FACTORY FIT - Series 1 3.8

[Heuer]

Final Drive

The final drive gear carrier casting was sealed inside and out with Glyptal paint. The Glyptol, an Insulating Alkyd Enamel Paint using a resin of glycerol phthalate, first made by General Electric in 1926 was used both inside and outside the diff casting to seal it and improve oil circulation. The idea was to encapsulate any last bits of molding core sand or grit and seal the surface of the iron which might have some pits in it. Originally black Glyptal was used but this was changed to red Glyptal gloss sometime after the first 500 cars because the black contained aluminium powder. The red colour of the new differential casings seems to have caught Jaguar by surprise as the pressed steel carrier covers had been ordered separately, finished in black. The Jaguar solution was to overpaint the red Glyptal external finish with black. The paint used was clearly not a good match for the (non-stick) Glyptal and literally washed off over time. This is from a 1961 car:



At some point Mr Arthur Whittaker, Jaguar Chief Buyer and cost cutter, must have got involved and insisted the gear carriers be left in their native red and instructed the carrier rear covers be painted to match from the supplier. I have not researched when these changes happened although the chronology is difficult to establish. Some owners claim their diffs are red but have not factored in the fact the black paint, easily mistaken for dirt, is quickly removed when the diff is cleaned with de-greaser. So black initially, red over-painted with black secondly and red finally.

Final Drive Ratios

Equally complicated are the changes to the final drive ratios. Up until ~ October 1962 Jaguar offered a standard ratio of 3.31:1 with alternative ratios of 3.54:1, 3.07:1 and 2.93:1 which owners could specify. In reality however USA and Canada bound cars were fitted with the 3.54:1 and the rest of the World received 3.31:1. After October the USA and Canada cars were fitted with 3.31:1 ratios and ROW 3.07:1 with 3.54:1 becoming an 'alternative' ratio. The 2.93:1 was no longer available:

However the ratios were changed once again in September 1963 with the USA and Canada reverting to 3.54:1. Italy, France, Germany, Belgium and Holland bound cars fitted with 3.07:1 and the UK/ROW received the 3.31:1 ratio.


Each final drive unit had a aluminium tag, secured by one of the carrier cover bolts, and stamped with the ratio expressed as a fraction - 46/13 = 3.54, 40/13 = 3.07, 43/13 = 3.31:

[Ian Howe]

EARLY DOOR CONSTRUCTION

As has been shown before, the door skin was made from two pieces:



The upper trim panel assembly was made from aluminium - body number scratched on the inside:


The brackets for the fixed frame assembly were in rust red:


Padding around the window winder and door opener was cut from hardura:


There were (IMHO) initial construction issues - the door lock control appears to have been initially put in the wrong place - then moved forward slightly:



Another problem area - there are two screws at the rear of the door to attach the rear bracket for the frame assembly! Only the front one was used:


Shot showing the self tapping screws used to attach the frame at the top:


Finally, the doors have a large and small drainage channels at the front and back of the door - usually there is only one large at either end:

[Ian Howe]

Seats

All OTS and FHC cars were initially fitted with the same style of seat having a narrow back and 10° rake angle to allow the convertible roof to be lowered without fouling. The August 1961 SPC shows the L/H and R/H seat assemblies as #BD15530 and #BD15529 (i.e they are handed, left and right) for both FHC and OTS.

Around about November 1962 a second style of seat was introduced specifically for the FHC which featured a more comfortable wider back in keeping with its 'Grand Touring' credentials. The June 1963 SPC shows the new seat frames as #BD24175 (FHC) and #BD20820 (OTS), they are not handed and have a rake angle of 20°. I can find no reference to this change in the Spares Bulletins but the change is likely to have coincided with the dished bulkhead in June 1962. The seat slides also changed at about this time from #BD18958 locking slide RH, #BD18959 locking slide LH, #BD18960 plain slide to #BD22810, #BD22811, #BD22812 respectively. The later versions allowed more travel to take advantage of the dished bulkhead. Change was at car numbers 860581/886093/850527/877356.

