FACTORY FIT - Series 1 3.8

[Heuer]

Three more parts which are not illustrated in the Parts Catalogue, are usually missing and replaced with standard bullet connectors:




These fit to the bonnet bulkhead inside the front wings (on all S1 and S2 cars). They are:
10 way termination block #C2532
5 way termination block #C2796
Bracket for 5 way termination block #3570

[265bhp]

And here they are:



plus a detail of the handle:


regards
Jonathan

[Heuer]

This is the hatch door latch from an early car as it has only two attachment holes (top in picture) whereas later versions have three.


Has been unavailable but Richard Smith is going to have some made (he wanted pictures of mine to validate against his original).

[Heuer]

These double spring washers, or 'Thackery' washers, are used under the battery tie down wing nuts (1/4"), on the clutch pivot pin adjuster (5/16") and accelerator linkage fulcrum lever (RHD cars only). They are used to allow some controlled play:


Used on all S1's and S2's.

[Heuer]

Sometimes missing or not used this clip secures the SU overflow pipes to the oil filter assembly:


Also applies to the 4.2 cars.

[abowie]

I wondered what the hell these were for. Do you have a picture of one fitted?

[Heuer]

Difficult to get a picture on the car but this is how it fits on the oil filter housing. The three copper SU overflow pipes are gathered together in a line of three and supported by the bracket:


The Service Manual shows the routing:


Incidentally the four bolts holding the filter assembly each have a copper washer under the steel washer to prevent oil leaks

[Heuer]

Just spoken with Richard Smith and he has a NOS supply of the bonnet cable clip. There are no reproductions

Be the envy of your friends! - rmj@rmjsmith.fsnet.co.uk 01270 780954

[Heuer]

True to his word, Richard has produced the 3.8 seat adjuster arm support straps in 10 days as promised! Also sent me a NOS bonnet harness clip as mine is missing on the OTS. £5 for each of these three items.


Hencefoth every 3.8 I sit in I am going to press down on the seat adjuster and if it moves there is going to be lots of head shaking and sharp intakes of breath Having installed these I can understand why they are missing off so many cars! It would be quicker to set up the front suspension There is little adjustment so you have to gently bend the arm to get the seat adjustment working. A fraction of an inch out and the seat won't move :x

[Heuer]

Cheney Clips

Jaguar used Cheney clips on the coolant hoses, the steering rack bellows and the petrol filler hose.

C. W. Cheney & Son Ltd
Manufacturer of locks, latches, clips, buttons and hinges. Factory Road, Hockley, Birmingham
1920 Established by Charles William Cheney
1944 Patented the Cheney clip
1994 Company bought by Frantzen (Germany)
2000 Acquired by Cumberland Leasing Corporation
2001 Acquired by F.H.Tomkins Buckle Company Ltd. of Brockhurst Crescent, Walsall



They are distinguished from other clips (note not 'clamps') by having a round slotted screw head and screw perforations that do not go completely through the mild steel bands so as to protect the hose from damage. They were bright cadmium plated which mellows to grey with age. Markings should include the company name (one of two styles as below), the size, 'England', 'Double Grip' and AGS or BS number. The differences between AGS and BS are:

1. BS3628 "Specification for hose clips (worm drive type) for general purpose use" was issued on 31 March 1963. So Cheney clips marked BS3628 would be later than that date, how long after would depend on when Cheney signed up to the BSI spec (it was not compulsory), how long it took to re-tool and how long it took the BS marked clips to enter the supply line. The BS3628 specification has been withdrawn and no longer valid

2. AGS605 is an aeronautical standard for clips which was managed by Society of British Aircraft Constructors founded in 1916, known as SBAC, the UK's national trade association representing companies supplying civil air transport, aerospace defence, homeland security and space. It is now managed by ASD Standards Organisation. Specification AGS-605-012 "Clip, Hose (Type J) Assembly" is sill in valid, in its twelfth edition.

3. So BS3628 clips could only be on cars produced after March 1963 at the earliest, AGS.605 clips can be on any car as they were made and supplied to the aero industry (or car manufacturers depending on what Cheney had in stock) until production stopped in 1994. They could therefore appear on any age car.


