• Introduction

Jaguar used windscreen washer equipment manufactured and supplied by Trico Folberth Ltd, of Brentford, UK for their entire XK range (either standard on SE/MC models or optional on standard models). Next to Trico another UK company, Tudor, provided windscreen washer equipment to British carmakers (e.g. BMC), but Tudor was never used on Jaguar XK’s. Both companies became important suppliers of equipment to the British motor industry but also sold directly to the public in the form of “aftermarket” accessories.

Trico had been established in about 1917 (initially named the Tri-Continental Corporation) with manufacturing facilities in Buffalo USA, as a company that specializes in windshield wipers and other automotive equipment in particular related to vacuum powered systems. Trico acquired Folberth (of Cleveland, Ohio) in 1925 which company had been manufacturing vacuum wiper systems since 1919. Thus Trico became Trico-Folberth.

 Late 1920’s Trico-Folberth product

As early as 1928 Trico-Folberth Ltd. opened a UK plant in Brentford  (and a second one after the war) where it manufactured a large range of products (windscreen wipers & washers, switches, cigar lighters, etc) for almost 7 decades until the late 1990s. Trico relocated its UK operations to Pontypool, South Wales where it still resides today.

 Trico factory in Brentford in Art Deco style

Trico-Folberth also established manufacturing facilities in Australia in 1958 as a supply basis for Australia, New Zealand and in fact the whole of South-East Asia.

Jaguar’s relation with Trico-Folberth ended with the introduction of Lucas electrical washer equipment in the early 60’s. The complete system including  jets, T-piece and hoses was now provided by Lucas. They are not further covered in this article.

 Trico-Folberth 1951 advertisement

•   Trico Part numbers in UK and USA

As Trico windscreen washer equipment existed already in the USA years before Jaguar introduced their XK 120, most washer parts have an American origin. Trico USA used a coding system with 5-digit part numbers (with some exceptions) and these have been taken over where possible by Trico-Folberth in England. In addition Trico-Folberth UK developed a number of parts specifically destined for the British automotive industry, like Jaguar.

To make a distinction in “corporate Trico parts” and UK specific parts, Trico-Folberth UK used a prefix “X”  in front of the 5-digit “corporate” parts and introduced 6-digit part numbers for UK specific parts, all in the 700000, 800000 or 900000 range. This applies to both new UK assemblies (often using US components) as well as new UK components.

Also note that Trico UK commercial washer model indications started with XAW followed by number and suffix.  “X” stood apparently for “Universal” applications, but when specific assemblies per brand were made Trico UK often used the first letter of that brand: e.g. the Windscreen Washer Assembly for the XK 120 had the commercial indication JAW12-3. A Ford version was called FAW6-30 and those for Vauxhall were named VAW9-20 etc.

 Early US Trico washer systems

When looking at Washer equipment for Jaguar XK’s, the fact that (1) Trico was both active in the USA and UK and (2) the vast majority of XK’s went to the USA, meant that through the years many Trico windscreen washer systems in XK’s may have become an amalgamation of (original) UK parts and US (spare) parts. The same situation may have developed in Australia where local parts (e.g. glass bottles and labels) could have been used as spare parts for original Trico UK products.

This article tries to clarify what is original Trico/Jaguar equipment and what may have been added/changed using other Trico (UK, USA or Australia) parts over the past 6 decades.

• Trico Spare Parts

Spare parts are becoming (very) scarce, although some complete products are being remanufactured nowadays. At some autojumbles you may be lucky enough to find that part you’re looking for (instead of buying a complete new complete product). Trico spare or service parts were available at almost any garage in the 1960’s. The photos below show an example of a Trico UK spare part box and content of around 1970; it was coded Trico XAW-101A.

  Trico XAW 101A

• The XK Windscreen Washer system

The Trico system uses vacuum from the inlet manifold to (eventually) spray washer fluid on the windscreen. Functioning of the Trico washer system in short: when the Trico control button on the instrument panel is operated, underpressure moves the rubber diaphragm up, sucking fluid from the reservoir and filling the casing; after the control button has been released the vacuum is removed and the atmospheric pressure plus the compression spring above the diaphragn forces the fluid out towards the washer jets (as  a valve blocks the way back in the reservoir).

  Trico washer pump schematically

The complete Windscreen Washer Assembly of the XK 120 DHC and FHC  (comprising everything required for a complete installation) had Jaguar Part Nº C5472  and Trico Part Nº 800010, but more interestingly a commercial type number JAW12-3, which translates as a Jaguar-optimised version of the universal XAW12-3 Washer system. This unit had a “Jar, Pump and Bracket Assembly”  with Jaguar Part Nº C5473/1 and Trico Part Nº 800008.

The XK140 OTS and DHC models continued the Trico washer unit of the XK 120 (though with some minor changes like rubber hoses). The complete Washer unit for the XK140 OTS and DHC had Jaguar Part Nº C5596 but no Trico type number is given by Jaguar. We can safely assume however that Trico continued the XAW12-3 type coding. Also the same “Jar, Pump and Bracket Assembly”  with Jaguar Part Nº C5473/1 and Trico Part Nº 800008 was continued for the XK 140 OTS and DHC.