From launch - SPC J30 says BD15530 and BD15529 - handed seats, style unspecified with a 10° rake
June 1962 - seats with 20° rake observed, style unspecified, long runners
August 1963 - SPC J30 (revised) says BD24175 (FHC) wide and BD20820 (OTS) narrow seats, not handed, long runners with 20° rake.
BD24175 observed in FHC cars built from November 1962 onwards.

Based on examining cars on XKEdata the FHC seat BD24175 was introduced around car 887400/861055 early November 1962 and all FHC's up to that point were fitted with the narrow back design.

Narrow back OTS/FHC Seat:


Wide back FHC Seat:



Monocouque Metalworks new seats showing differences in construction OTS/FHC:


There are other differences. The early seats had holes 9 inches apart and strengthening 'squares' spot welded around the holes:


Later seats had mounting holes 10 1/4 inches apart (no strengthening) with the rear hole being very close to the rear of the seat:


The seat cushion base was black - as opposed to the grey of the main part of the seat:


The early seat base had a hole cut at the rear for the mounting bolt and washer:


Later seats had a small cut-out towards the rear to accommodate the fastener closer to the rear of the seat:


Rake Angle

The early seats (beige in the photo) had a rake angle of 10° whilst later seats had a rake angle of 20° for more comfort.



Mounting of the seat runners to the floor was via a slotted screw - note the washer:



Inspection Hole covers

The inspection holes for the gearbox on very early cars had metal covers as opposed to the rubber bungs. Additionally, on the drivers' side only, there were 'fasteners' riveted at the front and rear of the gearbox tunnel possibly for fastening the carpet with the pocket. Note the loom holder. This might have been intended for the handbrake switch wire - but that came off the wiring loom on the passenger's side and across the rear bulkhead and over the tunnel so its intended use remains a mystery:

[Heuer]

Hood Shot Bag

This is an original lead shot bag from the convertible top. It is approximately 5/8" in diameter and marked Jaguar Cars Ltd Coventry regularly down its length. It's wrapped in a sisal cord with about two feet extra on each end, presumably for pulling it through the pocket in the top. It does not have its own part number and is part of Hood Cloth Assembly #BD20582.

[Heuer]

Headlamp Rubber Seal

The early headlamp glass rubber seal #BD16788. It is considerably narrower than those available currently, lacking the flange portion that is pierced by the fixing screws:

[Heuer]

End Assembly for Tie Rods

The tie-rod ends assembly comprised of:
#C15410 End assembly for tie rods.
#C3363/1 Grease nipple
#C15414 Gaiter
#C15416 Retainer
#C15415 Clip, retaining gaiter
#UFN450/L Slotted nut
#L104/10U Split pin

They were painted gloss black with DDF 1610 cast into the top of the shank and PDN1 cast into the bottom. Also, there is a stylized C in the casting (manufacturer mark?). There are two flats on the threaded end to accommodate a 15/16" open-end wrench. Fully closed, the angle between shank and ball shaft is 60 degrees. Fully open, the angle between shank and ball shaft is 120 degrees, giving a total range of motion of 60 degrees. The hole in the shaft is slightly more than 1/8" in order to accommodate a 1/8" split pin.






Thanks to Dave Schinbeckler (bopperd) for researching these and Ray McPhail for allowing Dave to remove them off #875343 for analysis.

[Heuer]

Otter Switch

Otter Controls Limited of Stockport, Manchester and later Dew Pond Lane, Buxton

1942 - Eric Taylor, a UK Engineer, working for clothing company Baxter, Woodhouse & Taylor created a bi-metallic switch to act as a non electrical thermostat for flying suits. These were incorporated into the 'Windak' garments sold to US and UK air forces
1946 - Eric Taylor founded 'Otter Controls Ltd' to manufacture "snap action" thermostats under a new patent for a three legged dished bi-metal blade. The dished blade means it snaps open as soon as the design temperature is reached - instant on/off. These were used in generators, windscreen wipers, cooling systems, electric blankets and kettles. The company is still in existence.