Cadmium plated reproductions are available from XK's Unlmited (USA) and Bresco (UK) amongst others but they are not particularly strong, especially the smaller sizes:




Jubilee clips use the same size reference as Cheney:



For the 3.8 coolant hoses you require:
C2905/1 = Cheney 00 (4 off)
C2905/2 = Cheney 0 (4 off)
C2905/4 = Cheney 2A (6 off)
C2905/5 = Cheney 3A (2 off)
C2905/12 = Cheney 1X (2 off)

For the steering rack:
C2905/4 = Cheney 2A (1 off)
C2905/2 = Cheney 0 (2 off)

For the fuel tank:
C2905/1 = Cheney 00 (2 off)
C2905/7 = Cheney 5A (2 off)

For the oil filter return pipe:
C2905/2 = Cheney 0 (2 off)

Note 1: The vacuum hose clips C15886/5 (4 off) are not the Cheney screw type

Note 2: They are not a very good design as the mild steel stretches and the simple slotted screw makes tightening up difficult. Suggest you only put them were they can be seen or where you can easily get at them; for everywhere else use s/s Jubilee clips, especially the fuel tank unless you like the smell of petrol! If you are more interested in driving the car rather than showing it use s/s Jubilee clips everywhere for leak free motoring. Now you know why Jaguar added two bottles of Bar Leaks to every car's cooling system on the production line!

Note 3: Jaguar also used 'Regent' clips at various times but never 'Jubilee' clips as far as we know

Note 4: Cheney also made clips in metric sizes which were supplied to Ferrari and Maserati amongst others. These have different markings stamped on them.

Note 4: More info here: http://forum.etypeuk.com/viewtopic.php?t=4913

[Heuer]

Horn Push

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





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



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

[Heuer]

Toolkit


A Hardura tool-roll secured with a leather strap was supplied with every car. The tools were variously marked (or not marked) as 'Garrington', 'Garringtons' 'Snail Brand', 'Eagle', 'SSP', 'TW', 'Bahco' or just 'Sheffield Made in England'.



John Garrington & Sons
of Albert Works, Darlaston, Staffordshire. Telephone: Darlaston 194/5/6. Telegraphic Address: "Garrington, 'Phone, Darlaston". (1937)
of Newton Works, Bromsgrove and Albert Works, Darlaston, Staffordshire
1837 Company founded.
1877 John Garrington died at the age of 78. His sons, Richand (born 1837) and Benjamin (born 1838), took over the running of the company.
At some point F. W. Cotterill of Darlaston absorbed John Garrington and Sons and the two companies became part of GKN.
1937 Listed Exhibitor - British Industries Fair. Drop Forgings for Aircraft, Automobiles, Motor Cycles, ordinary Cycles, Tube Trades, Agricultural Fittings, General Engineering and Toy Trades. (Stand No. D.518)
1937 Listed Exhibitor - British Industries Fair. Drop forgings for all classes of Aircraft, Shipbuilding, Locomotives, Railway Construction, Automobiles, Machine Tools and General Engineering, etc., in Carbon and Alloy Steels and other metals. Special attention given to heat-treatment. (Stand No. B.606)
1951 Name changed to Garringtons
1961 Manufacturers of drop, upset and precision forgings, and manufacturers of hand tools, induction heating equipment, precision turbine blades and railway buffers and couplings. 3,000 employees.
1968 New fully-automatic forging plant. Part of GKN Forgings




Accles Ltd
Accles Ltd, general engineers, makers of cycles and cycle components, motor cars, arms and ammunition, of Holford Works, Perry Barr. Although the four box spanners are not marked with a makers name I believe they were produced by Accles & Pollock.

1888 The Gatling Gun Co took over Holdford Mill from the National Arms and Ammunition Co.
1891 Grenfell and Accles Ltd took over the business of the Gatling Gun Co in liquidation.
1896 New company Accles Ltd was set up as a public company to take over the businesses of Grenfell and Accles Ltd and Accles Arms and Ammunition Manufacturing Co and operate them as going concerns; J. G. Accles would join the board. The company would exploit the relatively new process of cold drawing with its considerable potential in the booming bicycle industry. A new weldless steel tube shop would be erected by the vendors; the main activities already at the works were cycles and general engineering and ammunition; a new machine shop would be erected; contracts had been entered into for making the Li-mi-num cycle.
1896-98 Produced a motorised bicycle and tricycles for the British Motor Syndicate
1897 The Fleet Cycle Co was formed and negotiated an agreement with Accles to supply cycle manufacturing equipment to Fleet; eventually it was decided the 2 companies should merge but the agreement had not been signed by the time Accles went into liquidation.
1898 Accles Ltd went into liquidation. The Lu-mi-num Manufacturing Co, in liquidation later that year, had previously placed a large order with Accles for cycle frames; the Accles' receiver had written to shareholders in Lu-mi-num Manufacturing Co that he had taken possession of the business but this did not include Fleet Cycle Co Ltd. The Fleet Cycle Co was later wound up. Accles' secretary, Charles Barlow, took over Accles, forming Accles Tube Syndicate, a venture unconnected with George Accles.
1899 Accles took out patents for a carburettor and for ignition systems for petrol engines.
1899 Accles Tube syndicate formed.
1899 By October, the British pioneer motorist Charles McRobie Turrell, who had helped organise the 1896 London-Brighton "Emancipation" run, joined Accles. A joint 'autocar' patent was taken out, shortly followed by the forming of 'Accles-Turrell Autocars'.
1899 Reference to the Accles machine gun as one of several that had been tested by the US Government.
1900 The Accles works were advertised for sale by order of the High Court.
1900 A new company Accles Turrell Autocars was registered to implement an agreement to acquire the business of motor car and motor cycle manufacturers carried on at Holford Works under the style of Accles-Turrell; the first directors appointed were J. G. Accles, Charles McRobie Turrell, Thomas Pollock and Joseph P. Bedson.
1901 The name was changed to Accles and Pollock, after financial backing was provided by Tom Pollock.
1902 February. The Company was forced to leave Holford Mill, moving to Oldbury.
1910 G. Kynoch and Co acquired Holford Mills

Accles & Pollock

1898 After Accles went into liquidation, Accles secretary, Charles Barlow, took over, forming Accles Tube Syndicate a venture unconnected with George Accles.
1900 A new company Accles Turrell Autocars was registered to implement an agreement to acquire the business of motor car and motor cycle manufacturers carried on at Holford Works under the style of Accles-Turrell; the first directors appointed were J. G. Accles, Charles McRobie Turrell, Thomas Pollock and Joseph P. Bedson.
1900 The Accles works were advertised for sale by order of the High Court
1901 Pollock Engineering Co acquired the rights to make the Accles-Turrell car.
1901 The name of the company (presumably Accles Tube Syndicate) was changed to Accles and Pollock, after financial backing was provided by Mr. Tom Pollock.
1902 The Company was forced to leave Holford Mill, moving to Oldbury in February 1902.
1905 Produced the first tubular box spanners.
1907 Produced the first tubular sections for aircraft and the first tubular furniture.
1909 Two acres of land were acquired in Rounds Green, Oldbury which became Paddock Works.
1910 Incorporated as a limited company for the purpose of amalgamating Accles and Pollock, Oldbury Tube Works Co., Oldbury Steel Conduits Ltd. and Merriman Ltd. The latter 2 companies were then put into liquidation; C. T. Barlow was chairman of Merriman Ltd and Thomas Pollock was chairman of Oldbury Steel Conduits Ltd
1910 Accles and Pollock built the world's first all-metal aircraft, the Mayfly, in their Oldbury factory, using a steel tubing structure.
1914 Manufacturers of steel tubes and electrical conduits and fittings. Specialities: steel tubular parts for cycles, motors, aeroplanes etc. and steel for press work, tubular box spanners, Oldbury system of electrical conduits and fittings. Employees 700.
1919 Advert for tubular box spanners and steel tubing.
1919 The company was purchased by Tube Investments (TI).
1927 Advert for cold-drawn weldless steel tube and tubular components.
1937 Makers and manipulators of weldless and stainless steel tubes, and cold rolled metal sections. "A. and P." and "Ankh" Weldless Steel Tubes. "Apollo" Tubular Box Spanners and Wireless Masts.
1939 Exhibit displayed at New York World?s Fair, an astonishing demonstration of Accles and Pollock?s range of tubing and their ability to manipulate tubes with internal fins, not to mention the maker?s ability to fit everything together perfectly in the case! Now on display at the Black Country Living Museum
1947 British Industries Fair Advert: 'Sporting tubes take their stand'. "True-Temper" and "Apollo" Tubular Steel Golf Shafts, "Apollo" Tubular Steel Fishing Rods and accessories, Archery Bows and Arrows, "Roberts-Apollo" Javelins and Ski-sticks. (Sports Goods Section - Olympia, 1st Floor, Stand No. F.1829)
1963 The company's stainless steel interests were incorporated in T.I. Stainless Steels together with Talbot Stead Steels and Chesterfield Tube
1968 Supplied zirconium pressure tubes for the Winfrith power station.
1996 TI sold the company to the Hay Hall Group.
1998 Sold to the Senior Engineering Group.
1999 Acquired by Tyco International.

From Gatling Guns to Box Spanners - quite a heritage!




Some spanners in the tool kit are marked 'SSP' which stands for 'Sheffield Steel Products':

Sheffield Steel Products
of Templeborough Works, Sheffield. Telephone: Sheffield 41241. Cables: "Solidity, Sheffield

1918 Private company.
1919 Company made public.
1919 Acquired the National Projectile Factory at Templeborough, Sheffield
1920 At time of public sale of shares, claimed to be "largest manufacturer of table cutlery in the world"; consisted of a number of companies which had been amalgamated into this company:
W. K. and C. Peace, Carr, Wild and Co, Boswell, Hatfield and Co. Moses Eadon and Sons (wholly owned). E. W. Cheesman and Co, Joseph Peace and Co, Arnold and Son, Chaucer Plating Co, Sheffield Scissors, Razor and Tool Co, Oxley Brothers (wholly owned), Hemmings and Co, Amalgamated Stampers which incorporated stampers and drop forgers Armstrong, Stevens and Son, Smethwick Stamping Co and Steel Stampings Ltd, Acme Screw Co and Herbert Plumpton. By linking these businesses, the company hoped to achieve economies of manufacture from vertical integration and investment in new machines., including steel plant and rolling mills.
1922 Recognising that retailers were making a substantial margin on the company's products, another company was established, Sheffield Steel Products (Stores) Ltd, to establish and operate retail establishments in various parts of the country
1923 Capital reconstruction instituted as the only alternative to winding-up
1925 Major reorganisation had been implemented; clear break established with the Stores business; the company would concentrate on the wholesale trade
1927 The Stores business was put into voluntary liquidation
1929 Listed Exhibitor - British Industries Fair. Manufacturers of Cutlery and Tools, Stainless Steel Table Cutlery, all Metal Cutlery, Electroplate, Spoons and Forks, Canteens and Cabinets, Pocket Knives, Garden Shears, Saws, Edge Tools, etc. Magneto Magnets, Telephones, Meters. (Stand No. J.35)
1936 Sold Smethwick Stamping Co
1936 Created new public company Armstrong, Stevens and Son Ltd which it sold to Messrs Victor Riley and John Harper Bean who then sold shares to the public.
1939 Sale of surplus land at Templeborough; capital reduction. Acquired Burt Brothers Ltd of Birmingham, coppersmiths and metal spinners
WWII Made 12 million solid-handled knives, 2 million clasp knives, as well as files, permanent magnets, wire cutters, saws, edge tools, etc
1959 Purchased by Arusha Industries Ltd.
1961 Manufacturers of magnets, files, tools, cutlery, stampings and pressings. Brass and coppersmiths and metal spinners.
1965 Sold British Rustless Iron and Steel Products to Hiram Wild



Some spanner sets were marked 'Snail Brand'

Snail Brand
They were made by Thomas Smith & Sons of Saltley Ltd., Birmingham. Thomas Smith is said to have chosen the snail as his brand because his motto was, "The snail may be slow, but he gets there in the end"


1848: manufacturer of velocipedes and small hand tools.
1896: operating out of Saltley Mill in Birmingham.
1937: in addition to custom drop forgings, they advertised spanners, adjustable wrenches, hammers, and hatchets of all descriptions. 1960's: factory was moved from Saltley to Coleshill. Many of their products (hammers, hatchets, garden tools, spanners (chrome-vanadium & carbon steel) plus their adjustable & pipe wrenches) were exported to India.
1973: became part of Smith Francis Tools Ltd of Priory Works, 68 to 70 Cheapside, Birmingham. Founded 1934.



Some spanner sets were embossed with the TW logo.

TW (T. Williams)
Maker of spanners and pliers, of Tilton Road Works, Small Heath, Birmingham 9
1958: Acquired by Eva Brothers
1960: Drop forgings and tools.
1962: Subsidiary of Eva Industries
1973: Acquired by Smith Francis Tools Ltd of Priory Works, 68 to 70 Cheapside, Birmingham. Founded 1934 and still in business today.




The toolkit was a roll, not the saloon style round case which may have been fitted to the very first cars for publicity purposes as this picture of 9600 HP shows:

Illustration of 4.2 toolkit (different jack, screwdriver and federal spinner wrench but otherwise the same as the 3.8 ):



For identification purposes:
Single bladed screw driver marked JAGUAR (twin bladed from Jan 1963)
4″ adjustable spanner marked JAGUAR and GARRINGTONS
2 dome top Tommy bars, 6" and 10"
Type pressure gauge marked DUNLOP No. 6 J (note the 'J'; there is a Dunlop No 6 without the J)
Brass tyre valve extractor marked DUNLOP
4 Box spanners - 3 nesting 6″ long (smallest was 5" long up to December 1961):
7/16 x 1/2 & 9/16 x 5/8 & 3/4 x 7/8 - all marked A/F
1/2 BSF x 3/4 A/F
4 open ended spanners marked JAGUAR and SSP:
3/4 x 7/8 AF
9/16/ x 7/8 AF
7/16 x 1/2 AF
11/32 x 3/8 AF
Valve timing gauge
Pliers marked SHEFFIELD and SSP
Feeler gauge marked 6, 4 & 8
Lucas points setting tool
Grease gun marked Teclamit GC 3020 with paper wrapper and blue or red print
Handbrake adjuster (notionally only supplied for the very early cars)
Dunlop brake bleeder pipe in tin

Note: Box spanners were gun blued up to Dec 61, after that a black oxide finish.






















Early tin without logo

Later tin with Dunlop logo introduced in November 1961:


Some toolkits contained this angled screwdriver #C10154 for securing the battery terminals. It is listed in the XK and Saloon SPC but not in the E-Type SPC. It is an essential item however:


The 1961/62 cars had a single fixed flat head blade screwdriver. From cars #850648/878937/861071/888138 a three part screwdriver was introduced consisting of handle, flat blade and cross head blade presumably to coincide with the introduction of Phillips screws on the car. Note: these are NOT Pozidrive screws!


With the introduction of the Duplex pulley's and belt a spare fan belt was supplied and this leaflet was included with the Handbook:


Jaguar probably included the spare because Duplex belts would have been hard to find if one broke on the road.

Note: Roger Payne has written a very comprehensive set of articles for the Club magazine (June - Nov 2017) detailing all the changes to the 3.8 toolkit. Bud Marston has written a very clear and concise article detailing all the tools and can be found in the JCNA journal.

[Heuer]

Low pressure hose clips

Part C15886/5 the clip marked 5/8" used to secure the vacuum hoses; 4 required. Note they are not Jubilee or Cheney clips:



Richard Smith has NOS clips for £2 each.
The same part is listed in the Spare Parts Catalogue as securing the hose to the clutch/brake fluid bottles and the smaller C15886/4 for securing the hose to the hydraulic pipes. However the current types of available hose are less than 5/8" so these clips will not fit to ensure a leak free joint. The original Girling 'yellow strip' hose was 5/8" but no longer available.

Breather pipe clips C.15886/8
These 7/8" clips were used on the post 500 cars to secure the breather hose to the manifold plenum. They were also used on the S1 4.2 cars:

[Heuer]

Spark Plug Caps

Plug caps and spark plugs were supplied by the Champion Spark Plug Co. of 83 Pall Mall, London, SW1 (1937) and of Feltham (1963):
1899 Albert Champion, a champion bicycle racer, left his native France for Boston, Massachusetts.
1904 Champion established the Champion Spark Plug Company in Boston
1908 Albert Champion split with his Boston investors, who kept the Champion Spark Plug Company name.
1908 With the backing of the Buick Motor Co., Champion began a new company called the Champion Ignition Company. Albert Champion was appointed president.
1909 Following a legal challenge by his former company the name was changed to AC Spark Plug Company, after Champion's initials
1916 Alfred P. Sloan formed General Motors Corp. and eventually acquired Buick and AC Spark Plug
1927 Champion died of a heart attack. General Motors purchased the remaining stock held by Champion's estate and took over the AC company.
1937 Sparking plug manufacturers. "Champion" Sparking Plugs
1954 Plugs supplier to Rolls-Royce.
1963 Motor Show exhibitor. Spark plugs


The very early 3.8's had WC548 spark plug caps with the circular 'Champion' lettering on the top and a dot in the centre (known as Champion 'Dot' caps) e.g Car #875103 dispatched June 1961:

All UK cars had suppressed plug caps by law to prevent RF radiation interfering with emergency services radio:
WCX548 'dot' caps:





The 1959 Mini used the 'Dot' caps and and some Mini owners are totally committed when it comes to originality so the above set of four caps, in so-so condition, sold for £800 on eBay They are occasionally available as reproductions from the 1959 Mini Register http://1959miniregister.com/ at £90 for four - talk to them nicely and they may sell you six!

Norman Motors Ltd appear to be selling a set of six for ?68: http://tinyurl.com/qzcpr4y



From about October 1961 onwards the Champion WC548 'Oval' plug cap was fitted. This is the January 1963 blue FHC from the start of this thread (albeit with the later August 1964 conduit fitted):



Reproductions of the WC548 are available from 'The Green Spark Plug Comany' http://www.gsparkplug.com/shop/ although they do not have the word 'Champion' embossed. The ones from Steadyfast Cycles do however: https://steadfastcycles.com/collections ... g-and-wire and they provide a prompt service. Champion also produced the WCX548 which included a 5k suppression resistor for use with a radio. The WCX548 (pictured on the right) is not currently reproduced.


From mid 1964 Champion issued the WCX600 plug caps with their 'bow-tie' logo, still produced by Champion and readily available today. The 'X' signifies it includes a 5k suppression resistor. SPC J30 June 1963 says "#C16979 Terminal For Sparking Plug Leads (Incorporating Suppressor)".

1951 advert showing 'Bow-tie' logo

1964 advert showing 'Bow-tie' logo:


In Summary (dates approximate):
Up until September 1961 - Champion WC548 'Dot' caps
Up until June 1964 - Champion WC548 'Oval' caps
June 1964 onwards - Champion WCX600 'Bow-tie' caps (suppressed)
Export cars #C17456 (no suppressor) was specified so a WC548 dot or oval.
UK cars #C16979 was specified so WCX548 dot or oval with plug in suppressors. All cars were eventually fitted with the WCX suppressed plug caps (bow tie design by then) as witnessed by the Nov 1965 J37 parts catalogue.



Spark Plugs

The early 3.8 cars were fitted with Champion N-5 plugs later replaced by N-12Y spark plugs due to reports of fouling. Plug bright metal bodies were originally stamped Made in England, modern replacements are marked Made in Belgium.








N = 14mm thread, 3/4" reach, 13/16" hex
5 = heat range, 12 is hotter
Y = Projected Cone Nose electrode
C = Copper core




Showing the projected nose cone electrode of the Y suffix plug compared to the N-5 above:


The spark plugs are no longer made in England and all modern plugs are marked N5C together with country of manufacture on the steel collar. R prefix denotes a resistor plug. If you intend to use the no-suppression resistor WC548 plug caps you should use the RN-12Y or RN-5C plugs which have a resistor built in to avoid radio interference. Champion N-12Y plugs can also be used as they are an equivalent.

'Hot' or 'cold' spark plugs
The words 'hot' or 'cold' when used in reference to spark plugs are often a source of confusion since normally a hot plug is used in a cold engine (low horsepower) and a cold plug in a hot engine (high horsepower). The terms actually refer to the heat rating or thermal characteristics of the plug - more specifically: to the plug's ability to transfer heat from its firing end into the engine cylinder head. With Champion plugs the higher the number the hotter the plug; NGK goes the other way!

[Heuer]

Keys

Wilmot Breeden (UNION) keys were used by Jaguar and many other British car companies. One side of the key says WILMOT BREEDEN, the other showing MADE IN ENGLAND and UNION The key code number was stamped on the face of the ignition switch - typically FP 626 through to FP 750 and FS 876 through to FS 955. FP come in Round and Square head shape only. A single key was supplied for both ignition and doors. The 3.8's had the round head FP key but towards the end of 3.8 production and for the 4.2's the square head FS was supplied.

The door locks, glove box lock, trunk lock will have numbers stamped on the body of the lock (No letters). The correct blanks are very hard to find but you could try Pete Groh: petegroh@aol.com cost is about $25 each if he has the blanks.







Key Fobs



The optional key fobs were the Jaguar 'wings' part #5194 available in any colour leather to match the upholstery:



From May 1962, the black leather with enamelled Jaguar 'Growler' part #9036. Some fobs had a heavy grain others were smooth:




Originals are hugely expensive (they were made by Castle Union Developments of Leicester and stamped CUD Ltd) but JCNA sell a repro #5194 for about $15 + p&p; the #9036 fobs are being reproduced by Classic Leather Fobs for £40

[Heuer]

Petrol Cap

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



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

Locking Petrol Cap

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

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


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






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

[Heuer]

Sun Visors

There were two styles of sun visor fitted to the FHC's although neither Haddock nor JCNA make mention or recognise the fact. The first style is rectangular with chrome plated plastic edging:

FHC #860040

The second style is trapezoidal in shape:

FHC #860294

Both styles were attached to the same type of chrome bracket with a separate push in chrome head at the other end. Either one was fitted throughout production of the S1 and it seems to have been done randomly. The rectangular style is the same as was fitted to the Mk2 saloon's so it was likely they fitted whichever was in stock. The trapezoidal version is far more svelte than the rectangular one and more in keeping with the E-Type's interior in my view. It is also narrower which probably makes it more usable on the small windscreen. The rectangular version was fitted to the 2+2's as they had a bigger windscreen.Both were trimmed in the same material and colour as the roof lining.

The chromed plastic trim is no longer available so restoration of the rectangular version can be difficult. As Haddock/JCNA do not recognise the rectangular version even exists I wonder if they were only fitted to RHD cars?

When sun visors were fitted to the OTS cars (around 1966 IIRC) they were trimmed in vinyl for obvious reasons.

[Heuer]

Alloy Dash

There were two types of alloy dash pattern. Early cars had the dots:


Later cars (from around November 1962 #860912, 850609, 878301 and 887131) had the cross pattern:

It seems likely the change from dot to cross pattern coincided with the change from the beech Coventry Timber Bending Co. steering wheels to the Mahogany grooved steering wheels. Porter says there was a third pattern consisting of "lozenge shaped dots" but I have never seen one. From about September 1963 the gearbox tunnel finisher was changed from embossed aluminium to leather. From January 1964 the radio panel was covered in vinyl.

[Heuer]

The Lucas 2SJ Screenjet

A Lucas 2SJ windscreen washer and glass bottle was fitted to the 3.8 cars. It was replaced from April 1965 on the 4.2 cars with a Lucas 5SJ windscreen washer in a plastic bottle. What is unique about the 2SJ version is it had a one touch, 5 second wash facility requiring three connections. Early versions (up to 1960) worked as follows (from the Lucas instructions):

"Water from the container enters the auxiliary reservoir through a gauze filter and inlet orifices in the base of the pump, and each operation of the pump discharges the contents of the reservoir through the nozzle and on to the windscreen. The pump rotor is designed so that when it is rotated at speed and is freely supplied with water from the auxiliary reservoir, a thrust is developed which causes the rotating parts to move upwards. This movement is employed: -

(A) to close a pair of electrical contacts situated inside the motor housing, and
(B) to close the water inlet orifices

The motor is set in motion by momentarily pressing the push-button operating switch. The subsequent upward movement of the rotating parts then closes the internal electrical contacts, thus maintaining the motor in motion, and cuts off the water supply to the auxiliary reservoir. When the latter is empty, the upward thrust is no longer present, so that the rotating parts move downwards to their original position, and the electrical contacts are separated, so stopping the motor. The water inlet orifices are opened to allow the auxiliary reservoir to refill in readiness for the next operation.
Air, to replace the water discharged, is admitted to the glass container through a groove in the rubber filler cover, and to the auxiliary reservoir through the mounting tabs."

Later versions worked by flicking the washer switch which started the motor running by connecting it to earth and also heated a bi-metallic strip enclosed in the motor housing which maintained an earth circuit allowing the motor to run when the switch was released. As the bi-metallic strip cooled the motor was switched off. There is a screw adjustment on the top of the motor housing to set the delay (the presence of this screw differentiates the two versions). In addition the washer impeller was at the end of a shaft enclosed in a plastic shroud which acted as a filter and to create a vortex of fluid assisting pressure. Frankly both versions were hopeless systems as setting the delay was difficult and if it went wrong it caused the motor to burn out. Having the impeller remote from the motor increased drag which also caused the motor to burn out. They come up frequently on eBay (they were fitted to many British cars of the period) but invariably include the caveat "Not tested but looks good". I don't know when the changeover from mechanical to bi-metallic timers occurred but I have a bi-metallic version and it is date stamped 1960. They are all date stamped on the rear side of the motor housing, usually highlighted in white. This is from a 1962 Lucas-Jaguar catalogue:











On the early cars the filler stoppers (they are actually 'measures' for doping the washer bottle so were not filled with sponge material as some owners claim) were a vivid metallic blue colour whilst on the later bottles these were changed to black. Other than the colour there is no physical difference except the blue versions seem to be made of a vinyl like material whilst the black versions are a rubber compound. I have not been able to establish when the changeover occurred but mid 1962 would be my guess based on the 1962 Lucas catalogue photo above (#860294 has a Screenjet dated 1960 and has the blue filler).



Expect to find pumps dated much earlier than your car production as Lucas made a lot of these for various car producers so stock levels were all over the place.

Car 875039 (courtesy of Ian Howe):




The labels also changed. Up to mid 1963 this label was in use:


Reproductions of both style labels are available on eBay.

Notes:

1. The 2SJ can easily be distinguished from the 5SJ or repro's by the fact they have three contacts, the 5SJ has only two. The 5SJ also does not have the remote impeller as it uses a more conventional pump and works a lot better.
2. Lucas Screenjet sticker: 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. Personally I don't think the sticker should be there as Jaguar were at great pains to ensure there were no overt decals advertising other companies products on the E-Type.
3. The washer bottle bracket is held in place by three slotted 1" long screws #UFS419/8H with distance pieces #BD18957/1 keeping the bracket away from the bulkhead.
4. 2SJ Screenjet service instructions can be found here: Lucas 2SJ service guide: https://www.dropbox.com/s/w98c0ckmhl3iw ... s.pdf?dl=1
5. The Lucas 2SJ Workshp Manual can be downloaded here: https://www.dropbox.com/s/01ywmcf7z1sz8 ... J.pdf?dl=1

[Heuer]

Car Jack

Shelley

The first 5,000 or so cars (~ June 1962) were fitted with a Shelley LJ225 droop snout three stage jack.
Right Hand Drive OTS: to #850548.
Left Hand Drive OTS: to #877518.
Right hand Drive FHC: to #860660.
Left Hand Drive FHC: to #886246.

It was the only jack in the LJ225 range to be three stage so is unique to the E-Type. Earliest cars had a plain droop snout jack whilst later on there was a reinforcing gusset on the snout following reports of breakage. The jacks are dated.

R. T. Shelley
Makers of automotive accessories
1908 - Private company.
1908 - The Norton company was bought by Bob Shelley, who owned R. T. Shelley, an automotive accessories manufacturing business. Most people credit James Norton with the success of the company but actually, without Bob Shelley, there probably would not have been a Norton motorcycle company at all. R. T. Shelley were already suppliers to Norton so the transfer of power was made a little easier - however the relationship between Bob Shelley and James Norton was not a good one.
1913 - James Norton was not a business man, his strengths lay elsewhere. His company ran into trouble and was forced into liquidation in 1913.
1916 - the Shelley company moved to Phillips Street, Aston. Bill Mansell moved from R. T. Shelley to take over Norton management and under his guidance the company was reformed in 1926, the new company name being Norton Motors (1926) Ltd.
1953 - AMC acquired Norton including its wholly-owned subsidiary R. T. Shelley.
1961 - General engineers, manufacturing tools and components for automobiles and aero engines, also manufacturers of lifting jacks for private and commercial vehicles. 400 employees.
1969 - Tangye, another jack maker bought out Shelley and the company renamed Tangye-Shelley Limited, Gough Road, Greet, Birmingham B11 2NG



Droop snout without reinforcing gusset:









Shelley with 95% original finish and note the 'black' operating rod - probably hot dipped in oil as with other tools:






This is the clip used to retain the lever (exact copies available from Richard Smith) and where they are located:




Over the 14 months of Shelley jack use by Jaguar, the very first examples were date coded LJ225 59, followed by undated LJ225, then finally date coded LJ225 61. Only the very earliest E-types, up to about May 1961 build, had the LJ225 59 dated bases. Shelley supplied the jacks to Jaguar in protective single ply hessian bags (stitched into a triangular shape to match the jack) to protect them from paint chips during transport as was the jack handle (in a tubular bag). You can use this type to make your own:


After stitching turn them inside out, push any excess into the base of the jack.

Shelley jack in its correct 'factory fit' position with its protective hessian bag (sometimes thick paper bag) and anti-rattle wedge (a piece of rubberised felt, black on one side 18"x18"). The jack and handle in their hessian bags as can be seen in the bottom picture:



Period photo. Notice the can of touch-up paint and the hessian bag covering the jack and handle.


Correct colour seems to be BS632 Dark Admiralty Grey or RAL7030 Stone Grey or Rustoleum Painters Touch 'Winter Grey' Gloss which has been available since 1921 and was popular on wheelbarrows.
Jack handle is a straight 3/8" x 18" long bar retained by clips in wheel well (original style clips are available from Richard Smith); it is invariably a loose fit in the jack as the hole wears with use. If you want it perfect you can use filler but you can never use it again. You should consider the Shelley as for 'decorative' purposes because its design makes it unstable on anything other than a perfectly flat surface and that bullet shaped head can easily punch a hole in the cill. Always carry a modern jack or a Metallifacture version.

Metallifacture

1930 - Metallifacture established factory in Baldwin Street, Nottingham with head office in Huntingdon Street, Nottingham
1967 - moved to Redhill, Nottingham
1999 - acquired by Dura Automotive Ltd
2003 - acquired by Magal Engineering Ltd
2010 - demolished
2022 - housing estate


Metallifacture was located in Nottingham, England as a manufacturer of jacks and tyre carriers for the European automotive industry. Patent for a "a jack comprises load-carrying member 11 which is raised relatively to a ground-engaging member 1 by rotating a screw 5, by a nut 7." was filed in October 1958. It's customers included Ford, General Motors, Rover, Nissan and Volkswagen."




From June 1962 #850549/877519/860661/886247 the Metallifacture with integrated handle was supplied by Jaguar:


Early Metallifacture jacks were stamped:

The patent was approved on 9th August 1962 and the jacks were then stamped:

A few hundred cars produced during June and September 1962 may have had the 'Patent Applied For' stamped jacks. However the early jacks had a manufacturing defect so you need too be careful if you intend using one: