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SU Fuel pump clones

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SU Fuel pump clones

There are many SU fuel pump clones made in Germany, New Zealand, Japan etc. Some examples:

Harting, Germany (became later Hugo; not to be confused with Huco)
Hardi, Germany (still manufacturing modern electrical fuel pumps)
AutoPulse (Walbro), USA
MoProd (ECCO), New Zealand

Harting Fuel Pumps

12V SD 5 58.

AUA 57 clone

NOS Harting pump

Hardi fuel pumps.

Early version

Early version J 58 in original box

1971 version

Technical data for the Hardi type J 58 pump:

Capacity: 60 litre/hr (13.5 Imp. gallon/hr)
Suction height: 1 metre (40 inches)
Pressure: 0.2 bar.
Contact points clearance: 1.2 mm (0.05 inch)
Connections: BSSP ⅜ “
Weight: 1.3 kilo

Right: later Hardi type J58

Autopulse (Walbro) USA Fuel Pumps

Moprod (New Zealand) Fuel Pumps

Moprod is a manufacturer of automotive parts including fuel pumps, mostly mechanical but also electrical ones. Some have a total plastic body. Supplies are still possible via various sources. More modern fuel pump versions have type numbers in the range FP 500E, FP 503E, etc.

Early version

Later version FP 500E

Later FP 503E

Spare Parts

Normally SU spare parts don’t fit the above clones. Spare parts are for most brands no longer available.

Points for Harting fuel pump as found on Ebay. VERA was a major US Import Auto Parts distributor for a short period in the early 1980’s, like Bap-Geon and Beck Arnley and World Parts.

Fog lamps SFT576 for XKs

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Lucas SFT576 Fog lamps on Jaguars

Introduction

From about 1954 Jaguar introduced 5¾” Lucas SFT576 fog lamps on most of their models, either standard or as a factory option. Before ‘54 they used the larger 7” Lucas SFT700 as an option only. The Jaguar XK120 had the Lucas type SFT 700S (Lucas assembly no. 053135/A; Jaguar code: C2988) as an optional extra including mounting brackets and a switch. This version is not further discussed in this article.

There are two different versions of the SFT5776: first generation manufactured from 1953/54 till probably mid 1963 and a second generation from mid 1963 onwards.

The Lucas SFT576 showed some modifications over the years. Early SFT576’s have a smooth flat upper top clamp where asthe later versions have a ribbed surface.

Early smooth top clamp (LH) and later ribbed top clamp (RH)

A second difference relates to the (Single Contact) bulb holder. The early version have a round black “Bakelite” bulb holder (Lucas 554667) and later versions have a more simple oval shaped bulb holder made from phenolic (Lucas 54520352). The exact change-over date is still under investigation.

Early (Bakelite) bulb holder (LH) and later (Phenolic) version (RH)

All these fog lamps use a 12 V single contact 48W bulb (Lucas 323) with transverse filament placed in a clear reflector unit (Lucas 554813). Note that there are also “double contact” SFT576 versions, as used by Rolls Royce that require a specific bulb (Lucas 409). The corresponding bulbholder (Lucas 554822) is different and should not be used on any Jaguar.

Lucas production of SFT576

Lucas started production of the SFT576 around 1953 with the 55128B versions (55133B for France with yellow reflector unit Lucas 554820). In the years thereafter the 55128 version received suffix D and towards the end of the decade suffix E.

This version (55128E) had a new bulbholder made from phenolic sheet material (Lucas 54520352). However, Jaguar no longer mentions this version for their later models (XK150, Mk VIII and Mk IX) but refers instead to Lucas 55174D or even 55174E. Apparently the XK150 models had the 55174D version from its introduction in 1957.

To make life even more complicated, we have to mention here that early 55174 versions had the smooth whereas later versions had the modified upper clamp with “ribbed” top surface (see photo above).

Mounting SFT576 on XK’s

The installation of SFT576 lamps on the XK140 and 150 is rather unique, as jaguar used a “Distance Collar” to obtain a higher position for the fog lamps, still using the Front valance behind the front bumper as a base.

The use of this Distance Collar (Jaguar code BD.9240 for XK140 and/or BD.14162 for XK150) caused some problems as the standard fixing bolt (Lucas 503890) has only a limited length (55 mm) and is too short to use it with a standard nut (Lucas 180377) as used for most other cars that had this fog lamp type. So how did Jaguar solve this?

Initially Lucas had two types of Fixing bolts. The standard version (Lucas 503890) was a 55 mm (2.2”) bolt used in combination with the standard nut 180377; unfortunately early Fifties Lucas catalogues did not mention the standard fixation bolt so this number (once source only) still has to be confirmed. A second (longer) version was made for the use of the SFT576 on Bentley and Rolls Royce cars: this fixing bolt (Lucas part number 503014) is 105 mm (4⅛ “) long. The 1960 Lucas catalogue uses this longer version for all SFT576 versions, apparently under the motto: “long enough for all applications” (or cut to size). The thread used by Lucas (and Jaguar) is BSC ⅝- 26 tpi whihc is British Standard Bicyle thread.

Standard bolt Lucas 503890 (RH) and long bolt Lucas 503014 (LH) for Rolls Royce & Bentley (photo right)

The solution Jaguar introduced comprised a special extra long nut Jaguar BD9241 for the XK140 and/or BD14163 for the XK 150. Please note that some suppliers use part number Jaguar 5220 for this nut, but this is actually wrong as this refers to the Lucas “short” nut 180377. The extra long nut partly fits within the Distance Collar and is long enough to reach the thread of the shorter standard fixing bolt. The difference between the two versions (BD9241 and BD14163) is unclear but they might have a different length as the replacement version that is supplied at the moment is shorter than the earlier ones.

Jaguar’s solution with “long nut” and “collar” . The longer nut (from date code 1961) might be BD14163.

Next to the Nut and Collar a shakeproof washer (Jaguar C.733) is used and a special Packing Plate Jaguar BD104160: the XK 140 SPC specifies one per lamp, but later versions have the description “as required“. The photo above shows a 1961 item with two Packing Plates.

Finally: it is also possible to use a standard nut (180377) instead of the special Jaguar long nut, by using a 105 mm long fixing bolt (Lucas 503114) and cut to size.

Complete fixation unit for Jaguar XK140 & 150

Fog lamps light units

The original units had Lucas number 554813 (clear front glass) and for France 554820 with an Amber front glass. These versions had the (factory) code M5 and the text “MADE IN ENGLAND” at the bottom of the front glass. Modern replacement units don’t have these markings, but are otherwise identical.

Light unit Lucas 554813 in a (later) original factory box

Fog lamps as an Optional Extra for XK 140

Fog lamps could be ordered as an optional extra for “non-SE” cars.

The official parts list indicates that in that case the existing 3-position Road Lights switch (Lucas PRS7 type 31426/A) has to be replaced by the 4-position switch (Lucas 31524/A). A Red/Yellow wire is then installed from the new switch (position 11) to the Fog lamps.

Apparently early cars (as was the case for the XK 120 versions) could have a separate Fog Lamp switch mounted on the Instrument Panel. The wiring diagram (Nº W 26880, November 1954) proposes an independent Fog Lamps switch of the PS7 type (pull/push: on/off). A new Red wire is running from connection 7 of the 3-position Road Lights switch to the separate Fog Lamps switch. Another Red/Yellow wire is then installed from the Fog Lamps switch to the Fog Lamps.

The change-over from an independent switch to replacing the 3-position into a 4-position Road Lights switch has to do with the question whether in a particular country (state) it is by law required to switch off the Head Lamps when the Fog Lamps are turned on.

The Fog Lamps PS7 switch used for the XK 140 is Lucas 31389A (Jaguar C5631). This Lucas part number has been later replaced by 31434. This is a panel light switch without a knob. The correct (push-on) knob used for this application is black with a white “F”. The corresponding Lucas part number is 312866.

The exact position of this independent Fog Lamps switch is unclear. We do know that cars with 2” SU carburettors have an additional Choke cable + knob installed in the wooden Instrument Panel to the right side of the drawer. This might well be the place to mount the Fog Lamps switch. However, this switch doesn’t seem to have a long thread required for mounting in a (thick) wooden dashboard (as did the earlier XK 120 switch) , but it may be possible to solve this by creating a recess at the back of the panel allowing to position the switch more to the front.

312866

Later a complete Lucas kit became available under part number 053272 (which also succeeded the former independent item Lucas 55128/x) containing a switch Lucas 31201/D, knob Lucas 314403 and even a mounting bracket 056117. This should apparently be mounted beneath the (wooden) dashboard.

The Jaguar XK 120 used a similar set-up . Early XK 120’s having factory installed Fog Lamps may have been executed with a chromed knurled knob screwed to the switch. Later versions may have Fog Lamps installed as an “Optional Extra” with a separate switch having Lucas part number 031216 (Jaguar C2744). The Lucas Master Parts Catalogue indicates that assembly 031216 consisted of a PS7-1 type switch 31228A (an Interior Light switch with long thread for a wooden panel, similar to switch 31201 except for length of thread) and a black Bakelit knob 314437 without “F”. This switch was positioned at the end (driver side) of the Instrument panel (according Urs Schmid).

Spare wheel lid mounting screws

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Spare wheel lid mounting screws NS 519/3D

The hinges (BD9374) are mounted to the spare wheel lid (BD9372 or BD11262) with (3 x 3=) 9 countersunk set screws and fit in “T” nuts (BD9909/1) placed in the plywood.

Hinges are fixed to these “T” nuts with ANF 3/16 thread

Official Jaguar code for the mounting screws is NS519/3D meaning ANF 3/16 x 3/8” CSK slotted set screw. However, since about 1950 the 3/16″ UNF thread doesn’t exist any longer. There are 3 possible alternatives:

The best equivalent is CSK Slotted No.10 x 32 threads per inch. Diameter for UNF 3/16″ is 0.1875″ and for No.10 is 0.190″. They are however interchangeable and have both the same 55° thread angle.
British Standard Fine (BSF) has a 3/16″ x 32 thread as well. Normally UNF and BSF have different “thread per inch” but in this case they are identical.
Also 2BA screws might fit if the thread hole is undamaged: it is about 0.1 mm smaller in diameter and (as the thread angle is only 47.5°) it will fit the UNF thread. The pitch is slightly longer (about 0.02 mm!) than the UNF version.

Thread	Diameter (inch)	Diameter (mm)	Pitch (TPI )	Pitch (mm)
ANF 3/16”	3/16”	4,763	32	0,79
No 10	0,190	4,83	32	0,79
BSF 3/16”	0,187	4,75	32	0,79
2BA	0,185	4,70	31,35	0,81

Additional information on these thread types:
BSF has a Whitworth 55° thread angle, where as BA has a 47.5° thread angle. So these threads are not automatically interchangeable: in general a BA screw might fit a BSF thread hole if the diameter and TPI are close.

BA is taken from the 19th Century Swiss Thury thread. Its formulation was proposed by the British Association in 1884 and adopted in 1903. BA has in principle metric dimensions. No.0 BA is 6.0 mm diameter and subsequent numbers are in 0.9 progression. Multiply a BA diameter by 0.9 and you have the diameter of the next smaller size. BA screws are nowadays seldom seen and virtually exclusive to electrical fittings (e.g. Lucas) and instruments (e.g. Smiths).

Post-war Triplex Manufacturing Date Codes

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Introduction

Advertisement 1919

Safety glass windows for cars manufactured under the brandname TRIPLEX all received some form of manufacturing date code. This code was part of their trademark consisting of the word TRIPLEX combined with a circular formation around a triangular arrangement of the three X’s (= Triple X).

The TRIPLEX logo (with or without circle)

Post-war Triplex glass date codes (1945 – 1969)

Cars made till the late 1970’s can be dated by the code etched on the safety glass. Note that it dates the glass and is only an indication of the cars age, thereby assuming the glass is still original.

TRIPLEX safety glass is either named TOUGHENED or LAMINATED depending on the manufacturing process, but in addition the description PLATE has been introduced after the war for laminated windscreens (initially) intended for the USA. The date coding will be explained on basis of these three descriptions: TOUGHENED, LAMINATED and PLATE.

Year code for post-war TOUGHENED and LAMINATED Triplex glass

The year code systems (described below) was used over a number of decades leading to potential confusion if only the last number of a year had been indicated. Post war items are easily recognisable as from 1945 onwards the BS logo (or “kite mark”) was added below the original TRIPLEX logo.

The year code can be found in the nine letters that make the word TOUGHENED. One dot below a letter gives the year within a particular decade:

T O U G H E N E D

T = 1
O = 2
U = 3
G = 4
H = 5
E = 6
N = 7
E = 8
D = 9
No dot = 0 (or possibly a dot under a space after the last letter)

This code also works if you have a TRIPLEX windscreen with the (also nine letter) word LAMINATED instead of TOUGHENED.

Quarter code for TOUGHENED and LAMINATED Triplex glass

To further determine the approximate month of production, look for a dot above the TRIPLEX word in the logo on the glass, whereby only 4 letters have been used for the coding:

T R I P L E X

One dot above T, R, E, or X gives the quarter of the year the glass was manufactured:

T = Jan, Feb, March,
R = April, May, June,
E = July Aug, Sept,
X = Oct, Nov, Dec.

Example: 2nd quarter 1953 with BS logo

Year code for PLATE Triplex glass

A different coding system was applied for the post-war TRIPLEX laminated windscreens destined for the USA, whereby the year of manufacture was mentioned in two figures. The quarter coding system on basis of the word TRIPLEX was identical to the TOUGHENED and LAMINATED versions.

Windscreen 1st quarter 1948 Windscreen 2nd quarter 1955 Windscreen 3rd quarter 1959

Triplex branded glass (after Jan 1969)

The year indication is still identical to the TOUGHENED or LAMINATED system, but the month code changed. The month of manufacture is now indicated by the dots over the word TRIPLEX according a rather complicated system:

Example August 75 Month coding system Later logo with unknown Date Code system

History of UK Glass Manufacturers for the Automotive Industry .

British Indestructo Glass Ltd (to be investigated)

Pilkington (now owned by Nippon Sheet Glass Co., Ltd).

In 1929 Pilkington and Triplex formed a joint company to build a works at Eccleston, St. Helens. Pilkington gradually increased its shareholding in Triplex until by 1965 it became the majority shareholder.

In Pilkington’s Queenborough factory on the Isle of Sheppey in Kent the original glass products were made under various brand names like Triplex, Sigla, Bilglas or SIV. Today they can still supply products with the original trademark. The Queenborough factory has made classic windscreens for the aftermarket since the late 1950s, and still retains the vast majority of the tooling produced ’’in-house’’. The range consists of over 2000 parts including, AC Ace, 1953/63, Mercedes 220 1961/71, Aston Martin DB 4 1958/65 and MG’s to name a few. The specialist factory is certified according to BS EN ISO 9001: 2000 ensuring that all legal requirements are met.

Advertisement 1948

Triplex Safety Glass Co. Ltd. (Est. 1922).

In 1912 the need for the specialist production of safety glass led to the formation of the Triplex Safety Glass Company to manufacture in Britain on basis of certain French patents for laminated glass. The manufacturing process involved fixing some form of transparent material between 2 sheets of glass, thus triplex glass.

By 1922 “TripleX” manufactured at Hythe Road, Willesden, London, N.W.10. laminated and toughened safety glass, both plate and sheet, multi-ply and bullet-proof glass, curved safety glass, In addition they executed the shaping, forming and manipulation of “Perspex” and other thermoplastic materials.

Trade names: TripleX, Triplite, TriFlex.

Tudor Safety Glass advertisement, 1956.

Tudor Safety Glass Co. Ltd. (Estd. 1935).

Spring Place, Kentish Town, London, N.W.5. Two toughening, ten bending furnaces: electricity, gas. Laminated and toughened safety glass, machinery glassware. Trade name: Vinylex. Tudor has been taken over by Triplex Safety Glass some decades ago and thus belongs to the Pilkington Group of companies.

Bolt types Spare Wheel Clamp

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Two Bolt types for Spare Wheel Clamp

There are two types of bolts to clamp down a wheel in the boot of the XK: one suited for disc wheels and one for wire wheels. The bolt for the disc wheel is coded BD6420 and has dimensions ¾ x 6¾ inch or 19 x 171mm (and not 11/16 x 8 9/16 inch or 17½ x 217½ mm as mentioned by Porter). The bolt for the wire wheel is coded BD9583 and has dimensions ¾ x 8¾ inch or 19 x 222 mm.

The disc wheel version is also used on all saloons of that era and they seem to be better available than those for the wire wheel version. It is possible to modify the disc wheel version to the (longer) one suited for the wire wheel. A lathe, however, is required for this operation.

Modification of Disc wheel Bolt BD6420 to Wire Wheel Bolt BD9583

It is possible to modify the spare wheel bolt of the disc wheel to one for the wire wheel. Follow these steps:

Remove the black knob by driving out the pin.
Cut off the 2.3” long Ø ½“ rod from the threaded part of BD6420.
Turn a new longer rod on a lathe according the below given dimensions
Connect the new part to the threaded part of BD6420.
Replace the black knob

Factory brake servo kit for XK 140 Coupé

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Form no. 1117

VACUUM SERVO BRAKE KIT PART NO. KL.72536 FOR JAGUAR XK140 COUPE

Original restored Lockheed 5½” Servo for XK 140

Service Bulletin 235 of January 1958 announces that a servo kit is now available for the XK140: “For XK140 owners who would prefer less effort to operate the brake pedal a servo kit is now available from the Jaguar Spares Department under Part number 7076. Detailed instructions for carrying out this modification to the Fixed Head Coupe model are included with each kit.“

This is a Jaguar specific Lockheed 5½” Servo Unit which was offered from 1958 onwards for retrospective installation in XK 140’s. It is identical to the Servo Unit for the Mk 1 and quite different from the XK 150 and Mk 2 version which was a Lockheed 6 7/8″ unit. The XK 140 / Mk 1 servo is not only smaller but also lacks the external “atmospheric” pressure pipe of the XK 150 / Mk 2 version.

Description of Lockheed 5½” Servo for Jaguar Mk 1

Exploded view of the Servo unit

There are in fact 2 types of the Lockheed 5½” servo: , both with :

Jaguar part number C.11000 and Lockheed 82266 with a non-adjustable push rod, delivered until autumn 1957
Jaguar part number C.13821 and Lockheed 89368 with an adjustable push rod manufactured from autumn 1957 onwards.

Only the later servo with the adjustable push-rod has been offered for the XK 140. This push rod has to be adjusted when the servo has been overhauled. The push-rod tends to corrode but can be remanufactured (see drawing below) using the push rod of the 6 7/8″ servo of the XK 150 and Mk 2 as a basis.

Adjustable Push-rod 88020

These servo’s normally have an aluminium tag on which the Lockheed servo number has been engraved. For the XK 140 servo kit this should read 89368 (see photo below).

Tag reading 89368 and date 18 3 60 (?)

Service kit for vacuum piston & push rod

There are two different service kits: the earlier non-adjustable push rod version requires Lockheed kit 72521 whereas the later adjustable push rod version requires Lockheed kit 72524. Original (NOS) Lockheed kits are still offered sometimes offered at Ebay.

Lockheed service kit 72521 (non adjustable) Lockheed service kit 72524 (adjustable)

Fitting the servo in the Jaguar XK 140

The following parts are required to install a servo unit in the Jaguar XK 140 models.

The Lockheed 5½” Servo has 3/8″ x 24 UNF brake pipe connections (for 3/16″ pipe) whereas the Jaguar XK 140 normally has 7/16″ x 20 UNF brake union threads (for 1/4″ pipe). Therefore two Adaptors (Lockheed 81087) are required (see also photo at the top and details provided further down the page).

Also note that Jaguar assumes that both front and rear brakes are served by the servo. It is however possible to only connect the front brakes with very good results as the contribution of the rear brakes is less than 10%.

Installation instructions

Jaguar provided an installation instruction with every XK 140 brake servo kit (see text given below). It proposes a lengthwise positioning of the servo in the LH battery box for LHD cars. But this seems impossible for the Fixed Head Coupe version: the depth of the battery box is significantly shorter than those of the OTS and DHC versions. Even if the prescribed (90 degree angle) banjo is placed at the end of the slave cylinder, space is still very tight. More specific, the higher the mounting position of the servo (as prescribed in the instructions) the less space is available. However, a transverse position is feasible with the vacuum chamber positioned in the direction of the outside of the car, even in case a second 6 Volt battery is used (as per original).

Installation, Coupe (LHD)

Servo

The servo unit can be fitted in the LH battery compartment above the battery. The exact position selected should be as high and as near the outside of the car as possible. By using the end cover of the servo as a template, mark and drill the fixing holes. The outside bolt should be fitted from the inside of the car to form a stud on which to mount the servo. It is necessary to fit two nuts to each of the mounting bolts as distance pieces. The unit should be fitted with the vacuum and hydraulic inlet connections pointing towards the engine, and the servo cover repositioned so that the air inlet slot is at the bottom.

Fittings

The front and rear brake pipes should now be removed from the master cylinder and connected to the 3-way piece. The rear pipe to the centre arm and the front pipe to the innermost arm. The lay of the pipes will now control the position for the 3-way piece which may be secured by a set screw into the base and positioned on the front wall of the battery compartment. Now remove the two armed banjo from the master cylinder and replace with single armed Banjo Part No. 7960 also replacing gaskets Part No. KL.44518 and KL.44522. The adaptor Part No. 81087 with gasket (KL.44516) should be fitted to the servo inlet.

Installation, Coupe (RHD)

Servo

The servo unit can be fitted in the offside battery compartment above the battery. The exact position selected should be as high and as near the outside of the car as possible. It will be found that the wiring harness is secured to the toe-board at this point and this bracket should be removed and the hole drilled to take the innermost securing bolt of the servo. By using the end cover as a template, mark and drill the outermost fixing holes. Drill also a hole for the wiring harness bracket which will now divert the wires round the servo. The outside bolt should be fitted from the inside of the car to form a stud on which to mount the servo. It is necessary to fit two nuts to each of the mounting bolts as distance pieces. The unit should be fitted with the vacuum and hydraulic inlet connections pointing towards the engine, and the servo cover repositioned so that the air inlet slot is at the bottom.

Fittings

Breather

This is in fact an AC inlet for (filtered) air (under atmospheric pressure) required to operate the servo.

Description of parts

5½” Servo Unit 89368 (1x)

Adaptor 81087 (2x)

Banjo Bolt 30420 ⅜ x 24 UNF (2x)

Banjo 29588 ⅜ x 24 UNF (1x)

Gasket KL.44516 (3x)

Gasket KL.44518 (2x)

Gasket KL. 44522 (1x)

Outlet 70742 (1x)

Description unknown
Banjo 7960: 7/16 x 20 UNF (1x)

3-way piece 7965: 7/16 x 20 UNF (1x)

Non-return valve 91607 (1x)

Hose 70353/36 (1x)

Rubber vacuum hose 36” (90 cm) long.

Instrument Panel and Warning Lights

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Instrument Panel & Warning Lights for Jaguar XK 120 & 140

The exact type of Panel and Warning Lights on the Instrument Panel of the XK 120 and 140 is not very well defined in the Spare Parts Catalogue and sometimes confusing or even missing. Combination of Jaguar and Lucas information sources leads to the following survey:

XK 120 Instrument Panel C 2743 (OTS versions up to September 1952 without Direction Indicators)

Ignition Warning Light 38020/A Early Panel Light Clips for early panel light Bulb holder 39007/A

Warning Light Ignition (WL4/L11) Lucas 38020/A Jaguar C2755 Bulb 987 E10 12V 2.2W

Note: it is very unlikely that the WL 38020 was still applied in this version as Lucas had replaced it since 1949 by 38048.

Bezel for Ignition warning light Lucas 304853 Jaguar C2642 (Notice the difference from later version: 305414)
Panel Lights (Unnumbered: not Lucas? See photo above including clips for mounting bulb holder)
“Head lamp” Warning Light Bulb Holder PL31 Lucas 39007/A Note 3 Bulb 987 E10 12V 2.2W

XK120 Instrument Panel C 5529 ( FHC versions from November 1950 to September 1952 with Direction Indicators)

Warning Light Ignition & Direction Indicator (WL4) Lucas 38048/A Jaguar C4617 Bulb 987 E10 12V 2.2W

Note that both the Ignition as well as the Trafficator WL initially required a two wire connection (insulated return, no earth return possible) as also applied on early Mk VII versions. The (fully insulated, plastic housing) type 38020 and 38048 fulfilled that requirement.

Bezel with IGN Lucas 305414 Jaguar C4625
Bezel with TRF Lucas 305411 Jaguar C4626
Panel Lights (Unknown type: not Lucas? See photo above)
“Head lamp” Warning Light Bulb Holder PL31 Lucas 39007/A Note 3 987 E10 12V 2.2W

XK 120 Instrument Panel C7290 (OTS, DHC & FHC versions from September 1952 to March 1954)

The Spare Parts Catalogue mentions the following parts, but their application is doubtful.

Warning Light Ignition (WL4/L11) Lucas 38020/A Jaguar C2755 Bulb 987 E10 12V 2.2W

Note: it is very unlikely that the WL 38020 was actually still applied at all in this later version as Lucas had replaced it since 1949 by 38048. Also the preceding instrument panel C5529 had already the 38048 model installed.

Warning Light Direction Indicator (WL4) Lucas 38048/A Jaguar C4617 Bulb 987 E10 12V 2.2W
Bezel with IGN Lucas 305414 Jaguar C4625
Bezel with TRF Lucas 305411 Jaguar C4626
Panel Lights Bulb Holder from WL13 Lucas 38153/A Bulb 987 E10 12V 2.2W

It is reported that both WL 4 types 38020 and 38048 had meanwhile been replaced by Bulb Holder 38153/A from the WL13 range which later was coded 554734. For this the Instrument Panel had been redesigned with an insulated construction for the ignition warning light. This implies that 6 Bulb Holders 554734 were used for all Warning and Panel Lights. Panel Light Bulb Holder 38153/A or 554734 is of the “6 finger” type, fitting a ⅝” (16 mm) diameter panel hole.

“Head lamp” Warning Light Bulb Holder PL31 Lucas 39007/A Bulb 987 E10 12V 2.2W

XK 120 Instrument Panel C 8395 (OTS, DHC & FHC versions from March to September 1954)

Warning Light Ignition (WL4/L11) Lucas 38020/A Jaguar C2755 Bulb 987 E10 12V 2.2W

Note: it is very unlikely that the WL 38020 was actually still applied in this later version as Lucas had replaced it since 1949 by 38048. Also the preceding instrument panel C5529 had already the 38048 model installed.

Bezel with IGN Lucas 305414 Jaguar C4625
Warning Light Direction Indicator (WL4) Lucas 38048/A Jaguar C4617 987 E10 12V 2.2W
Bezel with TRF Lucas 305411 Jaguar C4626
Bulb Holder for Panel Lights (WL4) Lucas 38048/A Jaguar C4617 987 E10 12V 2.2W
“Head lamp” Warning Light Bulb Holder PL31 Lucas 39007/A – 987 E10 12V 2.2W

Note: Jaguar part number for Warning Light Bulb Holder PL31 (Lucas part No. 39007/A) is unknown. This bulb holder is placed in the Smiths Speedometer in a ¾ “ (19 mm) hole.

Certain XK 120 instrument panels (exact period is unclear) have a construction using 2 small brackets screwed to the instrument plate to hold the WL4 housing (see photo below). Later instrument panels no longer have this construction. Instead they have an oval shaped metal reinforcement plate riveted to the steel panel and metal bulb holder 554734 which is directly connected to earth via the “6 finger” construction. For the Ignition Warning Light this oval shaped metal bracket is insulated from the instrument plate as this bulb requires two wire connections (“insulated return” (IR) with a white and a yellow wire and no earth).

Warning Light Direction Indicator 38048/A and mounting brackets

XK 140 (from 1954 onwards)

Warning Lights for TRF & IGN

Bulb Holder Warning Light WL4 for IGN (< 1956) Lucas 38020/A Jaguar C2755 Bulb 987 E10 12V 2.2W

Note: it is very unlikely that WL 38020 was actually still applied in the XK 140 as Lucas had replaced it since 1949 by 38048. It probably has been copied from the preceding XK 120 panel. But in reality we see that neither 38020 or 38048 was used. Bulb Holder 38153/A or 554734 is installed.

Probably Lucas 38153/A; only 1954 -1956

Bulb holder for above (≥ 1956) Lucas 554734 Bulb 987 E10 12V 2.2W
Bezel with IGN Lucas 305414 Jaguar C4625
Bulb Holder Warning Light WL4 for TRF (< 1956) Lucas 38048/A Jaguar C4617 Bulb 987 E10 12V 2.2W

Note: this line has probably has been copied from the preceding XK 120 panel. Bulb Holder 38153/A or 554734 is installed instead.

Bulb holder for above (≥ 1956) Lucas 554734 Bulb 987 E10 12V 2.2W
Bezel with TRF Lucas 305411 Jaguar C4626

Note: All Bulb holders of the WL4 or WL13 range are of the “6 finger” type and fit a ⅝” (16 mm) diameter panel hole.

Panel Lights for Instrument lighting

Note: no panel lights are mentioned in the Spare Parts Catalogue

Panel Lights Bulb Holder from WL13 Lucas 38153/A (Earth Return) for Bulb 987 E10 12V 2.2W
Lucas 38153/A is replaced (1956-1957) by Lucas 554734 (Earth Return) for Bulb 987 E10 12V 2.2W
Lucas 554734 bulb holder is preceded by Lucas 860547 (Earth Return type).

Note: Lucas 554734 is also available with rubber boot under same number but this can be removed to obtain the original “looks”.

Other references: Lucas 863511 Bulb Holder (Insulated Return type) for Bulb 987 E10 12V 2.2W .

Corresponding BMC code number is 37H5181 (Earth Return type) for Bulb 987 E10 12V 2.2W

Bulb Holder for Warning Lamps 554734 (including Rubber Boot) and Lamp Socket 863511 with insulated return. Both fit the WL 13 type of Warning Light.

Warning Light Head Lamps in Speedometer

“Head lamp” Warning Light Bulb Holder PL31 Lucas 39007/A Bulb 987 E10 12V 2.2W. Corresponding BMC code number: 3H914

Note: All Bulb holders of the WL11 or WL12 range fit in a 3/4” (19 mm) diameter panel hole.

Original Bulb Holder 39007 Reproduction Bulb Holder 39007 Bulb holder 39007 in WL12

NOTE: this is the Bayonet Bulb Holder Lucas 554710 for bulb 989 12V 5W BA9 used for Pilot lamps (not applied in the Jaguar XK range, but also fits a ⅝” hole).

Lucas bulb 989 12V 5W BA9

Wilmot Breeden locks and (Union) keys.

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Introduction.

Jaguar used Wilmot-Breeden locks and barrels on all their XK types. Wilmot-Breeden keys are branded “Union”. The following gives an overview of the history of Wilmot-Breeden and the details of the applied barrel versions for the Jaguar XK (140).

History

Starting in 1932, Ford UK began to use “MRN” series keys, which has codes ranging from 01 to 50. Other car brands also applied Wilmot Breeden locking systems. Jaguar in the post-war era, was one of them. These codes were used through 1949, but as automotive production increased, they needed more codes to go around. Jaguar applied the FNR series as well, in addition to the MRN.

Beginning 1949 the “FA” code was introduced, which features codes from 501-625. These codes were widely used from 1949 until August 1959.

In November 1955, another key code appeared, this time a “FP” code, which saw numbers ranging from 626-750.

Key codes can be found either on the face of the ignition switch, stem of the door handle, or on the lock barrel itself. However, barrels, door handles or even ignition switches, could have been changed to another key code at any time.

Original keys were made by Union / Wilmot Breeden.

There are many different locking barrels used: separate versions exist for door, ignition, boot lid, petrol lid and glove box. Each of these barrels is different in length and overall design, but they do (or may) share the same keys.

Wilmot Breeden Key codes and Year of introduction

1932 MRN 01 through MRN 50
1945? FNR 01 through FNR 25 (unique Jaguar?)
1949 FA 501 through FA 625
1955 FP 626 through FP 750
FR 751 through FR 875
1960? FS 876 through FS 955
FK 876 through FK 955
FT 101 through FT 225
NH 2001 through NH 3000
FR 01 through FR 1080
EJR 01 through 50

Profiles of various key types

The barrel numbers are shown on the face of the ignition switch on early cars. The numbers were also stamped on the glove box housing, and the boot handle stem. On later cars, the original owner received a metal tag with the key number and the number was no longer stamped on the ignition switch housing to prevent that a spare key could be easily cut.

Survey of Wilmot Breeden locking barrels for XKs

Wilmot Breeden locking barrels for Jaguar XK 140 FHC

Ignition lock barrel Door & Boot lock barrel

Petrol filler lid lock barrel Cubby box lock barrel

New locks by Weston Body Hardware (Left to Right): Petrol filler, 2 x Door/boot, Ignition

Key numbers and types for Jaguar XK 140

Door lock FA round head
Petrol filler FA round head
Ignition lock FA round head
Boot lock FNR rectangular head
Cubby box FNR rectangular head

Examples of Wilmot Breeden Keys

Top Left: FA & FNR Round
Top Right: FA Rectangular head shape
Bottom Left: FP Round left
Bottom Right: FP Rectangular head shape.

Wilmot Breeden lock barrel principle

Every lock consists of 5 brass tongues composed of three different dimensions, corresponding to the cuts made in the key. A deep cut in the key corresponds with a higher remaining part in the tongue (see photo below). The overall distance over the 5 tongues is 3/8 “ meaning each tongue is spaced at 5/32” from the other.

Example: Ignition lock FS 899

High Low Low High High

Jaguar glove box lock

Jaguar glove box lock with key code number stamped on the base of the lock.

Key of “cubby” box always has a rectangular head

Jaguar Identification or Chassis Plates

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Overview of Jaguar Chassis Plates used from 1946 to 1974

Jaguar used various types of Chassis (or Identification) Plates in the post WW2 period. The changes in dimension and lay-out of the plates were mostly the result of changes in available space when new models were introduced, but also due to changing brand names of lubricant suppliers or their respective products.

When focusing on the changes related to Chassis Plates we may conclude that the most apparent change relates to size and orientation of the plates in 1948. In the years before a smaller brass plate (Type A, 3½ x 4″) was vertically positioned containing relevant car data and accompanied by a similarly sized plate containing lubricant recommendations.

From the launch of the XK 120 in 1948 the plates were larger and had a “horizontal format” with both car data and lubricant recommendations combined on one plate. The initial size of this plate (Type B, 6½ x 4¼”) as used for the Jaguar Mk V, was apparently too large as it was reduced in October 1949 (Type C, 5¾ x 3¾”).

This then became the standard format for over a decade, with only a change-over from brass to aluminium in 1957.

Type No	Dimension	Material	Used on	Year
TYPE A.1	3½ x 4″	brass	Mk IV	1946
TYPE A.2	3½ x 4″	brass	Mk IV	–
TYPE A.3	3½ x 4″	brass	Mk IV	–
TYPE A.4	3½ x 4″	brass	Mk IV and very early Mk V	–
TYPE B.1	6½ x 4¼”	brass	Mk V, very early XK 120	1948
TYPE C.1	5¾ x 3¾”	brass	XK 120	From October 1949
TYPE C.2	5¾ x 3¾”	brass	XK 120	From March 1952
TYPE C.3	5¾ x 3¾”	brass	XK 120	From August 1952
TYPE C.4	5¾ x 3¾”	brass	XK 120/XK 140 Manual	From October 1953
TYPE C.5	5¾ x 3¾”	brass	XK 140 Auto	1954 – 1957
TYPE D.1	5¾ x 3¾”	alu	XK 150 Manual	1957 – 1960
TYPE D.2	5¾ x 3¾”	alu	XK 150 Auto	1957 – 1960
TYPE D.3	5¾ x 3¾”	alu	XK 140 Manual	only 2nd half 1957
TYPE D.4	5¾ x 3¾”	alu	4XK 150 Auto	only 2nd half 1957
TYPE E.1	6½ x 3¾“	alu		1961?
TYPE E.2	6½ x 3¾“	alu
TYPE E.3	6½ x 3¾“	alu
TYPE E.4	6 ½ x 3¾“	alu
TYPE E.5	6 ½ x 3¾“	alu
TYPE E.6	6½ x 3¾“	alu
TYPE E.7	6½ x 3¾“	alu
TYPE E.8	6½ x 3¾“	alu
TYPE E.9	6½ x 3¾“	alu

Type A plates on Jaguar Mk IV

Type A4. (?)

Type A plate on a 1948 Mk IV. Plate dimension: 3½ x 4″ . May also have been used on very early Mk V cars. Each of the 3 available engines had a specific plate. The lay-out shows only fields for CHASSIS No, ENGINE No and BODY No and is vertically oriented; all later plates have a horizontal orientation. There may have been 4 text variations for this plate (indicated with A1. to A4.) The recommendations for LUBRICANTS are shown on an identically sized plate next to the Chassis plate: VACUUM, WAKEFIELD, SHELL, ESSOLUBE and PRICE’S are mentioned here.

Type B plates on Jaguar Mk V

This new Chassis Plate measures 6½ x 4¼”, made of brass and plated with nickel. The lay-out has now 4 fields for CHASSIS No, BODY No, ENGINE No and GEARBOX No. The recommendations for LUBRICANTS remained unchanged: VACUUM, WAKEFIELD, SHELL, ESSOLUBE and PRICE’S, but an additional column has been added to show the S.A.E. viscosity. The recommendation from PRICE’S for the WHEEL HUBS was blank. To indicate the VALVE CLEARANCE two new fields have been created to be stamped per car type.

The overall lay-out was the basis for the later Type C plates.

Note: The Mk V manual contains one photo of a car with the smaller ID plate from the Mk IV era.

Type B1

Type B plates on Jaguar XK 120 (very early examples)

See data under Mk V. The same plate (Type B1) was used for a number of early XK 120 OTS versions.

Type C plates on Jaguar XK 120

Type C plates were identical to Type B plates but smaller in dimension. Four different Identification plates have been used over the life of the XK 120: C1 to C 4 (with B1 as the fifth variation for the very first XK 120’s).

The first plate (Type C1) showed a blank box for Price’s recommendation for Wheel Hubs lubrication, as was the case with the Type B plate.

Type C1.

This was corrected with a temporary solution by riveting an “add-on” plate over the bottom two rows, now showing BELMOLINE H.M.P. on the empty space. This version (Type C2, see here under) lasted for about 6 months from March to August 1952.

Type C2.

In August 1952 the” add-on” plate was replaced by a new plate (Type C3) fully identical to the Type C1 plate but now with BELMOLINE H.M.P. on the former empty space .

Type C 3.

Note: also the Jaguar C-type used Chassis Plate Type 3 (see below).

C-type chassis plate

Final change in Type C plates on Jaguar XK 120 and 140.

In October 1953 a number of modifications were made to the text of the Chassis Plate (Type C 4.). The most important modification was the change from ESSOLUBE to ESSO and BELMOLINE H.M.P. becoming now ENERGREASE No 3. These plates are otherwise easily recognisable by the text change in the VALVE CLEARANCE row, reading INLET and EXHAUST instead of the former abbreviations INL. and EXH..

Type C4 (NOS!!)

Addition of “Automatic” Type C plates on Jaguar XK 140.

From January 1956 onwards an Automatic Transmission was offered for the XK 140, necessitating a change in the lay-out of the Plates. STEERING GEAR and WHEEL HUBS had been combined in one field and the lower row remained blank

Type C5

Type D plates on Jaguar XK 150

This type was introduced in 1957 on the XK 150 and was made of Aluminium instead of Brass as had been the material for all previous types.

The basic lay-out was in line with the Type C5 plates, meaning STEERING GEAR and WHEEL HUBS had been combined in one field and the lower row remained blank.

In addition some Lubricant suppliers had changed name as well as the names for oils and greases themselves. The changes were: MOBIL instead of VACUUM and B.P. instead of PRICE’S.

Type D1

Type D2.

Plate for Automatic Transmission has same lay-out as Type C5 except for MOBIL and B.P.

Type D3 with NOS version at the right

Type D4

For a short period a few XK 150’s (without any logical sequence) manufactured from June to November 1957 had a different plate: the row for STEERING GEAR and WHEEL HUBS was no longer combined in one field and the bottom row was now in use. This for both manual (Type D3 plate) and automatic cars (Type D4 plate). It is unclear why this temporary solution had been implemented.

Type E plates on Jaguar E-type

Early E-Types continued the XK150 D style chassis plate. It’s not exactly clear when Jaguar switched over to a new plate but possibly the first 500 cars (with outside bonnet locks) may have carried the D type of chassis plate.

The chassis plate that followed for the E-type was a plate of larger dimension (6½ x 3¾“), which is about ¾ inch wider than the preceding types. The change-over to a larger plate may have been caused by the introduction of 7 rows for lubricant manufacturers instead of 5 plus 1 column for the SAE type of the lubricant. The new row reads: MOBIL. CASTROL, SHELL, ESSO, B.P., DUCKHAM, REGENT CALTEX TEXACO.

Note the little space between TEX and ACO on some plates.

Harting Fuel Pumps

12V SD 5 58.

AUA 57 clone

NOS Harting pump

Hardi fuel pumps.

Early version

Early version J 58 in original box

1971 version

Right: later Hardi type J58

Autopulse (Walbro) USA Fuel Pumps

Moprod (New Zealand) Fuel Pumps

Early version

Later version FP 500E

Later FP 503E

Spare Parts

Early smooth top clamp (LH) and later ribbed top clamp (RH)

Early (Bakelite) bulb holder (LH) and later (Phenolic) version (RH)

Standard bolt Lucas 503890 (RH) and long bolt Lucas 503014 (LH) for Rolls Royce & Bentley (photo right)

Jaguar’s solution with “long nut” and “collar” . The longer nut (from date code 1961) might be BD14163.

Complete fixation unit for Jaguar XK140 & 150

Light unit Lucas 554813 in a (later) original factory box

312866

Introduction

Advertisement 1919

The TRIPLEX logo (with or without circle)

Post-war Triplex glass date codes (1945 – 1969)

Year code for post-war TOUGHENED and LAMINATED Triplex glass

Quarter code for TOUGHENED and LAMINATED Triplex glass

Example: 2nd quarter 1953 with BS logo

Windscreen 1st quarter 1948 Windscreen 2nd quarter 1955 Windscreen 3rd quarter 1959

Example August 75 Month coding system Later logo with unknown Date Code system

Advertisement 1948

Original restored Lockheed 5½” Servo for XK 140

Exploded view of the Servo unit

Adjustable Push-rod 88020

Tag reading 89368 and date 18 3 60 (?)

Lockheed service kit 72521 (non adjustable) Lockheed service kit 72524 (adjustable)

Probably Lucas 38153/A; only 1954 -1956

New locks by Weston Body Hardware (Left to Right): Petrol filler, 2 x Door/boot, Ignition

Type A4. (?)

Type B1

Type C1.

Type C2.

Type C 3.

C-type chassis plate

Type C4 (NOS!!)

Type C5

Type D1

Type D2.

Type D3 with NOS version at the right

Type D4

1966 E-type