The parts of a Trico Windscreen Washer Assembly

Trico UK also provided a complete system solution  for the installation of a Windscreen Washer unit in the XK 140 FHC. This unit had Jaguar Part Nº C9178 (and Trico type coding XAW6-2 or possibly JAW6-2 as we will see later). Heart of this unit is the “Jar, Pump and Bracket Assembly” which for the FHC had Jaguar Part Nº  C9179 and Trico Part Nº 800076.

 FHC bottle, pump & bracket assembly Jaguar C9179

The windscreen washer version of the XK 140 FHC differs from the OTS and DHC version because (as Porter mentions) “probably space was tight” in the engine compartment and therefore a (smaller) square bottle had been chosen instead of the (larger) round version as used for the OTS and DHC. We can confirm that the “tight space” was indeed the reason for this change, as also Trico used this as an argument when positioning this bottle configuration in their programme (see below). Later in the 1950’s Trico-Folberth UK offered the XK 140 FHC washer solution as a standard version for the  “aftermarket”. It was now called the “XAW6-2 Universal Model Small Jar type….. for cars where fitting space is extremely restricted”. See below left.

   XAW6-2 (from 1960 Trico UK catalogue)

Note: Trico also offered the XAW6-2 washer system for some British Ford cars, as can be seen below. There exists thus a (very small) possibility that some of these Trico square bottle washer systems have survived in a (British) Ford of the late 50’s or early 60’s.

 

 The XK 150 received a different washer system  Jaguar Part Nº C14334 and probably Trico JAW9-2. The bottle, pump and bracket assembly had Jaguar Part Nº C10127/1 or Trico Part Nº 800051. The pump was now located within the glass bottle but the rest was left unchanged. This version (C10127/1) was also used on the various Jaguar Mk 1 versions; the Mk2 switched over to a Lucas electrical windscreen washer version.

 XK 150 washer system Jaguar Part Nº C14334

Trico-Folberth offered  the “XK 150 windscreen washer equipment” also as an aftermarket accessory in the late 50’s: Trico part number XAW9-2 (see photo below) looks fully identical to the above XK 150 version. Or did Jaguar simply choose an already existing standard Trico UK version for their XK 150 series in 1957?

    XAW9-2 as “aftermarket” kit

• The glass bottle

Much has been written on the Trico glass bottles for all versions, except for the FHC glass bottle (or “Jar” as Jaguar and Trico called it). It  received Jaguar Part Nº C9184 and Trico Part Nº 800037, a specific Trico UK part number. The bottle does not have “TRICO” moulded into the glass.  Trico UK also offered the square bottle type for (British) Ford cars (as is stated above) probably in an endeaver to increase the production quantity for these bottles as only 3000 bottles just for the Jaguar XK 140 fixed head coupes is hardly an attractive production figure.

The glass bottle for the XK 140 FHC has the following text (sometimes difficult to read) casted on the bottom side: B & Cº L^td K at the top of a (quarter) circle with a large figure (here “24” but also “3” has been observed) in the middle. At the lower part of the circle on the inside of the bottom we find the indication P 112.

 Text on bottom of square Trico bottle (courtesy: Roger Payne)

This lettering most likely refers to the company Bagley & Co., Ltd. of Knottingley, Yorkshire, England (1898-1962), a company that produced bottles in large quantities  but is also known for its “glass art” (vases, etc). In 1962 it was acquired by the Jackson Brothers (or the Jackson Glass Co.), another local Knottingley firm. The Rockware Glass Co., in turn, took over the Jackson operation in 1964. This company remained in business until 1975.

We also have also seen bottles for the XK 120 and the 140 OTS and DHC (Jaguar Part Nº C5473/2 or Trico Part Nº X.78369) that had the same lettering and the number 858B. But also the Trico glass jar (Jaguar Part Nº C10127/2 and Trico 800042) of the XK 150 washer system had the same lettering B & Cº L^td  K and the number S124 (?) as can be seen on the photo below.

 Text on bottom of XK 150 Trico glass bottle

Looking at the time line, Trico most likely had Bagley as one of their glass bottle suppliers. Even the fact that the name Bagley disappeared in 1962, does not conflict with this assumption, as by that year Trico was switching over to plastic bottles and Jaguar had switched over to Lucas for the supply of Windscreen Washers in the meantime.

  Other applications of the UK square jar

The XK 140 FHC bottle measures 3¾” (95 mm) width and depth and the total height is 7½” (190 mm) whereas the height to the neck is 6½” (165 mm); the washer fluid capacity according Trico is 0.86 litre.

As Trico uses the indication XAW6 the 6 might well stand for the number of Quarter Pints (6 x 0.142 = 0.852 litre); note that Trico also has other Jars with indication XAW9 and XCAW10 indicating a larger volume. The volume of the XAW9-2 is indicated as 2½ pint, but should be 2¼ if the 9 quarter pints should be correct. But the increase to 2½ might well be done for “commercial” reasons.

The cap of the XAW6-2 measures about 3¼” (83 mm). Note that the bracket for the larger round bottles measure about 5” square, meaning Jaguar could save about 1¼” or 32 mm, probably to create better access to the oil dip stick of the FHC. See also the above advertisement: XAW6-2 “Small Jar type”.

The bottles for the XK 120 and the 140 OTS and DHC had Jaguar Part Nº C5473/2 or Trico Part Nº X.78369 which is a standard Trico USA part carried by Trico UK.

The bottles for the XK 150 had Jaguar Part Nº C10127/2 and Trico 800042.

 Trico Jar X.78369 for XK 120 and 140 (not FHC)

• The Pump assembly

The Pump including Cover on top of the glass bottle is identical for all XK 120 and XK 140 versions and has Jaguar Part Nº C5473/3 or Trico Part Nº X.82540. The suction tube or Strainer Assembly is also the same for all versions and has Jaguar Part Nº C5498 and Trico Part Nº X.76431/1M.

Pump, Cover and Strainer XK 120/140 

The pump for the XK 150 (and Mk 1) is slightly different as this unit is positioned within the glass bottle and is fixed to the lid on the top of the pump (instead of the bottom of the pump as per XK 120/140). The pump has Jaguar part number C.10127/3. A similar construction is used on the later Trico plastic windscreen washer systems and the vacuum pump may well be interchangeable.

  Pump unit for XK 150 (and Mk 1): note the nut on the top of the dome for fixation to the lid.

The lower half of the dome is made of brass. Two types of dome tops have been used by Trico UK for the XK 120 & 140. Both versions are made of high pressure die-cast aluminium;m later domes carry the Trico logo and the following additional text “MADE IN ENGLAND” and “TO CONTROL VALVE”. This is a Trico Folbert UK product evidently. It is evident that the XK 150 dome top is different due to the different location of the pump within the bottle.

 Upper dome version of Trico UK pump

The upper domes of the Trico UK pump were all smooth, whereas Trico USA offered different upper dome shapes for their pumps. Early pumps had a smooth dome with an cylindrical part on top. Later domes had “stiffening” ribs on the side. Both types are unsuitable as a replacement for an original Jaguar washer pump.

                                Early Trico USA pump with different dome shape.          (Later) Trico USA pumps have ribs.

The pump has a “check valve” at the lower connection to the strainer and the tube connection to the washer jets. This “one way” valve consists of a steel ball in the brass lower pump housing. A second check valve is in the hose pillar part (connecting the washer jet hoses).

 Check valve in hose pillar to washer jets

The “strainer” consists of a ⅜” copper tube with ⅜” – 32 UNEF thread at the top and (sometimes) a filter at the bottom end. For the XAW6-2 washer bottle the length of the strainer tube was about 6½” (or 170 mm).

The complete pump and strainer were fixed to the bottle cap using a ½” – 28 UNEF nut, selflocking washer and plain washer which were screwed to the threaded lower end of the pump house.

There is a small (brass) lid placed over the washer fluid filler opening that can be rotated aside, The (red and black) round Trico label placed on the lid reads “REPLACE YOUR WIPER BLADES ONCE A YEAR”.

 Label on filler opening lid

There are different lid types. Some versions have a half circle depression and a “reinforcement rib” running towards the rivet with which the lid is secured to the bottle cap. Other versions are flat in this area and have a full circular depression; this type is seen on both early US as UK washer pumps. XKs (120, 140 and 150) use the (older) flat version, whereas the (later?) stiffened version may have been only used for the combined vacuum/electrical versions (synchronizing the washer function  with the wiper system).

It looks as if the round Trico label is solely intended for the “flat” lid version with the full circular depression. The “stiffened” version is mostly shown with a different larger Trico label (half circle shape), whereby this label is not positioned on the small lid but elsewhere on the large bottle cap.

             Different lid versions.                                                 Reinforced lid with incorrect label for XKs?

• The Bracket for the bottle

The Bracket that carries the Trico Windscreen Washer Assembly for the XK 120 and 140 models (except FHC) have Jaguar Part Nº C5473/8 and Trico Part Nº X.78364-IE which  indicates that this is originally a Trico USA product. However, bottle brackets made by Trico UK are normally painted black, where as most Trico USA brackets were Cadmium plated.

The Bracket  is different for the FHC as is the way it is mounted. The bracket has Jaguar Part Nº C9185 or Trico Nº 800075/E, is square and the glass bottle has a tight fit in the bracket. Again, because this part number consists of 6 digits it is a Trico UK specific part. The Bracket is mounted at the LH side of the engine bay just in front of the brake fluid reservoir: only 3 setscrews (3/16 UNF x ½” with nuts and shake proof washers) are used instead of the 5 for the OTS and DHC bracket.

Further investigation learned that there were actually two FHC brackets, whereby the later version had the “Trico” trade mark, the text “Made in England” and a survey of patents stamped on the inside of the rear steel strip.

 Later FHC bracket C9185 or Trico Nº 800075/E

Whether the change-over coincided with the introduction of a new label (see below) is unclear, but the older labels all have brackets without the “Trico” trademark.

 

Early XK 140 FHC bracket C9185 and later Trico label for info only.

Two different Trico label versions have been used: the above photos show (left) the early version (text reads: 6 oz. bottle XAW-30) and  (right) the later version which reads only XAW-30 and has an additional line at the bottom of the label (“OVER 20 MILLION TRICO WASHERS SOLD”).

Trico washer solvent was supplied in various ways: initially glass bottles, later plastic bottles and sachets. The reference 6 oz. XAW-30 on the lable refers to the glass (and plastic) bottle content as supplied by Trico UK. Trico USA refered in their catalogues to the WA-30 6 oz. bottle.

 

Early glass 6 oz. bottle XAW-30                               Later (1960) plastic 6 oz. bottle

• Rubber hoses

Two diameters of rubber hoses are used for vacuum and washer fluid. Trico had a large range of rubber hoses in their programme (because of their extensive vacuum wiper motor programme) but the sizes of importance for Jaguar XK washers are:

1. “All rubber” hoses with ID 7/64″ (2.8 mm) for ⅛” (3.2 mm) connections: Trico Nº F.15. Outer diameter of this hose is 15/64″ (6.0 mm).
2. “All rubber” hoses with ID 5/32″ (4.0 mm) for 3/16“ (4.8 mm) connections. Three code numbers have been used for the 3/16“ hose: Trico Nº 618, Trico Nº 846 and later Trico Nº 81846 (converted to 5 digits). Outer diameter of this 3/16“ hose is 5/16″ (8.0 mm).

 

The Jaguar Parts Catalogue gives a detailed survey of the various tubes used and their position. All vacuum hoses are of the 3/16 “ (4.8 mm) type as is the main washer fluid hose from pump to T connector. The two hoses from the T piece to the washer jets are of the ⅛” (3.2 mm) type. Remember that a vacuum hoses may collapse if the rubber wall isn’t stiff enough: reinforced tubes are preferred but sometimes their (increased) outer diameter may cause problems with the existing rubber grommets, which is why Trico used “all rubber” hoses with a lesser increased wall thickness.

 Survey of hose lengths

There are some problems related to this survey: the ⅛” hose C5472/13 (T-piece to LH Jet) for the XK 140 FHC is apparently 26” long (66 cm), but the same part number is also used for the XK 140 OTS version and there it is indicated as 43” long!

Given the position of the Trico reservoir at the LH side of the engine compartment, and given the position of the T-piece at the end of a 24” long hose from the reservoir plus the fact we are dealing here with the LH Jet, a length of 26” is more than adequate for hose C5472/13 (in fact I found it much too long).

Another problem that remains is that the original lay-out of the tubes behind the instrument panel is difficult to retrieve.

• The Tee piece 

The T connection (Jaguar Part Nº C5473/6 or Trico Part Nº  X.87223/1) is made of brass and divides the flow of washer fluid from the reservoir to the LH and RH Jet. Jaguar uses Part Nº C5473/6 also in combination with “Tee Connection” Trico Nº X.77689/1, whereby the latter part number is a Trico USA derived number. The main supply hose is 3/16” and the two hoses to the Jets are of the ⅛” type, which translates in a special T piece with unequal branches. Later T-pieces are made of plastic  and the correct (unequal branches) plastic version has Trico UK Part Nº 768523.

 

Trico T-piece X.87223/1 or X.77689/1             Later Trico T- piece 768523

• The Washer Jet System

The original Washer Jets are well described by e.g. Viart / Payne in their book “XK 140 explored”. These Washer Jets were continued from the XK 120. The chosen threads for jets and housing clearly show the American origin of these Trico windscreen washers as some destine from the pre 1950s so even before the “Unified” era in the USA started.

There are in fact two different Washer Jets assemblies that look similar but have a different hose pillar diameter. The one applied by Jaguar has an 1/8″ diameter and is described hereafter. The other version has a 3/16″ hose pillar diameter and is coded by Trico UK as Part Nº 801894-C. The latter requires different rubber hoses (now all 3/16″) and T-piece (all branches 3/16″: Trico Part Nº X649-1 in brass or Nº 768515 in plastic) .

The chrome plated Trico washer jet assembly  named “Easy-Clean Jets” (with Jaguar Part Nº C5473/4 or Trico Part Nº X.78778-C but later also Trico Nº 801742) is basically built-up from three parts: (1) Main body, (2) Washer Jet and (3) Knurled Button.

Original washer jet less knurled button

 “Exploded view” of the complete washer jet system

 Washer jets and extension tubes in XAW9-2 kit

• The Jet Body

The main jet body including the hose connection and threaded lower part, used a bended steel piece that acts as a nut to install the complete washer jet to the car. This nut (“wing nut” according Trico) has Trico Part Nº 76624). Trico (USA) part number for the main body is 78779-3C.  Thread for the fixation of the body to the car is National Extra Fine 5/16 -32 NEF or later UNEF. A rubber washer (Jaguar C5497 or Trico 75172) is placed between the jet housing and the car This is a 1.5 mm flat rubber washer with 3/16” or 8 mm ID and 5/8” or 16 mm OD .

 Rubber washer Trico 75172

• The washer jet itself

The washer jet (including knurled button) with Jaguar Part Nº C5495 or Trico 81600-C, which is screwed in the main jet body, has a tiny slit/opening at the hexagon end which allows the washer fluid to be sprayed in one specific direction, once the closing button is in place. The special thread of the washer jet (and internal thread of the washer body) is apparently National Special Nº 8-40 NS or later UNS (about Ø 4.2 x 0.64 mm).

The below part of the washer jet has Trico Part Nº 81151-1C and is used both by Trico USA and Trico UK.

 Washer jet, shown here without knurled button

The below shown Trico jet with the round spray hole in the centre of the hexagon part, fits perfectly in the main jet housing and is closed with a different button. Trico USA assigned Part Nº 86022C to this washer jet (or “nozzle”) and positions it as a full alternative for Trico UK washer jet Nº 81600-C using Trico USA Part Nº AW-128 for both alternatives. Some XK’s may have switched over to this US alternative (like mine).

  Trico USA 86022C

• The knurled button of the jet

The jet is closed with a knurled Button (Jaguar Part Nº C5499 or Trico Nº 81153-1C) which screws into the jet; thread is National Fine NF10-32 (comes close to 2BA). The button thread has two flats to allow fluid to flow to the opening. This Button can be removed for cleaning the jet opening (“Easy Clean” jets). There is a small sealing ring between de button and the jet (Jaguar Nº C5496 or Trico Nº 81635) . There are buttons with and without the Trico brand logo, but apparently the original buttons did not have that Trico logo.

 Knurled button and sealing ring

• Alternative (contemporary and later) Trico washer jet assemblies

Although BMC mainly used washer equipment from Tudor they applied a similar Trico solution for some of their high-end brands in the late 50’s and early 60’s like e.g. MG ZA/ZB series, Riley and Wolseley cars. These washers however had a different, smaller washer housing: the cylindrical and hexagon part of the main body have different  dimensions compared with the Jaguar solution. The washer housing was originally fixed to the body with “wing nuts” instead of hexagon nuts. The washer jet itself is identical to the Jaguar version (Trico Nº 81600-C ; here with Trico logo).

 BMC used Trico for their  “high-end” brands

Other Trico washer jet assemblies are available, but they have either hexagonal or conical bodies in which the jet itself is screwed (see photos below). They are not particularly suited as a replacement for the Jaguar XK windscreen washers if originality is required.

 Unknown version with smaller hexagon housing

    Trico 802516-C (1970s)

Trico also delivered “Twin Jets” to be used in a central position in front of the windshield. An earlier Trico version was coded 801743 C and used two “knurled buttons” (Jaguar Part Nº C5499 or Trico Nº 81153-1C). The introduction of this version probably dates from the mid 60’s (photo below left). A later (70’s) introduction was Trico Twin Jet 803274 C (photo below right) but this version doesn’t have the “knurled buttons” as used for the earlier Jaguar XK’s.

  801743  & 803274

• The Control Button

The Control Button (when pushed) activates the vacuum in the system and when released the washer jets spray washer fluid to the windscreen. Trico apparently made a special version for Jaguar (and possibly some other high-end brands) because of the (thick) wooden instrument panel this button was built in.

There are many types of Control Buttons in the Trico programme, with a split-up in two main types: (1) controls with parallel hose connections and (2) controls with one 90° hose connection. There are indications that the “90° controls” are the oldest (USA 1940’s onwards) and were still available in 1980. The “parallel controls” may have been a Trico UK development and were (relatively) short-lived but still referred to in 1960.

The length of the button also varies: the majority of the Trico Washer programme uses Controls with very short buttons that cannot be used for the (thick) Jaguar XK instrument panels. There are three versions with a longer chrome plated button and these are the ones used in XK’s: the longest one (32 mm) is of the “parallel”, but there is also the same length available in the “90°” controls type. and finally a shorter one (24 mm) iof the “90°” controls type as well. These buttons are nowadays a rare find.

The “long” button version of the “90° connection” category has a total length from (back of the) nut to end of button of about 24 mm. This one fits the XK dashboard and the majority of the XK 120 and 140 versions have this button type. This control  has (most likely) Jaguar Part Nº C5472/7 or Trico Nº 900306, which means UK specific.

 24 mm long Control Button Trico 900306 (or 900106)

Note: the XK 120 DHC and FHC may have had a different Control Assembly: although the Jaguar Part Nº C5472/7 was continued from the early XK 120 down to the last XK 150, the Trico part Nº for the XK 120 was 900106 (whereas the XK 140 had 900306). We should, however, not exclude an error in the Jaguar Spare Parts Catalogue.

The below Control Button of the “90°” type has a total button length  measured from the (back of the) nut to the end of the button of about 32 mm (1¼ inch). Product data are not known, but the button seems fully identical to the version described hereafter.

 32 mm  long control button “90°” type

The below Control Button of the “parallel” type has a total button length  measured from the (back of the) nut to the end of the button of about 32 mm (1¼ inch). This version is possibly related to the Trico 900306 version (see photo above). Product data are not known. This version has also been seen on XK dashboards, but its origin and originality remains unclear.

 32 mm long control button parallel type.

Easier to find is the shorter Trico version of the parallel type, which uses the same body as the above version. However, it doesn’t fit in the Jaguar dashboard.  This one is “Made in England” and is used on various “high end” BMC cars like MG, Riley and Wolseley. This product had Trico Part Nº 900255-C, indicating it was indeed a UK specific product. The length from (back of the) nut to end of button is about 14 mm.

 Trico 900255-C is too short

In the category of control buttons with a 90° hose connection, different versions are offered (besides the aforementioned versons with a longer button). A shorter version with a length of about 14 mm has Trico Part Nº X.77680-C and was made by both Trico USA (Part Nº 77680-C from the 1940’s onwards) and Trico UK. This Control Button is installed in a dashboard using a chrome nut (Trico 77679-C) and a washer (Trico 2322J). This version is too short for the XK dashboard.

  Trico X.77680-C; too short

• The Check Valve

From September 1955 onwards XK140s received a brass Check Valve which was installed in the rubber hose from the inlet manifold to the Control Button. The check valve or “non-return” valve secures that vacuum remains in the washer system (when the engine stops) and the washer jets can do their job (for a short period though). The Check Valve has Jaguar Part Nº C11491 or Trico Part Nº 900292 (UK specific). The original item is apparently rare nowadays and modern replacements are often used instead.

For the XK 150 the Check Valve became integrated in the inlet manifold adaptor: Jaguar Part Nº C13570 or C14715 and thus was no longer a separate item as with the XK 140.

Original Brass Trico check valve?

• The Inlet Manifold Adaptor

Vacuum is drawn from the Inlet Manifold via a rubber hose connected to a  “Connector” or Manifold Adaptor screwed in the manifold. This Adaptor initially had Jaguar Part Nº C5473/5 (taken over from the XK 120) and from September 1955 onwards C11490 with Trico Part Nº 770750 and 770793 respectively. This adaptor is screwed in the manifold: thread is ⅛”-28 BSP.

 Early inlet manifod adaptor Trico 770750

The XK 150 had the Check Valve integrated with the inlet manifold adaptor: Jaguar Part Nº C13570 or C14715 .

Lucas “Sports Coils”

Introduction

Many Jaguar XK’s (as many other British sports cars of the 50’s and 60’s) often had a Lucas Sports Coil of the SA12 type installed as an aftermarket accessory, in an attempt to (further) improve the car’s performance.

  Lucas SA12 Sports Coil advertisement 1960

Although Porter in his book “Original Jaguar XK” refers to this coil as “a 140/150 sports coil” it actually never was available as a Works Option from Jaguar. And as far as I know, none of the British sports cars ever had a Lucas Sports Coil as a factory standard item.

Further investigating the subject of “Lucas sports coils” learned that there are in fact 4 different generations of these sports coils, whereby the so-called “Red Top” SA12 version is apparently the most attractive version.

Why a “Sports Coil”?

An ignition coil is in fact a transformer with about a 100 to 1 ratio between secondary windings (consisting of 6,000 to 20,000 turns) and primary windings (normally about 300 turns). The output voltage will therefore be e.g. 100 times greater than the input voltage.

When the contact points are closed the primary winding of the coil is connected to the battery and draws an electrical current of about 4 amps. The coil core is in fact an electromagnet with a magnetic field induced by the current flowing in the primary winding. When the points open to break the contact, the primary current must stop flowing and the magnetic field in the transformer will collapse. The collapsing magnetic field forces the current to continue flowing in the same direction and that current will charge the capacitor in the distributor. This raises the capacitor voltage momentarily to about 300 Volts, at which time this high voltage stops the current. The current then reverses direction, being driven backward by the high voltage at the capacitor. The initial 300 V spike in the primary winding will induce an output in the secondary winding of e.g. 30 kV (depending on the aforementioned winding ratio).

What type of ignition coil is required for a particular engine depends on the specific requirements of that engine: aspects like C.R. (compression ratio), the chosen sparkplug gaps, etc. have an impact on the required ignition voltage for the plugs to produce an optimum spark. In addition we should keep in mind that ignition coils are strongly affected by the contact breaker, particularly at high speeds, meaning that the contact breaker should be of the right quality if the coil has to deliver top performance. On a six cylinder engine running at e.g. 4000 revolutions per minute the contact breaker has to make and break some 12000 times per minute. At each make and break a starting current (commencing at 4 Amps or so and falling away to about 1.5 Amp as speed increases) has to pass across the points without appreciable voltage drop, if the coil is to build up a maximum spark voltage during the very brief time the contacts are closed.

Standard Lucas coils normally deliver an ignition voltage of 20 to 30 kV. A “High Performance” coil and more in particular a “Sports Coil” provides an increased voltage of about 40kV or higher, because of the different relation between the number of windings of the primary and secondary windings.

Two different manufacturing methods over the years

Regarding the manufacturing method of the coil housing or “can” we see a clear split-up in the earlier “assembled” housings made of (zinc plated) steel with soldered seams and bottom versus the later aluminium cans made via a process called “cold impact extrusion”, a method also used for the manufacturing of large capacitors. Lucas introduced this process around 1950 also for the SA type of Sports Coil. Note the “expansion” groove at the lower part of the aluminium cans, which is made to prevent the can to burst in case of an excessive overheating of the coil. If the coil expands an internal safety mechanism will cut the voltage supply and  prevent any further temperature rise of the coil.

 Expansion groove in SA type aluminium can

Later Lucas branded aluminium cans no longer have this expansion groove. There are more complaints reported of coil “decapitation” due to thermal problems with these later coils, whereby the coil normally bursts at the top and the oil will spread throughout the engine compartment (see photo below).

 

This is what might happen with an overheated coil (later type) without an “expansion groove”.

1. Lucas HS type Sports Coil from  late 1930s

 Lucas catalogue 300E from 1937

This first generation Sports Coils coded HS was developed by Lucas as early as 1937 in a 6 Volt and 12 Volt version. It started as a black coated version with a brown Bakelite top. It may have been not available for a number of years until 1950 when it became available in a grey painted housing. We refer for this to the Lucas advertisement of April 1950 introducing the new grey coloured Sports Coil in which Lucas states: “Motorists will welcome back the Lucas Sports Coil”. A survey:

1.1 First version HS coil

The black HS6 and HS12 coil had a brass Lucas type plate, which was fixed to the clamp with 2 screws. All HS coils are marked SW (ignition SWitch) and CB (Contact Breaker points) for the 12 Volt circuit connection. The Lucas part number was 406996 for the 12 V version and 406997 for the 6 Volt version. These part numbers remained unchanged for all HS coils although several development changes took place.

The text on the brass plate reads: MODEL HS12, TYPE L-0 12V ER 45038A but other (pre-war) plates refer to the Lucas part number 406996 for the HS12. Lucas catalogues indicate that coil 45038 has been replaced by coil 45058 in the early 50’s. ER stands for Earth Return meaning no separate earth connection but the can itselfs acts as connection to earth. The type number of the HS6 version is 45037A.

     Lucas HS12 type # 45038 and part # 406996

 

Early Lucas HS12 Sports Coils with brass type plates

1.2  Second version HS coil

Early 1950 saw the introduction of a grey-brown painted HS coil, initially with a black metal plate fixed with 2 slotted CSK screws. The housing was painted in grey-brown which Lucas called “polychromatic brown” (like the colour “polychromatic grey”, a colour they used for many products like the HF1748 horns). This coil was available in both 6V and 12V.

The part number of this coil versions remained unchanged (see 1.1)

 Advertisement April 1950

  HS12 12V ER

1.3 Third version HS coil

Later (but still in the early 50s) this coil had the label glued to the coil clamp. The label was mainly aluminium coloured with a black band at the bottom. Code numbers changed for unknown reasons from 5 to 6 digits:

• Lucas HS6 Type L-0     45037A     Part # 406997
• Lucas HS12 Type L-0   45038A     Part # 406996

 

Lucas 6 Volt Sports Coil. Model HS6, Type L-O, Lucas part number 406997 with printed label.

2. The SA series Sports Coil from early 50s

Around 1955 a second generation with a larger diameter aluminium can and different Bakelite top was introduced which was commercially named SA. This coil was still manufactured until the end of the 1970s.

Lucas SA Sports Coils can be easily recognised by their particular colour of the top part (red-brawn: these coils are also called “Red-tops”) and the special moulded Nut 422792 for the screwed connection of the HT cable to the central contact of the distributor cap; this nut differs from the one used on all other Lucas coils with a similar connection type.

 Special SA coil nut 422792

The diameter of Sports Coils is with 61 mm about 3 mm larger than a standard (LA or HA) coil. The clamp (or “Saddle” as Lucas calls it) is therefore also special and has part number 423947.

  November 1957 advertisement

Two versions have been made:

• Type number SA12 with part number 45058A to M for the 12 Volt version.
• Type number SA6 with part number 45065A for the 6 Volt version.

2.1 SA12 Sports Coils

Three different 12V connections have been applied by Lucas:

2.1.1  The early 12 Volt versions (coded 45058A to E) have screw posts and two nuts (2BA) for the 12 Volt wires coded 166043. These coils are marked SW (ignition SWitch) and CB (Contact Breaker points).

  

2.1.2  Later 12V Coil versions starting from suffix F (about  December 1959) were supplied with one “LUCAR” single connector (54190096) and one double connector (54190108) that could be installed on the two (2BA) studs using the existing nuts (still leaving the possibility to use this coil on older cars with eyelets). This was done because many manufacturers had meanwhile switched over to the LUCAR kind of connector for their car production. These coils were still marked SW and CB.

 Second version with optional LUCAR connections

2.1.3  Final 12V versions with suffix K to M (commencing 1968 running till 1978) had double LUCAR connectors riveted on the top, which no longer allowed the use of eyelet connectors. At the same time the marks SW and CB were replaced by + and – also because most cars had meanwhile switched from positive ground to negative ground.

  

2.2 Lucas SA6 Sports Coils

Below some examples of the 6V version, in this case a later version with double (riveted) Lucar connectors.

 

2.3  Lucas Overseas Production

Lucas manufactured in the various parts of the Commonwealth for the “Overseas” markets. In Australia and New Zealand local manufacturing of Sports Coils started in the 50’s or 60’s.

In Australia a special version of the SA type of sports coil was manufactured in the 1960s. It was coded SH12 and the part number was 45088A. When we look at the construction of this coil, the involvement of Lucas UK was evident: apart from the formal Lucas part number for this Australian product, the product made use of a copy of the early “red top” (including the special moulded nut 422792 of the british SA series) although most likely with a different outer diameter for the top allowing the use of an already locally manufactured aluminium can of the HA type (probably also the reason to call this coil type SH and not SA). A specific Australian label was added as was the local packaging.

 Australian made SH12 coil, manufactured Sept 63

 

In the 1970s Lucas New Zealand manufactured a Sports Coil with type number SA12 for their home market. Lucas part number was 63206301. This was based however on the standard coil (which has a smaller diameter than the SA12 as manufactured by Lucas UK).

 SA12 Sports coil made by Lucas New Zealand

Furthermore it had a black top in stead of the famous red top and the Lucar double contacts as well as the lettering (+ and – ) was in line with the final SA12 production in the UK (see above). Also the label was completely different from the SA12 production in the UK. The performance data of this version are not known.

 

 

2.4 Lucas High Energy Coils (HE6 and HE12)

An additional version has to be mentioned here which was not called a Sports Coil, but offered identical advantages. The High Energy Coil was offered in 6 and 12 Volts from the early 1950’s as an accessory. It is mentioned in the 1953 Lucas Catalogue of Quality Electrical Equipment. This fluid cooled coil has a die-casted Aluminium housing (heat sink) and a unique bracket with the Lucas logo in blue. Note the top that is identical to the SA Sports Coil with a screw-in type high tension connector and screw posts for the primary terminals.

 Lucas High Efficiency Coil HE12

3. PA series “High Power” Sports Coils from late 50s

Introduced in late 50’s or early 60’s, this type of sports coil used the standard housing of the HA type High Performance Coils and not the (larger) housing of the SA type of sports coils. In addition it no longer carried the HT lead connection by means of a “moulded nut and split washer” but changed over to a “screw-in” connection for the HT cable to the distributor cap. The PA series were part of the Lucas range, not replacing but in addition to the SA series over the period 1960 – 1980.

Lucas issued a leaflet “Instructions for fitting sports ignition coils models PA6 (6 volt) and PA12 (12 volt) export only, SA6 (6 volt) and SA12 (12 volt) home market” which might indicate the relation between the two product ranges. The reason for this might be that the non-UK (read “non-Lucas”) car industry used HT cables connected by means of a system whereby the (core of the) cable was screwed into a thin threaded stud. Due to the dominant position of Lucas in the UK it could continue the SA series with the “moulded nut and split washer” connection.

• Sports Coil fluid cooled 12V PA12  Part # 45118
• Sports Coil fluid cooled 6V PA6 Part # 45119

 PA6 Sports Coil Lucas 45119

4. The SP type Super Energy Sports Coil from late 70s

A fourth generation Sports coil (also known as the Gold Sports coil) was introduced around 1978 with the type code SP. The commercial code was:

• DLB 105 for the standard Super Energy Sports Coil
• DLB 110 for the “ballasted” version of the same coil (50% lower resistance of the primary windings)

There are (at least) three different versions of this coil.

4.1 The SP12 Super Energy Sports Coil with Silver label (late 70s to late 80s)

Early coils had a white top with double LUCAR connections riveted to the top. The SP12 coil had Lucas part number 45288A (at least initially) and had a silver label with “12V Super Energy Sports Coil” printed. Note that these early SP12 versions had an “expansion” rim at the lower end of the housing, in line with the housing of the SA series.

Earlier SP12 45288A 1980

4.2 The SP12 Super Energy Sports Coil with Black label (late 1980s)

A later version of the 1980s (now also named DLB105-B) with part number 45341A had a white top, but now with a black label positioned on the clamp and no longer on the housing above the clamp. The abbreviation B.Y.S. (manufacturer code?) was added in the numbers stamped on the bottom of the coil. These coils went back to the screwed Lucas low volt terminals which allowed to use this coil also for the classic eyelet connections. These coils have most likely been manufactured from late 1980s till about 1996 when Lucas was sold to a US company.

 

B.Y.S SP12 45341A from 1987

4.3 The SP12 Super Energy Sports Coil with Green label (since September 2004)

Following the return of “Lucas Electrical” in the UK market the DLB105 / SP12 “Gold” sports coil was continued, however with  a green Lucas label on the coil clamp.

Probably the most recent version is a 40 kV Sports Coil made with a black top and with removable “Lucar” connectors, opening the possibility to have eyelet connections as well. Also note that the clamp has now “open” mounting holes.

Checking a Sports Coil

Start by checking the resistance of the primary winding. Whereas about 3.2 ohms is standard for an un-ballasted ignition system, about 1.5 Ω is standard for the ballasted ignition system, but the primary coil resistance of a Sports Coil should be 2.5 to 2.7 Ω which is somewhat lower than that of standard coils. The secondary coil windings have a much higher resistance.

Coil type	Primary resistance Ω	Secondary resistanceΩ
Standard Coil Q-12	4.39	5190
Standard Coil LA-12	3.3	8250
Sports Coil SA-12	2.6	10050
Sports Coil SP-12	3.2	8660