This is an Otter switch out of #875343 (~ Sept '61). Note the correct pattern screw heads and the spade connector secured with a nut.:


Later style Otter switches had the name 'Otter' in cursive script together with the manufacturing date and inbuilt spade connector as can be seen in this December 1967 example:

[Ian Howe]

Early Bellows Fitment

I wrote an article sometime ago for the E-Type Club and mentioned that on early RHD cars the fitment of the bellows was problematic and the exhaust hole in the bulkhead was modified by hand. Well I was wrong. It was also a problem for LHD cars.

Later car with bellows exhaust hole in correct position:

Early RHD with Elongated hole:


LHD #875039 with Elongated Hole:

[Heuer]

Magnatex Griptite Quick-Release Clip #C2905/3

Magnatex Limited of Bath Road, Harlington, Hayes, Middlesex
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 Tex to supply the recovering British motor industry
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.
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)



The first 500 cars used a 27" long flexible aluminium breather pipe venting to the road on the left side of the car. The pipe was held in place by a Magnatex (Tex) 15 quick-release clip. It is similar in size to a Cheney 1A clip and was used in this application from the XK120's onwards. I can only assume Jaguar chose to use a quick release clip rather than a Cheney to facilitate cleaning of the breather pipe. They are available from Bill Tracey Jaguar Auto Parts in the US: http://www.billtracyjaguar.com/thoclforxk.html







This clip came off #875343 and many thanks to owner Ray McPhail and Dave Schinbeckler for providing the pictures and information

[Ian Howe]

Bolts

Bolts and nuts (also oval washers) used on the E-Type were hot black oxide treated because the process offered some corrosion resistance and no dimensional impact as the finish is only 1 micrometre thick. A hot bath of sodium hydroxide and nitrites at 141C are used to convert the surface of the material into magnetite (Fe3O4). Water must be periodically added to the bath with proper controls to prevent a steam explosion. Hot blackening involves dipping the part into various tanks. These tanks contain (in order) alkaline cleaner, water, caustic soda at 141C (the blackening compound) and finally the sealant, which is usually oil. The caustic soda bonds chemically to the surface of the metal creating a porous base layer on the part. Oil is then applied to the heated part, which seals it by "sinking" into the applied porous layer. It is the oil that prevents the corrosion of the work-piece. Blackening can be done in large batches (ideal for small parts), there no significant dimensional impact and it is far cheaper than similar corrosion protection systems, such as paint and electroplating. Late in S1 production the bolts were changed to cadmium plate for better corrosion resistance. Jaguar sourced its bolts from a wide range of manufacturers so there are very few instances where we can say a particular makers bolt was used in a specific location.

Acton Bolt Ltd

Acton Bolt Ltd, of Chase Road, London NW10[1], manufacturer of screw, nuts and bolts
1935 - Became public company. Manufacturer of screw, nuts and bolts, etc. and the assets of the British Dardalet Threadlock Ltd.
1939 - Aircraft Industry Suppliers Acton Bolt and Fine Threads Ltd
1945 - Name changed at the point it was acquired by S. Pearson and Son
1960 - Acquired The Rivet, Bolt and Nut Co.
1961 - Manufacturers of bolts, nuts and metal threads screws under trade names "BEES" bolts. "Huglock" nuts, "Lock-Thread" products, "Place" bolts, and "Sems". 700 employees.
1962 - A. P. Newall and Co was a subsidiary. S. Pearson and Son sold its majority interest in Acton Bolt to GKN.
1963 - Motor Show exhibitor. Fixings. Part of GKN


Linread Bolts

Linread Ltd of Sterling Works, Cox Street, Birmingham 6
1925 Established as Private limited company.
1939 Supplier of fixings for WW2 aircraft
1961 General engineers and manufacturers of cold forged fasteners, Phillips recess head and slotted machine screws and tapping screws, hexagon head bolts and set screws, pre-assembled screws and washers, aluminium expanding screw plugs, blind rivet nut fasteners, aircraft bolts, screws and rivets and small pressings. 800 employees.
1993 Linread plc making fixings for Airbus
1994 Established Northbridge Fasteners in Leicester for the production of engine bolts
1994 Acquired by McKechnie plc (who also own Dzus fasteners). Rapid sales growth achieved with Airbus, GE,P&W, Rolls Royce and British Aerospace Military Division.
2014 Linread Northbridge - member of the McKechnie Aerospace Fasteners Group; trading as Alcoa Fastening Systems with Linread branded products


GKN

1902 - Nettlefolds was combined with Guest, Keen and Co to create Guest, Keen and Nettlefolds
1911 - Mergers heralded half a century in which the name GKN became synonymous with the manufacture of screws, nuts, bolts and other fasteners. The company reflected the vertical integration fashionable at the time embracing activities from coal and ore extraction, and iron and steel-making to manufacturing finished goods. Absorbed the extensive nut and bolt and other interests of F. W. Cotterill, of Darlaston, this firm having previously absorbed John Garrington and Sons.
1937 - British Industries Fair Advert for Nettlefolds Screws. Screws, Bolts and Nuts, Rivets, Cotter Pins, Set Screws, Screw Hooks, Screw Eyes, Gate Hooks and Eyes, Porcelain Enamelled Screw Hooks, Nails, Wire, Clout, Pipe Brads, Panel Pins, Wire Netting Fasteners, Plyers, Patent "Hank" Rivets, Brushes, Nettlefolds' Parker-Kalon Hardened Self Tapering Screws, Drive Screws, Screw Nails, Masonry Nails, Thumb Screws, Wing Nuts.
1961 - Guest, Keen and Nettlefolds Ltd are a holding company for 83 subsidiaries with 75,000 employees.
1961 - Manufacturers of grey iron castings for the Automobile Industry, British Railways, and miscellaneous castings, including cable brackets for the underground railways. 1,219 employees
1963 - Motor Show exhibitor. Fastenings made by the Heath Street Division.
1964 - The company had a dominant position in fasteners but was otherwise just a medium-sized engineering group with steel interests


Newton

L. H. Newton, manufacturers of screws, nuts, bolts and pressings, of Birmingham
1938 - of Thimble Mill Lane, Nechells, Birmingham
1956 - Death of H. A. Tippetts, chairman
1957 - Acquired by GKN including its subsidiary Birwelco and its associated company Brown Fintube (Great Britain)
1963 - Motor Show exhibitor. Fixings. Part of GKN



Usually cadmium plated with pointed tip. Used to hold fuel filler lid to body and boot lid catch to lid.

Wiley

James Wiley & Sons of Darlaston, Bolt makers. Was part of Normalized Bolts when it was acquired by Glynwed Tubes.



Dave Schinbeckler writes "UFB.125/7R, Bolt securing Retaining Plate (7719) on the rear brake caliper. One on each caliper, and both are Wiley".

Rubery,Owen and Co
of Darlaston, South Staffordshire.

1884 - Company founded by John Rubery and his two brothers, as an ironworks manufacturing gates and fences
1893 - The two brothers were replaced by a trained engineer Alfred Owen.
1903 - The company name of Rubery Owen was established.
1912 - Rubery left the company. Expanded into Aviation Engineering, Motor Frames and Roofing, in addition to fencing manufacture.
1920 - Private company. New company registered: Rubery, Owen and Co, constructional engineers
1929 - Alfred Ernest Owen, proprietor of Rubery, Owen and Co, died
WWII - Manufactured parts for the De Havilland Mosquito
1952 - Acquired British Racing Motors Ltd (B. R. M. Ltd)
1956 - The company was restructured into seven divisions: Motor, Structural, Contracts, Bolt and Nut, Metal Assemblies, Metal Equipment, Rowen-Arc
1963 - There were more than 50 companies in the Group including
1963 - Motor Show exhibitor. Car accessories and motor car assemblies
1965 - BRM entered a collaboration with Lotus to produce 1600cc racing engine
1971 - 14,200 employees. After substantial reorganisation, the group's profits had improved but were still low
1973 - 20 companies had been sold to raise cash whilst concentrating on motor components and materials handling.




Sparts

1929 - 'SPARTS' trademark granted
2015 - owned by Aga Rangemaster group

The SPARTS bolts are unusual and were used on the boot hinge and the bonnet hinge - both set of bolts had pointed ends for ease of engagement.


Cranes Screw and Colgryp Castor Co
of Wellington Mills, Floodgate Street, Birmingham.


Richards
No information available

Unidentified Manufacturers




The circles on the lock nuts indicate it is UNF:



Dave Schinbeckler writes "Part number 7720, Bolt securing Cylinders to Calliper. There are sixteen of them, from three different companies - BEES, Newton and the unidentified one with three crowns (pictured above)". "I decided to sort through the front wheel cylinder bolts and found three more manufacturers: ARB, TWL and Rubery-Owen"

Note: Single letter refers to the tensile strength (BS 1083):
Bolt-Grades: A, B, P, R, T, V, X
Nut-Grades: A, P, R, T

Where minimum tensile strength is:
Grade A = 28 tonf/in
Grade B = 28 tonf/in
Grade P = 35 tonf/in
Grade R = 45 tonf/in
Grade T = 55 tonf/in
Grade V = 65 tonf/in
Grade X = 75 tonf/in

Common application of nut:
Grade A nut for A, B, P, R bolts
Grade P nut for T bolts
Grade R nut for V bolts
Grade T nut for X bolts

Headlight Bezel Fixings

Early production problems with headlight bezel fitting - the capture plates were spot welded at assembly - but the position was often changed as they were in the wrong place!

[Heuer]

Parker-Kalon screws

Parker-Kalon of Clifton, New Jersey, USA

1913 - Founded Clifton, New Jersey by Heyman Rosenburg and Dr Parker of Parker Sheet Metal works. Invented the world's first self-threading screw for fastening together two sheets of metal. The name was derived from 'Parker', Rosenburg's partner and backer, and 'Kalon' the ancient Greek word for beautiful
1927 - P-K drive screws used in the engine of Spirit of St Louis for its historic Trans-Atlantic flight
1935 - 'Parker-Kalon' becomes registered trademark "For every invention of Edison and Ford, Parker-Kalon screws will fasten them together"
1937 - Advertised in the UK as Nettlefolds' Parker-Kalon Hardened Self Tapping Screws, made under licence
1938 - 64,000 P-K screws used to restore the crumbling Statue of Liberty
1942 - P-K screws used extensively in the construction of WW11 aircraft
1964 - Division of General American Transportation Corp
1982 - Bought by Emhart Technologies.
1989 - Emhart was acquired by Stanley/Black & Decker.
2013 - Parker-Kalon manufacturing closed



The fuel tank board was initially retained by five Parker-Kalon 'J' type set screws #BD19059/1 and one self tapping (hex head?) screw #BD20641/1. The set screws had flange type countersunk cup washers #BD18545 whilst the self-tapper had a special washer #BD541/34.
August 1961 SPC:


After the first 500 or so cars the board was retained by three P-K 'J' type set screws #BD19059/2. The Parker-Kalon set screws are unique in their thread design which had flat edges. They fitted into a spot welded captive receiver (Simmonds Fix Nut) and were used through S2 production although they are usually missing or replaced on most cars.

June 1963 SPC:








The spot welded receiver aka 'Simmonds Fix Nut':


The Parker-Kalon screws were also used in other parts of the car - battery terminals and fixing the frame at the top of the door for example.



The Parker-Kalon 'J' type set screws are available from Richard Smith. The special washers are not available however this drawing can be used to find a close match or press your own washers:


Notes:

1. My thanks to Harold Lang and Catherine Roberts who sent me the pictures of the Parker-Kalon set screws and washers from #889652 December 1963 OTS. Harold also went to the trouble of measuring the screws and drawing the washers.
2. Chris Vine says: "By the S2, they are listed as DJZ510/14C rather than by a BD part number (according to the XKEBooks parts manual) - which matches the head type, tip for a spire nut and length, although it implies a Zinc Clear finish. The S2 single self-tapper at the rear has a hex head - DJZ110/14C"

[Heuer]

Decals and Stickers

In keeping with most other vehicle manufacturers Jaguar did not allow suppliers to add decals or stickers to their product when used in the E-Type. Sir William may have felt he should be paid to advertise others products or he did not want to give his customers the impression the E-Type was assembled from a pile of supplied parts. The only decals appearing on the 3.8 S1 were those applied by Jaguar for owner information (running in instruction disc, tachometer green sticker, OTS hood instruction, fuel pump warning etc). The only exception, as far as I know, is the Reservac stencil. These are some of decals appear on restored cars:

Lucas coil decal - The coil was bare aluminium and date stamped on the base. None of the cars at the start of this thread have the decal and they do not appear in the production line photos after the early cars:


Later 3.8's:

The JNCA Judge?s Guide cites the sticker should be present based on the drawing of the part in the J30 SPC and it should say 'Fluid Cooled':



However the J37 SPC shows the later coil (riveted Lucar connectors) without a sticker:

If you purchased an aftermarket Lucas coil it would however have the decal. They start to appear on period photos of the 1965 S1 4.2 cars. My view is they were on the first 500 and not on subsequent 3.8's.

Lucas Screenjet ? I cannot find this sticker on any period photos or any of the cars as the start of this thread. The J30 SPC shows the bottle mount without any sticker yet in contradiction to its advice on the coil the JCNA Judge?s Guide says it should be there.


All after-market Screenjets displayed the sticker:


Coopers Air Filter - the blue decal on the air box was not attached at the Factory. It is after-market and came with the replacement filter


Triplex Laminated - only appeared on the S3 cars


Lucas Battery - The battery used on the S1 E-Type was a MILAM (Made In Lucas Acid-proof Material) cased Lucas FRV 11/7A, 9 5/8" x 7 5/8" x 5 5/8", 57Ah capacity, tar topped with separate Lucas branded black filler caps and six exposed round copper cored lead 'links' connecting the cells. The battery had Lucas lettering moulded on the side in black (not the 1970's red and gold logo sticker!) the same as the rest of the case. None of the original batteries had the ?Lucas? script highlighted in white and the filler plugs were black to Jaguar specification. There is a picture of 9600 HP with a white logo Lucas battery but I believe this was done for publicity. Period Lucas adverts are no guide as the illustrators invariably highlighted the Lucas text in red, white gold or yellow for effect.


AC-Delco Blower Motor - these were totally devoid of any manufacturer data other than the #7957136 part number and did not have the 'direction of rotation' decal simply because it is not a Smiths blower motor. Ditto the {SI} Smiths decal:

Smiths - not fitted to any E-Type:


John Bull hoses - the coolant hoses were supplied by John Bull, part of Dunlop, and after-market hoses had a bright yellow and red sticker. These did not appear on the production line hoses


Bluecol tag - although Bluecol (owned by Smiths Industries) was standard fill at the Factory the tag was not fitted. It was after-market or service department applied:


Trico Reservac - all the 3.8's did have Reservac tanks with the stencil applied, albeit badly:


The one thing Jaguar could not control was having components with the makers name and production data cast or stamped in. e.g. Lucas wiper motor, Marston radiator etc

[Heuer]

How the first cars were built

This description was included in the Press Launch pack:


it answers a few questions that are frequently asked. The body was assembled, complete with front frames, before going to the paint shop. After painting the front frames were removed and the engine and front suspension fitted before being re-united with the body. This means a) the bolts were not painted as new ones would have been used in place of the slave bolts and there would be no paint under the frame attachment points. The method of production changed over the years but this is how Jaguar planned the production in 1961.

These were the planned assembly steps:



These were the costs:

[David Oslo]

I've recently finished a careful paint stripping of my 30K mile one-owner car, and can confirm in reverse sequence the paint layers. Under my pale primrose I had a layer of grey primer (which I assume was a sort of filler / primer - known as surfacer in the trade), then red primer (as in red oxide) and then black phospate on the bits that got dipped.

When the car was bare metal it was simple to see the trajectory the body took through the dip bath. Firstly nose down at approx 45 degrees, dipped up to approx 6" along the bonnet bulge, then raised a bit, parallel with ground and dipped such that the bottom few inches of the doors got bathed (hence also the entire sill section and floors) then nose up, approx 45 degrees and back end / tail deep enough in the bath to take the bottom half of the tailgate.

Maybe the dip pattern was deepened during the years, but this for sure was how my Dec '66 built car was done.

[JagWaugh]

Minor trivia point. Here in Switzerland, self tapping sheet metal screws with a blunt end (as opposed to woodscrews) and spring clip screws are referred to as "Parker Screws".

Andrew

[Heuer]

Fuel Filter brackets

On the first 500 outside bonnet lock cars the bracket retaining the AC-Delco fuel filter was a short ?L? shape and was fitted pointing pointing downwards. Note the single central mounting hole:


The introduction of the inside bonnet locks meant the fuel pump needed to be moved to clear the linkage so a new bracket was introduced. It both moved the pump away from the bulkhead and raised it. The elbow had a reinforcing pressing and the bracket was fitted pointing upwards, with the mounting hole to the side:


The bracket was painted a grey/green colour (BS381C-283 Aircraft Grey Green or BS381C-694 Dove Grey is a good match) but some have been seen to be painted black.

[Heuer]

Filler Panel Seating Stop/Tail Lamp

The stop/tail lamp assemblies were each attached to two fixing brackets welded to the lower rear panel assembly. On the OTS there was a filler panel which enclosed the light assembly on each side - #BD18945 and #BD18946:


These allowed rubber/foam seals to be fitted to eliminate exhaust fumes and moisture being drawn into the boot area:


Surprisingly the FHC had no such filler panels and seals:



The build was changed with the S1 4.2 FHC (still trying to find out when) and the filler panels were introduced - same part number as the OTS so no design work required. Perhaps Jaguar thought there was a positive air flow in the FHC which kept the cabin pressurised and prevented fumes getting in. The OTS had no such air flow and owners probably complained of the smell of fuel/oil/exhaust on their luggage - my wife certainly does!

[Ian Howe]

Hi David

Do you mind if I question the colour of the petrol filter bracket being black - below are photos of the bracket of 875039 - and I have seen quiet a few this colour. Out of interest the bracket holding the brake pipe of the front upright is the same colour.







Ian

[Heuer]

Thanks Ian

Angus and I were having this conversation only yesterday as his very original 1967 car also has the filter bracket in the same grey green as used on the brake master cylinder bracket, stone guard surround, header tank supports and the brake hose bracket. The red OTS and blue FHC at the start of this thread appear to have the bracket in black though. Angus has also found another part painted grey green which he will no doubt post. The white OBL above also appears to have a grey bracket once I enhanced the picture. So grey green looks to be correct as I found this picture by Geoff Green of the parts from his 1961 car. I will update the above post accordingly:

Note: I have found BS381C-694 'Dove Grey' is good match (thanks to Ken Verity) or even BS381C-283 Aircraft Grey Green, having that "tint of green" everyone talks about. My technique is to paint the part with Aircraft Grey Green and then use a light overspray of Dove Grey.

[Ian Howe]

Bulkhead access holes

Another little know variation is in the construction of the inside of the bulkhead - the access holes at either side of the bulkhead are different sizes - larger on the later cars. Small 'circular' holes on inside of bulkhead - also showing the attachment brackets for the instrument panel that were pop riveted on early in production:


1962 roadster with larger oblong holes: