Potential suppliers of wing (fender) mirrors

Known for their electrical equipment, Lucas also had a large range of rear view mirrors in their programme from the 1930s onwards. It is therefore logical that Jaguar first had a look at the Lucas mirror portfolio. Next to Lucas there were a large number of other (pre-war) mirror manufacturers like Wingard, Magnatex (TEX), Raydyot, Desmo, and many others. We have to note that in the 1940s and 1950s there were many countries without a legal obligation to have exterior mirrors and therefore  these mirrors were only offered as an “optional extra” or even to be purchased by the owner as an aftermarket product. In (some states of) the USA, however,  it was necessary to have one exterior mirror mounted at the driver side.

 1937 Lucas catalogue; note that Lucas 406 mirror dates from 1937

Wing (fender) mirrors for Jaguars: the 406 series with convex glass.

“First generation” Lucas 406 

In the mid-Thirties Lucas introduced the “Lucas 406 exterior mirror for mud-wing mounting” which was available as Nearside and Offside version. The 1939 Lucas Catalogue 400B refers to an outer diameter of 4  3/16 inch or 106 mm and lists the following part numbers:

406/29-OS     580.733                                                                                                                                                                  406/41-NS     580.736

The Lucas 406 series exterior mirror is mounted with a single bolt (5/16” BSF) through the front wing. It has a chromium plated round mirror head, and was available  with convex glass only. The mirror head is adjustable and is secured by a clamp using 3 screws. This implies that all Jaguars manufactured before the mid sixties could have convex mirrors only. Flat glass mirrors are a later addition or replacement.

 Original 406/29 convex glass mirror and box

The Jaguar Mark V parts catalogue lists the Lucas 406 mirror 580733/A for RHD and 580736/A for LHD. Apparently only one side was supposed to get a mirror  installed on the wing above the front wheel. We also find the description (supporting this) that some Jaguars only had an “O/S mirror” (off side or passenger side).

The RH(D) mirror Lucas part number 580733 is known as Lucas model 406/29: this a chromium plated 4¼” round exterior mirror with mounting Bracket 620783. Similarly, LH(D) mirror Lucas part number 580736 is Lucas model 406/41 and is fully identical apart from the Bracket, now part number 620784: the two brackets are “handed”. Note that the indication /29 and /41 relate to the type of Bracket used; this number is also found on the base of the brackets.

The Jaguar XK120 didn’t have the (factory) option to order exterior (wing) mirrors, but there are sufficient photos around to proof that the Lucas 406 mirror was used on the XK120. The most famous is possibly NUB120 which had the first generation Lucas 406/29 and 406/41 from 1950 onwards.

 NUB 120 with early Lucas 406 mirror

Please note that on NUB 120:

• The mirrors have been switched: the RH mirror is now on the LH side, possibly in an attempt to keep the mirrors within the maximum width of the car.
• The mirrors have been placed much closer to the driver and not on the top of the wing above the front wheels as later XKs normally have.

“Second generation” Lucas 406

Early 1953 Lucas introduced an improved version of the 406 series, which was indicated by adding suffixes to the Model number and by a new part number:

1. Model 406/29 became 406/1/29A with new Lucas part number 062587.
2. Model 406/41 became 406/1/41A with new Lucas part number 062590.

Note that the mounting Bracket (or stem) did not change with the new version and remained 620783 for RH and 620784 for LH.

As mentioned before all 406 mirrors originally had convex mirror glass, meaning the viewing angle was larger but the reflected image itself smaller. Later a flat glass version was added to the range.

The Lucas  “Advance Information” catalogue for 1955 jaguar Cars (issued February 1955) mentiones  these newer 406 mirrors (Lucas 062587 and 062590) for the  Jaguar Mk VII, but “Export only”. The corresponding Jaguar part number is C9091 (with a rubber pad  C9904 for the fitting). As stated, initially only as an option for (export) Mk VIIs but later as standard fitment for the Jaguar Mk VIIM.

 “Salesman’s Data Book” XK 140 listing wing mirrors

According the Spare Parts Catalogue the XK140 still didn’t have the (factory) option to order exterior (wing) mirrors. But the 1955 “Salesman’s Data Book” for the XK140 (and Mark VII M) clearly states that wing mirrors were available as “Jaguar Approved Accessories and Extras”. Also some photos from the mid 50s show XKs with either a single (driver side) or double wing mirrors. Dealers may have also ordered spare Mk VII wing mirrors (C9091) and holes were drilled to mount them.

 

 Lucas 406 mirror dimensions

Technical details of the Lucas 406 range (second generation 1953 onwards)

• Lucas wing mirror RH Model 406/1/29A Part number 062587
• Lucas wing mirror LH Model 406/1/41A Part number 062590
• Mirror head 406/1 Part number 62540A stamped on mounting flange

 Original 406/1 65240A three screw mirror head

• Screw, ball clamping fixing Part number 655453 (3 pcs)  RCSK slotted chromed 4BA x ½”
• Ball clamp (stamped “Lucas Made in England”) Part number 620786

 Original ball clamp

• Bracket assembly RH Part number 621740
• Bracket assembly LH Part number 621749
• Nut (BSF5/16 x 22), brass cadmium plated, fixing mirror to wing Part number 182519
• Washer shake proof for Nut 182519 Part number 188471
• Washer, plain,  OD 1½ “, under wing Part number 580735
• Pad, rubber, base Part number 580734

 Text on original rubber pad: LEW  16

• Bracket RH Part number 620783
• Bracket LH Part number 620784

                       Note the Bracket models numbers 29A and 41A next to the part numbers casted in the base.

The mirror glass is held in the chromed mirror head by folding the outer rim over the glass (in a rotational process). The glass is sealed by a rubber ring and backed by thick paper. See photo.

 Photo Tadeusz Malkiewicz

Addition of flat glass mirrors: the Lucas 407 range

Late 1959 or early 1960 a flat glass range was added next to the model 406. The new versions were 407/29 (for RH) and 407/41 for LH mirrors. Also note that the Lucas part number was no longer stamped on the mirror head. A complete survey of 1967 Lucas catalogue numbers under the chapter “Recommended Accessories”:

• Model number 406/29 (RH) convex glass:      59061047
• Model number 406/41 (LH) convex glass:      59061049
• Model number 407/29 (RH) flat glass:             59061055
• Model number 407/41 (LH) flat glass:             59061056
• Model number 407 (LH=RH) flat glass             59061057 (see next paragraph)

           New box for 407/29 (59061055) flat glass mirror          Lucas 407/41 (59061056) flat glass mirror

                                                  Lucas 59061047 LH Convex mirror                    Lucas 407/41A but other code 54061029

• “Third generation” Lucas 407/112; symmetrical  two screw mounting

This version was introduced late 1959 or early 1960. It is based on the (new) flat glass 407 mirror head but received a new bracket (Lucas 112) that could be used both left and right . This model was about 15% cheaper than the 406 or 40729 and 407/41 models, that remained however in the programme.  Some Jaguar XK150s and some E-types have been seen with these mirrors from new, but it is unclear whether this is a factory (optional extra) mounted version or a later addition.

  Lucas 407/112

The change implied a new type of Bracket (Lucas 112) which was now mounted on wing, pillar or door using 2 self-tapping screws instead of the single larger (5/16”) bolt of the previous two generations. This change necessitated a different base to create sufficient space for the two screws. This mirror is indicated as Model 407/112 and the part number for the complete mirror is 59061057 (dated 1967). The Bracket Lucas 112 has part number 521545 and “BS 1004A” casted in the base (the latter being the early British Standard for “Specification for zinc alloys for die casting”). Model 407/112 was never offered with a convex mirror head,  also because now the mirror could be mounted closer to the driver. The way the mirror had to be adjusted remained the same.

  Later model 407/112 flat glass mirror with symmetrical base and 2 screw mount; Lucas 59061057

The C.9091 (the “second generation” 406, made by Lucas) was most likely initially continued when the XK150 was introduced in 1957. For the first time the wing mirror was included in the Spare Parts Catalogue as an “optional extra” that could be ordered from the factory. The XK 150 Spare Parts Catalogue  mentiones part number C.16114 for the wing mirrors; this may refer to the modified  Lucas model 407/112 with Lucas part number 59061057 (see above) as supplied from 1959/1960.

This (third generation) Lucas mirror type is also seen on (Series 1) E Types, although TEX mirror types may have been used as well around that time.

Other Lucas wing mirrors

Characteristically the Lucas 406/407 type of mirrors all used a 3 screw clamp for mounting the mirror head to the bracket/stem. As we have seen above, different  brackets have been added to the programme (see also example “third generation”) but we have seen more bracket versions: see unknown example below. Model number unknown.

 Unknown Lucas model number

Years later (1970s) Lucas switched over to a new mirror head fixation (MH 3) with a single bolt permanently attached to the mirror head. These mirror heads are no longer interchangeable with the 406 kind of mirror heads. This fixation system is more or less identical to e.g. the TEX system. The convex mirror head was coded MH 3C and we may assume that the flat mirror was coded MH 3F (unconfirmed).

 

As we will see later, Magnatex had meanwhile introduced the so-called “spring back” system whereby the complete mirror was mounted on a spring mechanism allowing the assembly to flex in case someone/something hits the mirror. Lucas’ answer was to use special mounts to be placed between the existing mirror base and the wing (fender). These wing mirror “spring back” type of mounts had part number Lucas 062624. These mounts included a spring mechanism encased in rubber. The screw on the photo is only for packaging/transportation purposes.

 Special Lucas kit 062624 for “Spring back” upgrade

Change-over from Lucas to TEX (Magnatex)

(Magnatex Limited in 1962: Bath Road, Harlington, Hayes, Middlesex, UK.)

In the early 1960s  a (gradual?) change-over took place whereby Lucas mirrors were replaced by mirrors manufactured by Magnatex under the brand name TEX. Lucas catalogue CCE 906/62 of April 1962 “Quality Equipment and Spare Parts 1962 – Jaguar” only lists an Interior Mirror (Lucas 680) and no exterior mirrors any more. However, we do know that the supply of Lucas model 406 and 407 exterior mirrors continued until the early 1970s.

This is a rather difficult period to establish which mirror version was used on what model.  In the early 60s we see mirrors on the XK 150 (and the Mk VIII as well) that sometimes are Lucas while others are TEX. Of course this could also be a mix of “factory optional extras”  and dealer mounted mirrors, but the information available does not provide a clear timing for the change-overs. Some input for discussion:

According the Spare Parts Catalogue the Jaguar XK 150 (and the Mk VIII) received a revised wing mirror with Jaguar part no. C16114 for both sides in the early 60s. After the introduction of the E-Type in 1961 this mirror was also an “optional extra” on this car. This mirror, manufactured by Magnatex (TEX), had a spring loaded base, curved arm, round head and a flat mirror glass. It was no longer handed but fits the LH or RH side because the mirror head can be installed from two sides. There are apparently two versions of this wing mirror: Jaguar C16114 and Jaguar C16114/1 which have the same stem (bracket) but the first has a round mirror head while the latter has a (tapered) rectangular shaped mirror head. Most Jaguar part suppliers of today provide these mirror types as part number C16114 (or C16114/1).

 Jaguar C16114/1 with “continental” mirror head

The Jaguar Mk IX (1959 – 1961) also had two  C16114 Wing Mirrors available as “Optional Extras”. They were mounted on a line 1″ outside a straight line from the (red plastic) indicator in the sidelamp casing, and vertically, on a straight line up from the centers of the wheel hubs.

The use of Jaguar C16114/1, however, may have been short lived as becomes clear from  Jaguar’s proposed solution in Bulletin A.13 dated December 1961. This bulletin  describes a TEX “Viewmaster” adjustable mirror bracket of the “Spring Back” type with “Continental” type mirror head : this “Continental” mirror head type is (tapered) rectangular and no longer round. Also note that the mirror is placed on the bonnet (hood) of the E-Type. This TEX mirror apparently received Jaguar part number C19909. These mirrorrs were supplied with the car but not installed because of transport problems.

   C19909 from 1968

So it looks like  wing mirror C16114 was replaced soon after its introduction by Jaguar part number C 19909 which is defined as Magnatex M2VC/6C. This C19909 wing (fender) mirror was fitted to cars exported to countries where external mirrors were compulsory like Belgium, Denmark, France, Germany, Holland, Luxembourg or Switzerland. It was also supplied to special order.

The same TEX system could also be supplied with a round mirror head, as can be seen on the photo below. This type of adjustable bracket has been used on Jaguars from the early till the mid 60s (e.g Jaguar S-type).

 TEX adjustable bracket with round mirror head

Later Jaguar Mk10 and 420G  cars had wing mirrors Jaguar part number C20819 with additional description MC120/6C  which we assume is also made by TEX.  This (most likely) is the last wing mirror used by Jaguar after which only door mounted mirrors were used as exterior mirrors.  Jaguar Service bulletin A 15 dated July 1962 shows the correct position 14 1/2 inches back from the edge of the outboard lamp. It also shows a drawing of the correct mirror C20819.

For the year 1968 all LHD E-Types got a new LH door mounted mirror Jaguar C.28517 which is also described as  SA365 (which might be a TEX number). The matching RH door mirror has Jaguar code C30827. This mirror is also known as the “Swan Neck” and can also be (or has been) used as a wing mirror. This mirror is mounted  using two self-tapping screws and a hole (special shape) that allows the use of two speednuts in the door skin or wing. This mirror is still available.

 

Door mounted Jaguar C28517 “Swan Neck” mirror. Also wing mounted  on e.g. later E-Type (Right)

Modern replacements

The “Lucas type” wing mirror is newly available from most parts suppliers, but in many cases these are not entirely identical to the original version (either generation 1 or 2):

• The Clamp part number 620786 is often not stamped “Lucas Made in England”.
• The casted (part) numbers at the underside of the Brackets have been deleted.
• The 3 screws for the clamp should be of the  “raised countersunk” type with a slot, whereas the modern versions have  “pan head” crosshead screws.  

 Modern replica “Lucas style”

However, based on the data provided in this survey, it should be possible to find a contemporary (derived) version that still has the required correct parts.

For the more specific types (example “third generation”) it will be much more difficult, but they are offered from time to time on e.g. Ebay.

TEX mirrors are still manufactured today, although not always completely identical to the specific version you might be looking for.

 Introduction

The front mud shields (left and right) prevent the ingress of water and dirt into the space behind the front side wings. It is evident that water and dirt will cause corrosion where in particular  the bulkhead side structures are prone to rusting and repairing is a very labour (and thus cost!) intensive affair. For reference purpose, the front mud shields (or Diaphragm Assembly as Jaguar calls them) are identical for the OTS and the DHC but the FHC has different versions:

• OTS/DHC part numbers  BD8401 and BD8402
• FHC part numbers BD10079 and BD10080

Mud shield for XK 140 FHC

Where the mud shield stops at the bottom remains an opening between the lower part of the side wing and the extended door sill. Through this opening water and dirt can (over time) endanger the structural strength of the door hinges but also enter the cabin and more in particular the rear side of the trim panels left and right beneath the dashboard. This will certainly not contribute to the life of these plywood or Millboard panels, which is so often observed during a restoration. It is unclear why Jaguar left these openings exposed and opted  to only partly cure the issue with the actual mud shield design, whereby so much attention was spent sealing the sides of the shield with a special rubber profile but nothing at the underside.

Mud shield extensions 

It is possible to close the opening between side wing and door sill with a simple bracket made of sheet metal. The bracket rests at one side on the lower edge of the side wing and is fixed with (e.g. 3 bolts M6 or UNF ¼”) to the horizontal flange of the sill (extension). The forward end of the bracket is bended under an angle parallel to the mud shield and positioned under that shield. Material can be aluminium, zinc plated steel or even stainless steel of a suitable gauge. The example is made of 1.2 mm zinc plated steel that will be powder coated in black for extra protection.

Please note that( probably all) Jaguar XK bodies have some difference in their dimensions, so the drawing below should be used as a guide. Every given dimension should be checked against those of a particular XK body. The drawing is for the LH side of the car; the RH side is simply mirror image. The photo below gives an impression of the RH side bracket.

 

Once installed the bracket looks like this (see photo below). A small (draining) gap is left between the bracket and the beginning of the door bottom.

Reutter Reclining Seats as factory option for Jaguars.

The standard seat configuration of Jaguars from the Fifties results in a  driving position which is far from ideal. In the early fifties. Jaguar understood that something had to be done, but no solution was available in-house. As far as we know, none of their British suppliers, nor competitors had a reclining solution at that moment.

 Early 1960’s Reutter brochure

There was one company that had been working on reclining seats after WW2 and had started production in early 1953.  Reutter Karosserien of Stuttgart was a German company with a long history: established in 1874 by Wilhelm Reutter with his brother Albert joining the company in 1910. The company built special car bodies for many German brands like Adler, Benz, BMW (incl. Dixi) , Daimler-Benz, Horch, Maybach, NSU, Opel, but also for non-German manufacturers like Ansaldo, Austro-Daimler, Bugatti, Buick, Cadillac, Chrysler, Fiat, La Salle.

The Reutter Reclining kit (German: „Liegesitzbeschlag“) was introduced at the 1954 Geneva Automobile Salon.

 Later 1960’s Recaro brochure; note similar reclining system

The Reutter subsidiary “Recaro AG“ (derived from Reutter Carosserien) had been established on September 9^th 1957 in Glarus (Switzerland). Reutter manufactured the bodies for the early Porsche 356. After the sale of the body works in Zuffenhausen to Porsche in 1963, the “Recaro AG“ company kept their headquarter of the “Recaro GmbH & Co.“ in the former Stuttgart body works. Next to complete seats also seat rails, reclining kits and head supports have been manufactured here. The RECARO Sports Seat was created in this period, which became a worldwide quality benchmark.

Other German manufacturers of reclining systems

Reutter wasn’t the only company manufacturing reclining systems in the early Fifties. The Hüls company (also named Hülsmetall) of Kamen (Ruhr area) made aftermarket systems for the Volkswagen Beetle and Bus that could be bought as an accessory; these systems were mostly manufactured in painted steel and didn’t give that “high-end” impression.

Another company was Keiper of Kaiserslautern (near Frankfurt) that had an almost identical solution as Reutter had, however with a large turning knob instead of the handle for adjusting the seat back. These chromed products were often used for the conversion of Mercedes seats (type 170V and W110). We have to mention here that keeper eventually took over the Reutter company in 1983, but more recently Keiper in turn was sold to Johnson Controls (USA) in 2010.

  Keiper recliner on Mercedes 170                               Brochure Mercedes 170 with Keiper system

It is interesting to note that the Keiper system was available in the USA from 1954 onwards, long before Jaguar started with the supply of the Reutter option. Jack McAfee Motors of Sherman Oaks, California offered them for $35 for a complete set.

  1954 adverstisement: Jack McAfee Motors importing Keiper systems

Reutter reclining mechanism

Reutter obtained a German patent (Nr. 881099) on the 29^th of June 1953 for a „hinge mechanism for upholstered seats with adjustable back-rest“.  Note that Reutter also obtained a British Patent probably to protect their (future?) interest in the UK.

  German Patent Nº881099                                British Patent Nº727335

Jaguar Reclining Seats by Reutter

After having contacted Reutter in Germany, Jaguar started the development of reclining seats based on the Reutter kits.  The supply of Reuter reclining seats as a factory option (factory modified seats using the Reutter kits) started in 1958. In October that year for the first time on a Jaguar, separate reclining front seats became available for the Jaguar Mk VIII and Mk IX (having more or less the same seat). The factory option included both front seats to be executed with the Reutter reclining mechanism. Later it was also available for the Mark 2 and for the XK 150 as well. The Reutter option was in Jaguar’s program for about 3 year: from 1958 up to 1961. Note that Jaguar opted for an “older system” that was in production from 1955 onwards.

Mark VIII (1958-1959)

The Jaguar (UK) price list of October 1958 lists the “Reutter Reclining seats (per pair)” for the first time as a “Proprietary Optional Extra” only for the Jaguar Mk VIII and the (then new) Mark IX. Customers had to pay £52 extra for two recliner seats which doesn’t seem to be expensive if related to an amount of £1800 to £2150 for a complete Jaguar Mk VIII or IX in those days.

 Jaguar (UK) price list October 1958

Mark IX (1958 – 1960)

The introduction of Reutter reclining seats actually coincided with the introduction of the new Jaguar Mark IX. Next to the above reference of October 1958 there is also the US Jaguar Price List from  June 2, 1960  issued by the Jaguar Midwest Dist. Inc. of Indianapolis,  mentioning the option “Reutter seats” with a Dealer price of  $120 and a Retail price of $145.

   Factory photo of Reutter option for Mark IX                                     Original Mark IX Reutter seat

XK 150 (1959 – 1961)

There are some references regarding Reutter seats in an XK 150 although no options-list seems to be available that explicitly mentions the Reutter reclining seat as a factory option. Jaguar XK 150 S 3.8 FHC with chassis number T8251328DN, produced around 18^th February 1960, received  apparently the Reutter conversion according the H&H auction specification of 2014. Another possible example is the XK 150 S 3.8 FHC with chassis number T825134DN manufactured end of February 1960 (with Reutter seats according Coys auction description of 1993). Photo’s of a third known example are shown below: a 1958 XK150 DHC RHD has 2 Reutter seats that apparently have been modified in a very early phase using new leather kits (with 7 pleats i.s.o. 9) .

  Two Reutter seats in a 1958 XK150 DHC RHD. Note the combined solution for seat cushion & frame.

   Professional factory conversion on XK 150 or poor DIY?

I acquired a Jaguar XK 150 Reutter left hand seat (which later has been modified for application in an XK 140) but there is sincere doubt whether this particular Reutter seat was actually manufactured by Jaguar for the XK 150, as this conversion was far from professional (see photos).

“Reutter” for the Jaguar Mark 2 ?

We noticed that some Jaguar Mark 2 cars for sale refer to have “Reutter seats”.  Even Nigel Thorley in his book Original Jaguar MKI/ MKII mentions on page 64  “Reutter Reclining front seats” available as Optional Extra.  It is very unlikely, however, that Reutter kits have ever been used for the conversion of early Mark 2 seats .

  Non-Reutter reclining system           Brochure introducing “Special Jaguar reclining seats” on Mark 2

We had to conclude that all examples of Mark 2 cars claiming to have “Reutter seats”, did not have a reclining system manufactured by Reutter. So it looks like “Reutter seat” had become a generic name for a Jaguar reclining seat in this era. Jaguar issued a special brochure on reclining seats for the Mark 2 in which it mentioned “Special Jaguar reclining seats”, whereas for the Mark IX cars Jaguar spoke openly about “Reutter reclining seats”. This later Jaguar reclining system was manufactured from March 1963 onwards and is also mentioned in the Jaguar Mark 2 Spare Parts Catalogue. This catalogue also mentions a “Kit of Parts” (Jaguar BD.24397 (LH) and BD.24432 (RH)) for converting a rigid Mark 2 seat into a reclining version. These Jaguar systems can be easily recognized by having a separate chrome handle positioned below the hinge plate (instead of above the hinge plate as per Reutter).

Reutter influence on E-type (XKE) Series 1 (1964 – 1967)

Although none of the E-type (XKE) versions ever had a Reutter system installed, we still mention the Series 1 from 1964  (coinciding with the introduction of the 4.2 litre engine) up to 1967,  because the design of this reclining system was clearly inspired by the earlier Reutter version: the shape of the aluminium casting was derived from the Reutter design.

 Reutter inspired design Series 1           E-type Series 2 had a different reclining system

The Series 2 models had a completely redesigned reclining mechanism, no longer supplied by Reutter.

Other period cars with Reutter reclining seats

Most obvious user of Reutter reclining mechanisms was of course Porsche: their 356 models had them from 1953 onwards (even before the official 1954 introduction in Geneva). Other car manufacturers in the 50’s that used Reutter reclining mechanisms were: Alvis TD21, Aston Martin DB4, Bentley S1, Bristol 406, Volkswagen Beetle and Bus (T2, T5), Volvo (B16 and pre 1965 B18), Mercedes, Borgward, Facel Vega, and probably many others.

   Reutter seats on Aston-Martin                                               Bentley S1 with Reutter seats   Borgward Isabella with Reutter option                          Volkswagen Beetle with Reutter option

Overview of recliner mechanisms.

 First type reclining system with long arm and three mounting bolts is used by Jaguar

There are two basic types of Reutter reclining mechanisms that look almost identical. The first version had a rather long arm with three mounting bolts connected to the back rests. This version was already in production by 1955 and modified a number of times, differences mostly related to the shape of the aluminium cover over the large spring. The above examples, showing a spring cover attached with 2 screws to the upper arm, often have a date code from 1955 if applied in German cars. The Jaguar versions, however, have the “British Patent” stamped but lack a date code.

 Date code 5-55 and 6-55 on the Reutter type as used by Jaguar (but from an early  Porsche 356)

  Beware: this later Porsche 356 C Reutter system doesn’t fit Jaguar seats

Although the Reutter system for the Porsche 356 C (1963-1965) looks identical to the aforementioned version (3 mounting holes and black adjustment knob), the above shown later version cannot be used for the Jaguar seats as the installation and synchronization is completely different.

  Later shorter version with only two bolt holes

From about 1957 onwards we also see versions whereby these arms had been replaced by a shorter version with only two bolt holes. Note that both versions have already been described in the original patent application of 1953. Not used on Jaguar seats!

Jaguar applied  the first Reutter generation type from 1958 onwards and kept this model over the entire period of Reutter reclining seats up to 1961. All of these hinges have steel tubes that connect the LH and RH hinges on each seat.

The reclining mechanism

Reutter used chromed aluminium castings rotating around a spring-loaded hinge. These assemblies were placed at both sides of the seat (LH and RH castings). The LH and RH mechanisms were connected by a cross-over tube “synchronising” the seatback movement. A short lever allowed the position of the backrest to be changed relative to the base using a gearwheel mechanism coupled to the cross-over tube. The casting mounted to the backrest was longer than the one connected to the seat base. The castings were fixed with 3 bolts to the seat back and with only 1 (swivelling) bolt to the seat base: this allowed the seatbacks to be hinged forward in order to get to the rear seats.

LH and RH reclining  mechanisms

 Connecting tube “synchronising” the seatback movement

Jaguar XK 140 FHC recliner seat conversion

 Reutter front seat for Jaguar XK 140 FHC

As the introduction of Reutter reclining seats as a factory option started only in 1958, it seemed unlikely that this option was ever used for the XK 140 series. However, there is apparently (at least) one example of an XK 140 with a reclining seat installed by the factory: Jaguar build records show that the (RHD) XK 140 FHC with chassis number 804574 (registration number WNK 843) was manufactured on 20th December 1955. The first owner is registered as Major Robert Cunningham-Reid. Mr Cunningham-Reid has confirmed that the car was modified by the factory with a Reuter reclining seat on the driver’s side.

I obtained an XK 150 seat with Reutter reclining mechanism and converted the original Jaguar XK 140 (FHC) driver seat to a reclining version. It requires a complete dismantling of the seat and some constructional modifications, however none of them are too complicated.

  Base frame XK 150 (left) is wider than XK 140 (right)

The distance between the LH and RH reclining assemblies is determined by the frame width of the seat base (see photo). As the base frame of the 150 seat is 35 mm wider than the one of the XK 140 (about 423 mm), the existing Reutter system had to be modified in three ways: (1) the cross-over tube had to be shortened by 35 mm to fit and (2) spacers had to be used for fitting the RH recliner assembly to the metal inner support construction of the seat back and finally (3) a piece of plywood is placed on the outside of the LH side to compensate for the spacers on the other side (see photo).

Spacers for RH recliner assembly to metal inner support

Plywood on the outside of the LH side

 “Synchronizing” tube end with internal square

Note that the ends of the cross-over tubes are square on the insides (to fit a gearwheel) and therefore the tube has to be shortened in the middle: use a solid rod to reinforce the middle section before welding the tube.

  “Stop section” replaced by a new bracket

Another modification relates to the stops for the seatback: the original “stop section” on the rear of the base frame has to be cut off and replaced by a new section (see photo).

Original hinges removed

On the XK 140 seatback frame the original hinges have to be removed as their presence is no longer required (see photo).

 Final result in an XK 140 FHC