1971 - Manufacturing of sound deadening material and felt ceased and the plant closed.
1987 - Flintkote sold its construction, stone, and cement products units to focus on its huge asbestos liabilities. Even though there were already warnings in place regarding the dangers of asbestos, Flintkote continued to use the highly toxic set of minerals in its products until 1981 and continued to distribute it until 1984
2004 - Asbestos litigation caused Flintkote to file for bankruptcy

Flintkote anti-drum material is a single-ply asphalt impregnated felt and was applied to various E-Type body panels although the number of pieces changed during the production run. The tiles were adhesive backed on one side with a protective sheet removed prior to fitting.

The J30 SPC August 1961 details:

OTS cars:

A total of 17 pieces

FHC cars:

A total of 14 pieces

The J30 SPC issued June 1963 details:

OTS cars:

A total of 18 pieces as the floor parts were handed for LHD/RHD

FHC cars:

13 pieces, again handed for LHD/RHD.

With the introduction of the 4.2 cars the number of Flintkote panels changed again:

The J37 November 1965 details:

OTS:

A total of six Flintkote panels.

FHC:

A total of nine Flintkote panels.

The S2 cars had:

OTS:


FHC:


Notes:

1. There is no exact date of when these changes took place so cars may be observed with varying numbers of Flintkote sheets around the issue dates of the SPC's.

2. Helpfully the J30 SPC gives exact dimensions for each of the Flintkote panels.

3. The Flintkote Company lost the rights to the name and trademarks following failure to renew. It seems a number of companies are now using the 'Flintkote' name for their paint and building material products.

4. There is speculation that the felt and sound deadening materials were made from asbestos, based upon Flintkote as a company being in the asbestos business, though this has not been confirmed. Workers affected by Flintkote’s asbestos products include automobile mechanics. Be cautious when removing old Flintkote!

Flintkote Underbody Covering

The underside of the E-Type body was painted with bituminous underseal although I cannot find any confirmation it was supplied by Flintkote, but it probable was.

[ysmalkie]

Great info David, as always!

I posted a note on the currently available reproductions here:
viewtopic.php?f=2&t=18011&p=146529&hili ... er#p146529

Tadek

[Heuer]

Rev. Counter (Tachometer) and Clock

Smiths Motor Accessories of Cricklewood, London.


1944 - Private company. One of 4 divisions of S. Smith and Sons (England) Ltd
1945 - The Gramophone Co formed a joint company Radiomobile Ltd with Smiths Motor Accessories Ltd to market car radios developed and manufactured by the Gramophone Co; the new company was later to take the name S. Smith and Sons (Radiomobile) Ltd.
1951 - Smiths Motor Accessories included KLG Sparking Plugs, Smiths Jacking Systems, British Jaeger Instruments, Petro-Flex Tubing Co, Bluecol Anti Freeze, Smiths Instruments, Smiths Batteries, Smiths Car Heaters and S. Smith and Sons (Radiomobile)
1961 - Manufacturers and dealers in motor accessories

Cars up to 850288, 875116, 860028 and 885205 (around January 1962) were fitted with the Smiths RV.7403/02 rev counter and integrated clock CE.1111/00 (a typo in the SPC shows it as RV.1111/00). The rev counter face was marked 'Made in England' and 'RV.7403/02'; the face of the clock was marked CE.1111/00 or not visible.


On clocks with no part number visible it was stamped on the body of the movement:



There is some confusion over the part number printed on the faces because the combined unit had one part number but when ordered separately the part numbers were different. So:

RV.7403/02 - rev counter and clock assembly (clock either CE.1111/00 or blank)
RV.7403/03 - rev counter only
CE.1111/00 - clock only

Many clocks were returned under warranty so it not uncommon to see them blank or numbered with the later CE.1111/01.

Subsequently all cars were fitted with the Smiths RV.7413/04 rev counter with a modified movement and same CE.1111/00 clock. The rev counter was marked 'Made in UK', 'RV.7413/04' and the clock marked 'CE.1111/00'.



From cars 850702/86169/879324/888543 (November 1963) the clock was modified to include a rectifier to improve reliability. These clocks are marked CE.1111/01 and have a black sleeve on the -ve power lead. Some modified clocks retained the old number however.


All clocks were positive earth:


With the introduction of the 4.2 cars the rev counter was the RV.7413/11 and the negative earth clock was the CE.1114/00.


Notes:

1. The RV.7402/0 rev counter/clock assembly was fitted to the Mk2 saloons and some may have been fitted to very early E-Type's. The RV.7402/1 was the part number for the rev counter without the clock.

2. The CE.1111/00 clock is quite rare, presumably because many were replaced under warranty or service.

3. Smiths Motor Accessories also sold their rev counters under the Jaeger brand name.

[Heuer]

Direction Indicator/Headlamp Flasher Switch

The C.16069 direction indicator/headlamp flasher switch was a Lucas Model 37SA, their part number 34361/A to E. The Lucas part number and assembly date are stamped into the frame; the suffix letter denoted minor changes. It is a complicated and finely engineered piece which was also used on the MkII and MkX saloons as Lucas part 34314/A to B with two major differences. The stalk on 34361 was sharply angled whereas the saloon version was only slightly canted and a differently shaped knob; they are otherwise identical. The housing nacelles were also markedly different for reasons of interior design and to include saloon options of overdrive or auto transmission.

This Lucas photo shows the differences:







Dated 11 60 and part 34361/D


Another dated 11 60



The C.16451 return striker was also supplied by Lucas as part 54332927.


With the introduction of the 4.2 cars the indicator/headlamp flasher switch changed to C.25254, Lucas Model 85SA, part 34791. This was a much simplified design and was also used on the MkII and Daimlers (both 34563), S-Type and MkX (both 34803) saloons with different variations to the stalk.


The striker plate was also changed to C.22457 with a longer striker finger:
.

Notes:
1. The indicator/headlamp flasher shown in the first photos has a repair to the stalk attachment
2. Both examples dated 11 60 are off early OBL cars

[Heuer]

Cigar Lighters

Cigar Lighter C.16079 by Smiths Motor Accessories
Smiths Motor Accessories of Cricklewood, London.


1944 - Private company. One of 4 divisions of S. Smith and Sons (England) Ltd
1945 - The Gramophone Co formed a joint company Radiomobile Ltd with Smiths Motor Accessories Ltd to market car radios developed and manufactured by the Gramophone Co; the new company was later to take the name S. Smith and Sons (Radiomobile) Ltd
1951 - Smiths Motor Accessories included:
KLG Sparking Plugs
Smiths Jacking Systems
British Jaeger Instruments
Petro-Flex Tubing Co
S. Smith and Sons (Radiomobile)
1961 - Manufacturers and dealers in motor accessories




Cars produced up to August 1961 used a Smiths Motor Accessories thermostatic cigar lighter, Smiths part EL.2414/00, Jaguar part C.16079. This used a Bakelite knob with Smiths MA (motor accessories) moulded in and screw fitted onto the element allowing different knobs to be fitted to suit different manufacturers. It was held in place with a U shaped metal bracket and was a similar unit fitted to the XK’s and saloons. In August 1961 the assembly was modified with the addition of an earth lead and fitted to cars #850092/860005/875386/885021 onwards.








Cigar Lighter C.18638 by Casco-Tex
Magnatex Ltd of Bath Road, Harlington, Hayes.


1939 – Set up as private company
1944 – Tex trademark registered
1947 - Casco Products Corporation (founded in 1921 in the USA), a major supplier of windscreen wipers, interior mirrors and other accessories enter partnership with Magnatex Ltd to supply the recovering British motor industry. Parts were made in Britain under US patents and sold as Casco-Tex
1961 - Manufacturers of motor car equipment and accessories, including windscreen wiper arms and blades, suction wiper motors and linkages, car cigarette lighters, flasher units, flasher lamps, direction indicators, bulbs, interior and exterior mirrors; screen washers, switches and hose clips. 750 employees. OEM to Rover, MG, Triumph, Jaguar and many others
1963 - Motor Show exhibitor. Windscreen wiper blades, motors and other accessories.
1970’s - Tex established a major presence in the design and supply of vehicle wing mirrors, which were a major item for both OEM and dealer fitment all the way through to the mid-1970s. Windscreen wash systems were added to the range as they became a manufacturer standard fit. Tex’s decline as an OEM supplier was prompted by the move to the manufacturer fit of external rear view mirrors. This effectively removed a significant percentage of the company’s turnover just when it needed to invest in the increasingly sophisticated wiper and wash systems that were also coming into fashion. As a result, the company was downsized and sold
1986 - name changed to MRM-Tex Ltd
1995 - name changed to Tex Automotive Ltd following a move from London to Witney
2008 - acquired by British Motor Heritage (BMH)

From September 1961 - cars #850169/860010/875590/885051 on - a new type of thermostatic lighter was fitted as part C.18638 (Casco-Tex L.15094 - 12V). This had a smaller diameter than the Smiths version so was not compatible with the earlier cars. it was held in place by a screw on metal sheath.


It was originally made and designed by the Casco Products Corporation (founded in 1921) a major USA supplier of windscreen wipers, interior mirrors and other accessories based on a patent held by Lawrence Edward Fenn. I found this to be odd as Sir William Lyons staunchly supported British products, preferably those produced in and around Coventry. After a bit of research it turned out that Casco entered the British accessory market in 1947 and used Magnatex Ltd as a manufacturer and distributor for their patented products under the Casco-Tex brand. The thermo-plastic knob was again removable so the lighter could be customised to any vehicle. Beneath the knob was a bevelled chrome spacer.











Trivia:

1. Jaguar cheaped out on the Casco-Tex lighters as they did not choose to fit the deluxe version with internal lighting as was fitted to many family saloons (see adverts for Vauxhall Cresta and Lotus Cortina above):



2. The lighter was such an innovation in 1948 that operating instructions swing tags were attached to each lighter at the Factory.
Tags used on XK120 cars (not on E-Type's):

[Heuer]

IRS Road Springs

The springs were supplied by the English Steel Corporation Ltd of Sheffield and stamped ESC.

1928 A merger of companies in the steel industry was announced, involving parts of Vickers, Vickers-Armstrongs and Cammell, Laird and Co. This would involve all of the steel interests of the 3 contributing groups, except for interests in guns, ammunition and tanks. A new company would be created to take over these interests: the English Steel Corporation Ltd.
1929 Became a public company. Vickers held the majority of the shares and Cammell Laird held the balance
1934 New company Firth-Vickers Stainless Steels formed to acquire the stainless steel interests of Thomas Firth and John Brown and the English Steel Corporation, which would jointly own the new company
1951 Nationalised under the Iron and Steel Act; became part of the Iron and Steel Corporation of Great Britain
1954 Vickers Ltd and Cammell, Laird and Co agreed to purchase this company, which was their former steel making subsidiary, from the Holding and Realization Agency
1961 Parent of 20 subsidiaries. Employ 16,000 persons. Of River Don Works, Sheffield
1964 Principal operating companies included:
- English Steel Forge and Engineering Corporation
- English Steel Rolling Mills Corporation
- English Steel Castings Corporation
- English Steel Spring Corporation
- English Steel Tool Corporation
- Darlington Forge
- Taylor Brothers and Co
- Modern Hardmetals
1967 English Steel Corporation was nationalised and incorporated in British Steel Corporation.
1999 Privatised
2005 Management buy out and is now called Sheffield Forgemasters





Finding any published data on spring rates from Jaguar is very difficult and I have come across quoted values ranging from 220 to 269 lbs/in. Part of the confusion comes from the IRS being fitted to a range of Jaguar's up until 2006, each with different spring/damper combinations based on weight and comfort requirements. Research is further clouded by the after-market use of the IRS in custom cars with wildly varying spring requirements.

The calibration of the rear suspension springs and dampers was finalised for the first production E-Type's in August 1960 by Norman Dewis, Derrick Whyte, Bob Knight and Harry Rogers.

C.17011
Up until October 1961 (cars 860007/8850038/8500136/875541) the C.17011 helical road springs had a free length of 10.1” with 9.375 coils and wire diameter of 0.432” with squared and ground ends. These had a spring rate of around 195 lbs/in. They were painted enamel black with no markings other than the ESC stamp and some have observed to be date stamped..

To achieve the required ride height an aluminium packing ring was fitted between the top of the spring and damper.
9 3/8 coils spring:

Top packing ring C.19207:


These springs are incredibly rare as they were only fitted to 722 cars and ideally should be paired with the equally rare early C.16908 dampers (more on those to follow). In service replacements would have been the later C.18977 springs fitted without the aluminium top spacer. The later springs cannot be modified or cut to mimic the early springs as they have closed ground ends.

C.18977
From October 1961 onwards a softer road spring C.18977 was fitted, probably to reduce under/oversteer in the hands of inexperienced owners. This had a free length of 10.5” with 10 coils and can be identified by a splash of red paint on the centre coils. These had a spring rate of 150 lbs/in - an increase in the number of coils results in a lower (softer) spring rate:


10 coil spring with closed and ground ends:


These are unrestored original springs from car 885251:


Again official specifications for these springs is difficult to find however a Factory report sheet for Graham Hill's car written by Derrick Whyte and Tom Jones (seen in Porters E-Type Definitive History) quotes the spring rate for the C.18977 as 150 lbs/in and can confidently be taken as definitive:


Graham Hill subsequently suggested 280lbs/in rear springs be fitted to the Coombs E-Type to improve traction in cornering. It should be noted that in period competition racers preferred softer springs with stiffer dampers.

Return of C.19207
From October1964 (cars 850908/861719/881696/890714) the top packing ring C.19207 was reintroduced to be used on the C.18977 spring. This would have increased ride height.


Notes:
1. Currently available replacement springs have a spring rate of about 260 lbs/in, about 70% higher than original! Angus had two original C.17011 road springs professionally tested and they came out at 195lbf/in and 220lbf/in respectively despite being visually identical. The tester said the only difference must be in the type of steel used as helical springs do not weaken with age.

2. It is unusual to find original road springs that have sagged or are otherwise compromised despite apocryphal tales to the contrary. If you have original springs try to use them to avoid ride height issues and to preserve original handling. Typical lifespan is 150,000 to 200,000 miles unless corroded or damaged and the only failure mode is a broken coil.

3. The road springs determine the ride height, not the dampers.

4. Jaguar used colour codes to identify different spring rates – red, white, yellow, blue etc. All S1's should have black springs, with the red paint identifier after the first 722 cars. Although the SPB says a "small patch of red paint on the centre coils" they seem to have run a paint brush across all the coils for simplicity as seen in this example:


5.You can use this to calculate spring rates (clear default figures as they are only an example): http://faq.f650.com/FAQs/ShocksSpringRa ... Calculator

6. A spring with closed and ground ends has one inactive coil at each end meaning that two coils have to be taken off the total amount of coils for the “number of active coils” parameter. It is very important to understand how your springs are finished as the number of active coils parameter can have a large influence on the calculated spring rate.

7. Ian Howe reports that some springs have been observed with date stamp e.g. Dec 61.

8. There has been a suggestion the very early FHC had springs of a different spring rate to the early OTS cars (pre October 1961). I can find no documented evidence to support this but am happy to be corrected.

8. Series 1 Stu observes the SPB has a misprint - 0.4" is not 19.2mm. Should read 10.2mm

9. In September 1965 the rear springs and dampers were changed:

[Heuer]

Torsion Bars

The torsion bars C.9331 and C.9332 were supplied by the English Steel Corporation Ltd of Sheffield.


The torsion bars were rated at 100lbs/in. For the S2 cars the C.9331 and C.9332 torsion bars were only fitted to RHD FHC and OTS cars. All LHD FHC/OTS cars and all 2+2 models had thicker C.27904 and C.27905 torsion bars.

[Heuer]

Dampers (Shock Absorbers)

The dampers were supplied by Girling of Tyseley Birmingham:.

1925 The company started as a car brake manufacturer after Albert H. Girling patented a wedge-actuated braking system.
1929 He sold the patent rights to the New Hudson company.
1938 Manufacture of Girling brakes was taken over by Joseph Lucas Ltd but the patent remained in possession of New Hudson until the rights were, in turn, purchased in 1943.
1943[ Lucas moved their Bendix brake and Luvax shock absorber interests into a new division which became Girling Ltd.
1961 Chassis engineers and manufacturers of disc/drum brakes and springs/dampers.
1963 Motor Show exhibitor
Currently under the ownership of Lucas Industries Corporation



Extract from Motor Sport July 1960:
“The current Girling damper is the CSV, which was introduced in 1959. This is made in 1-in. and 1-3/8-in. sizes, and it is claimed that this is the first maintenance-free damper in Europe, the problem of fade having been eliminated. As can be seen from the foregoing, most of the other manufacturers also make this claim! Nevertheless, as we have seen for ourselves, Girling Ltd. have gone to great lengths to ensure that their new CSV model will be as perfect as possible.

The damper engineer has many problems to face and when he has achieved perfection in one way he may well have emphasised an undesirable feature. This was illustrated to Girling by Jaguars when they tested the CSV dampers on a 3.4 model. The settings were perfect and gave an excellent ride, but over large bumps they gave an audible hiss as the fluid transferred – something which would never do for Jaguar owners. So Girling designers had to set to and eliminate the noise. That they did so effectively is proved by the fact that CSV dampers are used on several Jaguar models. They are also used on various Humber and Hillman cars.

Although externally similar to previous models, the CSV incorporates a number of improvements, including the piston and the piston rod, which is now hard-chromium-plated to ensure long life. The CSV is of completely welded and riveted construction throughout, thus sealing it against the ingress of outside matter. It is mainly intended as original equipment for new vehicles but the company will be pleased to advise on special installations.”



Girling was determined to point out the term “shock absorbers” were a misnomer and issued information booklets:


This fell on deaf ears at Jaguar who continued to call them ‘Shock Absorbers’

They also explained how dampers worked:


C.15071 Front Shock Absorber

Cars manufactured up to December 1961 (850321/876394/860121/885334) were fitted with Girling NFP.6405 4173 dampers. They were painted RAF Blue Grey BS-633C although this example is black for some reason, maybe after market?.


C.20011 Front Shock Absorber

Cars manufactured after December 1961 (850322/876395/860122/885335 on) were fitted with Girling NFP.6405 4298 dampers. They were painted RAF Blue Grey BS-633C. The reason for the change is not documented.



C.16908 Rear Shock Absorber

Cars manufactured up to December 1961 (850321/876394/860121/885334) were fitted with Girling NFP.6405 4324 dampers. They were painted RAF Blue Grey BS-633C. Note the top packing ring C.19207 still in place on this example:


Also note the dust shield, which is detachable, has the Girling NFP.6405 4324 number. This OBL car retains the correct dust shield but has modern Boge shocks fitted:


This is an unrestored original dust shield from car 885251:


C.20008 Rear Shock Absorber

Cars manufactured after December 1961 (850322/876395/860122/885335 on) were fitted with Girling NFP.6405 4299 dampers. They were painted RAF Blue Grey BS-633C. The reason for the change is not documented. Note the blue paint identification splashes on the coil which should be red for an E-Type.





Notes:

1. Only the last four digits of the Girling part number are relevant when identifying the dampers

2. I can find no reference to the early 4173 and 4324 dampers in the Girling G311/2 parts catalogue covering vehicles from 1954 to 1973. The only listing for the E-Type is for the later dampers:

This suggests they were of limited production with the 4298 and 4299 dampers being their direct replacements. With only 1,170 E-Type's so fitted they are exceedingly rare especially given they are a service item. Finding them used is hard enough but finding NOS ones that still work is hugely difficult and expensive. You are competing with OBL owners with valuable cars and deep pockets!

3. All the Girling dampers specified for the S1/2 cars were hydraulic. The S3 cars had Girling hydro-pneumatic dampers.

4. Girling released the de Carbon damper which was a high pressure pneumatic/oil device. These can be identified by their blue metallic paint and nylon retaining strap for storage. They were not original fitment but you will find some cars with them as after-market replacements:

[Heuer]

Dampers - After-market

Although Jaguar fitted Girling dampers as standard there were several companies in-period who offered after market replacements. These descriptions of the various types are from 1960's articles in Motor Sport which make interesting reading.

The 3 basic types of shock absorber are:

Hydraulic twintube. Invented by Newton in 1912.

Hydraulic low-pressure twintube. Invented in 1920.

High pressure gas monotube. Patented by Christian Bourcier de Carbon in 1953.

All three types of shock absorbers use hydraulic fluid to convert the energy of the spring to heat.

The twin tube hydraulic shocks have the shock absorber mechanism in the inner tube. The outer tube functions as a fluid reservoir.

The low pressure gas twin tube shock absorbers use low pressure nitrogen in addition to the hydraulic fluid. Whenever a piston moves through a fluid, there is a vacuum behind the piston, which generates bubbles (aeration, foaming). The idea of the low pressure gas is to eliminate the foaming.

The high pressure gas shock goes a step further. There is only one tube which holds the shock absorber mechanism and the fluid. At the end of the tube there is a chamber filled with high pressure nitrogen. This chamber is seperated from the main body by a floating piston. The high pressure from the gas makes sure there is no vacuum behind the moving piston (thus no foaming) and eliminates the fluid reservoir. There is no outer tube.

Armstrong

Armstrong shock-absorbers and suspension units are manufactured in six kinds. i.e., lever type, adjustable lever type, telescopic and adjustable telescopic, telescopic suspension units and adjustable telescopic suspension units. As proof of their popularity they are fitted as original equipment on the following British cars, as well as being manufactured under licence on Continental vehicles: Armstrong Siddeley, Aston Martin, Austin range, Bristol, Cooper, Daimler, Elva, Frisky, Humber, Lotus, Lola, M.G., Morgan, Morris range, Peerless, Reliant, Riley, Standard, Sunbeam, Triumph and Wolseley. Their racing record has been proved on the majority of successful British racing cars: on Cooper cars, which won the 1959 World Manufacturers’ Cup for Formula 1 cars, on Aston Martins, which won the 1959 World Sports Car Manufacturers’ Championship, as well as on the Austin Healey Sprite and M.G. cars which broke the International records.

The basic lever-type shock-absorber is a hydraulic double-acting type, working on the principle of pumping oil backwards and forwards between two cylinders through suitable valves set to give the required amount of restriction in each direction. This design has the advantages in that all the working parts are submerged in oil. These adjustable lever-type shock-absorbers provide a means whereby the degree of damping may be readily varied to suit particular requirements such as variations in weight, for competition or for racing purposes. They are manufactured to fit the rear end of most popular cars used for competition work, replacing existing initial equipment without modification to the chassis.

Armstrong have developed a design of telescopic and adjustable telescopic shock-absorbers which, besides having unique features, is extremely efficient, uses a minimum number of parts and is of robust construction to give long service life. Adjustable models are manufactured for Cooper cars and are being manufactured as conversions for competition and rally work on popular sporting cars.

Both telescopic spring suspensions and adjustable spring suspensions are now used extensively for racing purposes and have proved themselves on Aston Martin, Cooper and Lotus cars, as well as on many others. They consist of a road spring and telescopic hydraulic damping unit, manufactured as a compact suspension unit. Different springs can be interchanged to give alternate spring rates, and in the case of the adjustable models the damping can be adjusted for various types of races and tracks.

Armstrong technical representatives attend all main International and approved National events and are available to advise and help on practice days. The Service Department at Beverley is always at the individual customer’s service (Telephone: Beverley 82212) for advice on details of any model. Prices may be had on application.

Armstrong Patents CO., Ltd., Fullord, York.

de Carbon

Christian Bourcier de Carbon founded the De Carbon company in the same year 1953 when he invented the monotube high pressure gas shock absorber. Soon after a license was sold to Bilstein in Germany. Now that the patent has expired also other companies such as Koni use the monotube technology for their top range. The French-made de Carbon damper appeared on the market in 1954 and has already gained a formidable reputation, being manufactured under licence in Germany, Spain, Italy and the U.S.A., and fitted to Mercedes-Benz, Dyna-Panhard cars and Pegaso and Daimler-Benz lorries as standard equipment. They were used on the three Monte Carlo Rally-winning 220SE Mercedes.As can be seen from Fig. 1, the de Carbon damper combines both the hydraulic and pneumatic principles, the chamber at the top of the damper being filled with gas and separated from the oil by a free-moving piston. The hydraulic operation follows normal practice. On the road the gas chamber will take small road shocks but when major bumps are encountered the piston will move through the oil. It is claimed that the problem of fade is overcome, as when the damper begins to heat up the gas in the top chamber will expand, allowing no aeration in the oil.


Conversion sets are available for the following vehicles: Alfa-Romeo, Borgward, Citroën, Fiat, Ford 100E, Hillman Minx, Opel, Panhard, Peugeot, Renault Dauphine and Fregate, Riley 1.5, Simca, Singer Gazelle, Sunbeam Alpine, and Rapier, Volvo, Volkswagen and Wolseley 1500. For these models each damper costs £4. For the following models dampers are available at £4 10s. each: D.K.W., Humber Hawk and Snipe, Porsche, Rover, and for the following at £5 5s. each: B.M.W., Facel Vega, Jaguar, Lancia and Mercedes-Benz.

The sole concessionaire for Britain and many of the Commonwealth countries is the Alexander Engineering Co., Ltd., who will be pleased to answer individual inquiries, and for people who fit these dampers to competition cars the Alexander racing van is present at many of the major meetings.

Alexander Engineering Co., Ltd., Haddenham, Nr. Aylesbury, Bucks.

Koni

A relatively new name to British motorists is Koni, but one which is fast gaining a reputation almost equalling that of the legendary de Ram shock-absorber. In 1957 the Dutch firm of Koni, situated at Oud-Beijerland, celebrated its centenary, having been formed in 1857 by Mr. A. de Koning when he opened a saddlery. His son joined the firm at about the same time as the car appeared on the roads and they quickly realised the potentialities of this new vehicle which threatened their business of making saddles, horse collars and so on.

They transferred their attention to repairing of car hoods and bodywork, but as the years went by they turned to various motoring accessories, such as radiator blinds, special car trunks and a spring gaiter. It was not until 1932 that the first Koni shock-absorber was made, and in 1947 the first hydraulic telescopic model made its first appearance. Even now the shock-absorber accounts for only a part of Koni production, such items as electric car lifts, jacks, cranes and car heaters forcing the company to build eight different factories.

The existing Koni models are fitted as standard equipment on B.M.W., Porsche, Frazer Nash, Ferrari (including G.P. cars), and the Donglas 4/4 Pathfinder, a special-purpose cross-country vehicle. In addition to this, stocks are held of special dampers for Cooper-Climax F.2, all the Jaguar range, including the “D” type, Lotus, Lister-Jaguar and many other competition cars. Dampers can be prepared for almost any type of car or lorry that is capable of having them fitted. Obviously on certain cars which have been designed for the lever-arm type of damper there is invariably little room left to fit the longer telescopic damper. In some cases special brackets are available to mate the Koni to particular cars but in a very few eases it is impossible to fit them under any circumstances. The United Kingdom Agents, the Postland Engineering and Trading Co., Ltd., are happy to advise on special installations if full details are given about the car. For those who fit Koni dampers to competition cars the Service Van attends most of the major meetings throughout the country, from which advice and service is readily forthcoming.

The “Special D” shock-absorber is basically similar to other telescopic dampers but the manufacturers claim that by virtue of all parts being machined from the solid to close tolerances, with rigorous tests at all stages of production, that it will have a trouble-free and long life. Each damper is guaranteed for 19,000 miles or one year, whichever is the shorter. The main advantage of the Koni is that it can be removed front the car when signs of wear are shown and quickly adjusted. Alternatively a choice of six different settings are available to alter the characteristics of the damper.


Whenever anyone has a suspension or handling problem on a car they will eventually receive advice from an enthusiast to “fit a set of Konis.” Certainly the Koni shock-absorber has achieved a fantastic world-wide reputation and to find out why, we visited the U.K. Concessionaires, J. W. E. Banks and Sons Ltd., at their premises at Crowland in the Fen district between Peterborough and Spalding.

Bill Banks has been a well-known competitor in International rallies for many years, his speciality being the Monte Carlo and Tulip rallies. He used a Bristol for most of these events, (and in fact still uses a Bristol 404 which has the Registration Number KON 1) and discovered that shock absorbers were always giving him trouble. He tried various different makes and they seldom lasted very long but one day in 1954 he was browsing round the Motor Show when he spotted a sectional model of a Dutch shock absorber called the Koni. Its design interested him and the standard of workmanship appeared to be better than most while its method of adjustment was unique at that time when few shock-absorbers were adjustable at all.

A set of Konis was acquired and fitted to the inevitable Bristol and in the Tulip Rally Bill Banks finished second overall, in front of Dutch driver Maurice Gatsonides’ Standard Ten. There was a special prize for the highest finisher with Koni shock-absorbers and it was awarded to Gatsonides as nobody imagined that anyone other than a Dutchman would use Konis. When Banks pointed out that he was using Konis a special prize was rustled up but more important it led to an introduction to Konis and a visit to the factory at Oud- Beijerland not far from Rotterdam. This led to Konis offering Banks the job of importing Konis into the United Kingdom. What they didn’t tell him at the time was that the two previous importers had failed miserably, the first one selling none at all and the second one exactly 36 shock-absorbers! However he gave them £1,000 and told them to send over a selection of suitable shock-absorbers. This they did and soon it began to look as if the Company would follow the way of the previous importers, for business was very slow. In fact, from casual inspection it might have been thought that Bill Banks’ establishment was the worst possible place from which to sell engineering equipment, for he was, and still is, a farmer, and the shock-absorbers were retailed from the farm. However, with increasing mechanisation on the farm several workshops were taken over for overhauling farm machinery, a blacksmiths shop established and Vauxhall-Bedford and Perkins diesel engine dealerships taken on. This enabled the Company to expand and soon the supply of shock-absorbers swelled from a trickle into a steady flood. Popular cars at that time for the fitting of Konis were the XK120, and in fact all Jaguars, Standard 8 and 10, Morris Minor, Ford Zephyr, Fiat, D.K.W., Volkswagen, Hillman Minx, Ford 100E, M.G. Magnette, Borgward Isabella, Rover 75 and naturally, after that rally success, the Bristol.

As was to be expected Koni were strongest on Continental cars because they were the cars more readily available to them. However, Bill Banks co-operated with them on British cars and if a British car was not available to the factory in Holland he would obtain one and take it over to be fitted or have measurements taken and with the knowledge of the weight of the car the Koni engineers could quickly arrange a suitable shock-absorber. Now that British cars are more plentiful on the Continent Koni seldom have difficulty in getting hold of one soon after the announcement date and Bill Banks is not often called upon to supply data on a new model. One recent exception is the Hillman Imp which is not to be sold on the Continent until all the bugs are ironed out so he got hold of one and made all the necessary measurements and Koni soon had a suitable shock-absorber listed.

Some cars offer difficulties in the fitting of Konis. Most cars already fitted with telescopic shock-absorbers can be easily fitted with Konis, but those with lever type shock-absorbers are much more difficult to adapt, and in some cases quite impossible. Where necessary, special mounting brackets are made up so that the Konis can be fitted and for all shock absorbers sold in this country the brackets are made up in the blacksmiths Shop at Crowland. Certain cars with lever-type dampers just do not have enough room for the fitting of telescopic dampers and in these cases Konis are not offered. It is usually the front end where they cannot be fitted but Konis are often sold for one end of the car only.

The B.M.C. range is difficult to fit with Konis and they cannot be fitted to the front end of the A4o, A6o, A99, Austin Healey Sprite and M.G. Midget, and to the rear end of the 2-seater Healey 3000 model. They also cannot be fitted to the front of the Ford Anglia, Classic, Capri and Cortina, also the Peugeot 404, the M.G. B and the rear of the Lotus Elite. Apart from these the majority of cars can be. supplied with Konis on all wheels.

The most popular model at present as far as Konis in England are concerned is the Austin Mini range with the Jaguar range not being far behind numerically, with the Jaguar 3.4 and 3.8 taking almost 50% of business at Crowland. Other popular makes include Sunbeam Rapier, Volvo, Saab, Triumph Herald and Vitesse, Rover 3-litre, Jaguar E-type and Mk. 10. The E-type and Mk. 10 have four shock-absorbers at the rear so this is an expensive change but a surprisingly large number of people change over to Konis on these models. The manufacturers estimate that the make which use more Koni shock-absorbers than any other as replacements is the Mercedes range, but this covers a large number of commercial vehicles as well.

The obvious question to ask is “If Koni dampers are so good why aren’t they on my car already?”. The answer can be boiled down to sheer economics, for the Koni is not cheap. The average cost for Koni shock-absorbers is around £4 10s. each which is, of course, more expensive than most other competitive makes. Many manufacturers would like to use Konis but they consider the price is too high. If you buy a Porsche or a Ferrari you will almost certainly be riding on Konis for these are the only two makes which use them as initial equipment. Even Porsche rebelled at paying the price and changed to another make some time ago but eventually they returned to Koni because they were so trouble-free. They are standard equipment on a number of commercial vehicles and several manufacturers, like VW, Daimler and D.A.F., list them as optional equipment in their catalogues.

Despite this apparent lack of success, Koni will not reduce their quality in order to reduce the price, nor will they allow other shock-absorber manufacturers to make them under licence by mass-production methods. Several British manufacturers have approached them through Bill Banks but they are quite adamant on the subject, preferring to build them in small quantities by hand. Bill Banks has also pleaded with them to make a lever-type shock-absorber because this would increase business tremendously in Britain, but the Koni engineers consider this to be an inferior type of damper and they will not design one.

The successes of Koni in competition are, of course, legion. All Ferrari and Porsche competition cars use them, the majority of successful Cooper Minis fit them, Eric Carlsson uses them on his Saab, the Ford Falcons on the Monte Carlo rally used them, and many other successful competition cars are fitted with Konis. Bill Banks used to take a service van to races and rallies but so little call was made on it for repairs or adjustments that the service was discontinued. Banks’ have a testing machine supplied from Konis which enables them to set up shock-absorbers to the particular requirements of a driver, but its main purpose is for the testing of old shock-absorbers for wear. Each Koni is guaranteed for 19,000 miles or one year, whichever is the shorter, but they find that few ever come back to them and in fact many people write to them to say that their car was worn out before the shock-absorbers. They know of one set of Konis which has done 200,000 miles on four different cars without any attention.

From a very shaky start Bill Banks has now sold over 60,000 Koni shock-absorbers in Great Britain and this year he expects to sell 15,000.

Postland Engineering & Trading Co., Ltd., Crowland, Nr. Peterborough, Northants.

Spax

Another post-World War II firm, Spax have recently introduced the VariFlo type 89 and 100 adjustable dampers. These are double, piston lever-arm type dampers which are designed to be interchangeable with a large number of other makes, particularly some of the obsolete pre-war types.

The body is of die-cast alloy, carrying the cylinders and the mounting points. The pistons are actuated by a rocker shaft and connecting rods, the valves being retained in the base of the body. The type 89 is easily adjustable by means of a click-action screwhead which can be turned with a screwdriver. This gives quite a large range of adjustment for different vehicles or even for different operating conditions on the same vehicle. It is claimed that the type 89 will fit 79 per cent. of present-day cars, while the type 100 is suitable for the front suspension of certain Austin, Austin Healey and M.G. models. Prices vary from £2 12s. 6d. for the type 89 unit to £4 6s. for the type 100.

A special technical department is operated to cope with inquiries from “special” builders and people who wish to convert their cars to VariFlo dampers.

Spax Ltd., 61, Fortess Road, London, N.W.5.

Woodhead Monroe

This company commenced the manufacture of telescopic shock-absorbers only at the end of World War II but has already built up a large market in Britain and the U.S. A. The company supplies all the original shock-absorber equipment to the Rover Company and also provide equipment for Triumph (front suspension on the Herald), Hillman Minx, Humber Super Snipe, Morris Cowley and Oxford, and the Riley Pathfinder.

The Woodhead Monroe damper is made in three main types, the 1-in, bore for most passenger cars, 1-5/8-in, bore for heavy-duty work on large cars and commercial vehicles, and 2-in. bore for use on very heavy vehicles and railway rolling stock. Standard replacement dampers are priced at £2 2s. each for the 1-in, size and £3 12s. 6d. for 1-3/8-in. bore. The company also manufactures “fluid cushion” suspension units which are basically similar telescopic shock-absorbers incorporating coil-springs within the body of the damper. These are especially useful for “special” builders who want a simple suspension medium with only two mounting points for each complete suspension unit. These retail at £4 10s. each and Woodhead Monroe operate a department to give advice on correct settings and so on for individual cases. A special suspension kit for the “perpendicular” Ford Popular is marketed at £15 15s., which includes all brackets and a special rate rear transverse sprine.

Woodhead Monroe Ltd., Moorcroft Works, Ossett, Yorkshire.

Universal Dampers

Universal Dampers manufacture both lever-arm and telescopic-type dampers, the former being named the Rotoflo and the latter, the Teleflo. The Rotoflo has only one moving part, which is the central spindle, and the damping medium is a non-liquid “gooey” material which retains many of the desirable aspects of the hydraulic damper without the large number of moving parts in a telescopic type.

The Teleflo strut-type damper fondles modern practice but it is claimed that the damper is completely free from aeration and fade because air never meets the damping fluid. Air is retained in a rubber sac at the base of the damper. Thus when the piston rod enters the cylinder a displacement valve at the bottom lifts to admit fluid to the reservoir and the rubber sac distorts to accommodate it. On the rebound the reverse process occurs, so that air never comes into contact with the fluid.

The Teleflo is fitted to certain Standard and Jensen models as standard equipment, while special models were used on the Connaught F.1 racing cars. The same department offers guidance and help in obtaining the best model for your purpose, either Teleflow or the Rotoflo. They are priced at from £2 5s. to £2 15s. each.

Universal Dampers, Railway Road, Shirley, Solihull, Warwickshire.