[xk] History of Oil Filters

XK
1

I’ve been collecting information and think I can now attempt to summarize
the history of oil filters. The C. numbers are Jaguar parts and all the
other part numbers are Tecalemit.

Early XK120 to engine W4382

Jaguar part no. C.2350, Tecalemit catalogue no. FA2045
The early XK120 filter canister #41518 was 7" high, 4" ID and made from .07"
thick steel. The bottom end is tapered with a 45 degree angle. The top was
flanged
out at a right angle to create a 3/16" lip which sealed against the rubber
gasket. It was held in place from the top by a 5/8" diameter bolt #101344
that measured 9 1/4" overall, had 14 Threads Per Inch and a 1" hex head.
There were apparently two variations on the way the spring plate in the
bottom was held in, by a big nut or by a circlip, though only the circlip
variant is listed in the parts catalogue.
The felt filter element FG2383 was about 5 1/2" long x 3-3/4" OD x 1-3/4"
ID.
The filter head #114042 incorporates two bypass valves. The internal balance
valve #50002 is fairly weak and, in the event of a clogged filter or cold
thick oil, permits flow from outside the filter to inside the filter and on
into the oil gallery in the engine block, which connects to the main
bearings. The external relief valve #49010 is fairly strong and, if the pump
is pumping more oil than the bearings can process, permits flow of the
excess oil from outside the filter directly back to the sump. On the angled
face opposite from the block face is an aluminum tag reading:
Cat. No. FA2045
Element FG2383
British Patent No. 501667

Reference: Urs Schmid p.86 #1; Porter p.90 far left.

Early Mark VII all A & B series to B5304
XK120 from engine W4383

Jaguar part no. C.4767, Tecalemit Cat. No. FA2678 (but INCORRECTLY listed in
the XK120 parts catalogue as FA2690/101)
The canister #41527 is 6" high, 4" ID, and with a 45 degree tapered bottom
end. The top end is flanged out with the same 3/16" lip as the previous
canister. The bolt #101620 is a 5/8" 14 tpi x 8" long, entering the head and
canister from the top. The felt element FG2388 is about 4-3/8" long x 3-3/4"
OD x 1-3/4" ID, described as a 17 star design.
The filter head is the same as the previous with the aluminum ID tag located
on the angled face opposite the block, but it has this information:
Cat. No. FA2678
Element FG2388
British Patent No. 501667

Reference: April 1952 Service Bulletin SB105, Urs Schmid p.86 #2; Porter
p.90 far left (head correct but has earlier canister).

Service Bulletin SB107 May 1952 reported that in a few cases the felt washer
under the top pressure plate had disintegrated and gotten stuck in the
relief valve, causing very high oil pressure.

1st midrange Mark VII engines B5305 to D6722 (with block C4820, steel sump
and new geared oil pump incorporating relief valve)
XK140 engines G1001 to G1907, but NOT XK120

Jaguar part no. C7438, Tecalemit FA2690
The canister #46160 is 6" high, 4" ID, and with a 30 degree tapered bottom
end. The top end is straight cut, not flanged out. The bolt #102298 is 7/16"
dia. 18 tpi and 8" long, entering the head and canister from the top. The
felt element FG2421 is described as 14 star and is interchangeable with the
previous 17 star cartridge. The filter head #114317 is a different casting
than the previous, with a narrower groove for a different rubber seal. It
has the same internal bypass valve #50002, but no external relief valve at
all is listed and the head is not drilled for it. Why? Service Bulletin
SB127 says it was now fitted in
the oil pump, confirmed in the Mark VII parts catalogue. The oil pickup pipe
was now fixed instead of floating, and there was a screen basket in the
sump. This filter head is only for the Mark VII and 140 engines listed; it
should NOT be installed on any engine that does NOT have the relief valve
inside the oil pump.

Reference: June 1953 Service Bulletin SB127, September 1953 Service Bulletin
134, Porter p.90 second from right.

2nd midrange Mark VII engines D6723 to N2941
XK140 engines G1908 to G6232
(D6723 and G1908 is the beginning of block C8610 and the rotary oil
pump
C8612)

Jaguar part no. C9936, Tecalemit Cat No. FA2690/101, there is a good
exploded view picture in the 140 parts catalogue.
The canister #46160 is 6" high, 4" ID, and with a 30 degree tapered bottom
end. The top end is straight cut, not flanged out. The bolt #102298 is 7/16"
dia. 18 tpi and 8" long, entering the head and canister from the top. The
felt element FG2421 is interchangeable with the previous cartridge. The
filter head #114317 is the same casting as the previous, with the narrower
groove for the rubber seal, but has both the internal bypass valve #50002
and the external bypass relief valve #49010, so it should have had a
different Tecalemit number.
The ID tag is on the rearward angled side, containing this information:
Cat No. FA2690/101 (the suffix /101 is hand stamped, not printed)
Element FG2421
British Patent No. 501667

Reference: February 1955 Service Bulletin SB161, Porter p.90 second from
left.

latest Mark VII from engine N2942 onwards
XK140 beginning with engine G6233
Mark VIII
Mark IX

Jaguar part no. C.11524, Tecalemit FA.2708, there is a good exploded view
picture in the Mark VII parts catalogue.
The canister is now #61874, and is bolted from the bottom, with a straight
cut top end and 45 degree angled bottom end. The bolt #103086 screws up into
a blind nut in the filter head, not listed separately. The filter head
#41034 has the same external bypass valve #49010 but no internal bypass
valve is listed. Was it eliminated or incorporated in the head assembly or
just forgotten by the catalogue typist? The element FG2421 is
interchangeable with the previous cartridge.

Reference: December 1955 Service Bulletin SB175

XK150
2.4 Mark 1
3.4 Mark 1

Completely new design filter head, smaller canister pointing at an upward
forward angle.
The filter element FG2306 is 2.88 OD x 1.25 ID x 5.50 long.

Reference: Porter p.90 far right.

2.4 Mark 1 engine BB9001 onwards with steel sump
3.4 Mark 1

Jaguar part no. C12532
The oil filter had an external pipe from the relief valve to the rear of the
sump, and a blanking plate C12381 between it and the block, to blank off the
original oil return hole to the sump. The blanking plate could be
accidentally put on backwards, thus blocking off oil to the bearings.

Reference: Service Bulletins SB203, SB211A

2.4 Mark 1 from BC2256
3.4 Mark 1 from KE3054

Jaguar C12776, Tecalemit FA2720
This one has a dimple in the blanking plate to ensure it is not put on
wrong. It can be interchanged with the previous filter assy.

Reference: Service Bulletin SB217

Service Bulletin SB220 contains a summary of all oil filters.

XK150 commencing engine V6861
2.4 Mk1 commencing engine BE1582
3.4 Mk1 commencing engine KF7140

The blanking plate C12803 between the filter head and block is no longer
fitted, and the engine block modified with new drilled holes, new block part
no. C15951, and the sump was filed for clearance to fit the filter head.

Reference: May 1959 Service Bulletin SB266

2.4 Mk2 commencing BG5891
3.4 Mk2 commencing KG4675
3.8 Mk2 commencing LA7450

New oil filter assy C16296 with head pointing at a down and to the rear
angle, same filter element FG2306, has a balance valve and a pressure relief
valve.

Reference: SB B.8 11-60

Additions and corrections welcome.

Rob Reilly - 3/26/05

1 Like
2

Here’s something I posted 3/26/05 on this subject.

I’ve been collecting information and think I can now attempt to summarize
the history of oil filters. The C. numbers are Jaguar parts and all the
other part numbers are Tecalemit.

Early XK120 to engine W4382

Jaguar part no. C.2350, Tecalemit catalogue no. FA2045
The early XK120 filter canister #41518 was 7" high, 4" ID and made from .07"
thick steel. The bottom end is tapered with a 45 degree angle. The top was
flanged
out at a right angle to create a 3/16" lip which sealed against the rubber
gasket. It was held in place from the top by a 5/8" diameter bolt #101344
that measured 9 1/4" overall, had 14 Threads Per Inch and a 1" hex head.
There were apparently two variations on the way the spring plate in the
bottom was held in, by a big nut or by a circlip, though only the circlip
variant is listed in the parts catalogue.
The felt filter element FG2383 was about 5 1/2" long x 3-3/4" OD x 1-3/4"
ID.
The filter head #114042 incorporates two bypass valves. The internal balance
valve #50002 is fairly weak and, in the event of a clogged filter or cold
thick oil, permits flow from outside the filter to inside the filter and on
into the oil gallery in the engine block, which connects to the main
bearings. The external relief valve #49010 is fairly strong and, if the pump
is pumping more oil than the bearings can process, permits flow of the
excess oil from outside the filter directly back to the sump. On the angled
face opposite from the block face is an aluminum tag reading:
Cat. No. FA2045
Element FG2383
British Patent No. 501667

Reference: Urs Schmid p.86 #1; Porter p.90 far left.

Early Mark VII all A & B series to B5304
XK120 from engine W4383

Jaguar part no. C.4767, Tecalemit Cat. No. FA2678 (but INCORRECTLY listed in
the XK120 parts catalogue as FA2690/101)
The canister #41527 is 6" high, 4" ID, and with a 45 degree tapered bottom
end. The top end is flanged out with the same 3/16" lip as the previous
canister. The bolt #101620 is a 5/8" 14 tpi x 8" long, entering the head and
canister from the top. The felt element FG2388 is about 4-3/8" long x 3-3/4"
OD x 1-3/4" ID, described as a 17 star design.
The filter head is the same as the previous with the aluminum ID tag located
on the angled face opposite the block, but it has this information:
Cat. No. FA2678
Element FG2388
British Patent No. 501667

Reference: April 1952 Service Bulletin SB105, Urs Schmid p.86 #2; Porter
p.90 far left (head correct but has earlier canister).

Service Bulletin SB107 May 1952 reported that in a few cases the felt washer
under the top pressure plate had disintegrated and gotten stuck in the
relief valve, causing very high oil pressure.

1st midrange Mark VII engines B5305 to D6722 (with block C4820, steel sump
and new geared oil pump incorporating relief valve)
XK140 engines G1001 to G1907, but NOT XK120

Jaguar part no. C7438, Tecalemit FA2690
The canister #46160 is 6" high, 4" ID, and with a 30 degree tapered bottom
end. The top end is straight cut, not flanged out. The bolt #102298 is 7/16"
dia. 18 tpi and 8" long, entering the head and canister from the top. The
felt element FG2421 is described as 14 star and is interchangeable with the
previous 17 star cartridge. The filter head #114317 is a different casting
than the previous, with a narrower groove for a different rubber seal. It
has the same internal bypass valve #50002, but no external relief valve at
all is listed and the head is not drilled for it. Why? Service Bulletin
SB127 says it was now fitted in
the oil pump, confirmed in the Mark VII parts catalogue. The oil pickup pipe
was now fixed instead of floating, and there was a screen basket in the
sump. This filter head is only for the Mark VII and 140 engines listed; it
should NOT be installed on any engine that does NOT have the relief valve
inside the oil pump.

Reference: June 1953 Service Bulletin SB127, September 1953 Service Bulletin
134, Porter p.90 second from right.

2nd midrange Mark VII engines D6723 to N2941
XK140 engines G1908 to G6232
(D6723 and G1908 is the beginning of block C8610 and the rotary oil
pump
C8612)

Jaguar part no. C9936, Tecalemit Cat No. FA2690/101, there is a good
exploded view picture in the 140 parts catalogue.
The canister #46160 is 6" high, 4" ID, and with a 30 degree tapered bottom
end. The top end is straight cut, not flanged out. The bolt #102298 is 7/16"
dia. 18 tpi and 8" long, entering the head and canister from the top. The
felt element FG2421 is interchangeable with the previous cartridge. The
filter head #114317 is the same casting as the previous, with the narrower
groove for the rubber seal, but has both the internal bypass valve #50002
and the external bypass relief valve #49010, so it should have had a
different Tecalemit number.
The ID tag is on the rearward angled side, containing this information:
Cat No. FA2690/101 (the suffix /101 is hand stamped, not printed)
Element FG2421
British Patent No. 501667

Reference: February 1955 Service Bulletin SB161, Porter p.90 second from
left.

latest Mark VII from engine N2942 onwards
XK140 beginning with engine G6233
Mark VIII
Mark IX

Jaguar part no. C.11524, Tecalemit FA.2708, there is a good exploded view
picture in the Mark VII parts catalogue.
The canister is now #61874, and is bolted from the bottom, with a straight
cut top end and 45 degree angled bottom end. The bolt #103086 screws up into
a blind nut in the filter head, not listed separately. The filter head
#41034 has the same external bypass valve #49010 but no internal bypass
valve is listed. Was it eliminated or incorporated in the head assembly or
just forgotten by the catalogue typist? The element FG2421 is
interchangeable with the previous cartridge.

Reference: December 1955 Service Bulletin SB175

XK150
2.4 Mark 1
3.4 Mark 1

Completely new design filter head, smaller canister pointing at an upward
forward angle.
The filter element FG2306 is 2.88 OD x 1.25 ID x 5.50 long.

Reference: Porter p.90 far right.

2.4 Mark 1 engine BB9001 onwards with steel sump
3.4 Mark 1

Jaguar part no. C12532
The oil filter had an external pipe from the relief valve to the rear of the
sump, and a blanking plate C12381 between it and the block, to blank off the
original oil return hole to the sump. The blanking plate could be
accidentally put on backwards, thus blocking off oil to the bearings.

Reference: Service Bulletins SB203, SB211A

2.4 Mark 1 from BC2256
3.4 Mark 1 from KE3054

Jaguar C12776, Tecalemit FA2720
This one has a dimple in the blanking plate to ensure it is not put on
wrong. It can be interchanged with the previous filter assy.

Reference: Service Bulletin SB217

Service Bulletin SB220 contains a summary of all oil filters.

XK150 commencing engine V6861
2.4 Mk1 commencing engine BE1582
3.4 Mk1 commencing engine KF7140

The blanking plate C12803 between the filter head and block is no longer
fitted, and the engine block modified with new drilled holes, new block part
no. C15951, and the sump was filed for clearance to fit the filter head.

Reference: May 1959 Service Bulletin SB266

2.4 Mk2 commencing BG5891
3.4 Mk2 commencing KG4675
3.8 Mk2 commencing LA7450

New oil filter assy C16296 with head pointing at a down and to the rear
angle, same filter element FG2306, has a balance valve and a pressure relief
valve.

Reference: SB B.8 11-60

Additions and corrections welcome.

Rob Reilly - 3/26/05

Last time I replaced mine I saved the box and made a few notes on it as
follows:
NAPA 1303 = Crossland 425
3-5/8" OD
1-7/8" ID
4-1/4" long
Rob Reilly - 679187, W3962-8

3

In reply to a message from R_and_J_Reilly sent Thu 27 Nov 2008:

Rob
Excellent information, thanks. One thing I’ve been told, but cannot
find any printed information on, is the thread size of the MK IX
hold down bolt. I’ve been told that the thread was changed from
7/16’’ X 18, which was used on the XK140 G.6233-on, MK VII N.2942-
on, and MK VIII, to 7/16’’ X 20.
Joel–
ex jag, '66 E-type S1 4.2, '56 XK140dhc, '97 XJ-6
Denison, TX, United States
–Posted using Jag-lovers JagFORUM [forums.jag-lovers.org]–
–Support Jag-lovers - Donate at http://www.jag-lovers.org/donate04.php –

4

Joel,
Your info seems to concur with what I have read, that the difference between
the FG-2388 (late XK120) and FG-2421 (XK140) filters is the number of
pleats.
I don’t have specific info on the MkIX bolt, but 7/16-18 is a BSF thread and
7/16-20 is a UNF thread, so it makes sense that since Jaguar was gradually
phasing out BSF, they would eventually get their component suppliers like
Tecalemit to follow suit.
Rob Reilly - 679187

One thing I’ve been told, but cannot
find any printed information on, is the thread size of the MK IX
hold down bolt. I’ve been told that the thread was changed from
7/16’’ X 18, which was used on the XK140 G.6233-on, MK VII N.2942-
on, and MK VIII, to 7/16’’ X 20.

5

Rob,

This is a great thread, but photos would be absolutely great here :slight_smile:

I have a quick question - can you tell from the pictures what filter head is this one?

20180724_191138
20180724_191138.jpg1603×2851 1.63 MB

20180724_191147
20180724_191147.jpg4032×2268 2.79 MB

Tadek

1 Like
6

FA.2708
Late Mark VII, VIII or IX, but not X.
Here is the picture used in all 3 parts catalogues.
It shows the hex on top raised up, not recessed like yours, but that may be a date related detail, a minor change not recorded by a drawing.
image

Amazing that this new format can capture a thread begun in 2005.
Yes we can now add pictures so much more easily.
I see we discussed the thread of the center bolt. I know you are in Poland but do you have any tool to measure the threads per inch or say in 25.4 mm?
The part number of the bolt changed from Mark VIII to Mark IX. Was it a thread change? Related to the recessed hex?
Looks like a conundrum for the Mark IX owners.

7

Hi Rob:

This is interesting. On my 3.8 Mk IX engine sitting beneath my workbench I have an oil filter: Cat. No. 2678 Element No. FG 2388 which mounts the canister through the top (as in Porter, 2003 edition, page 90 extreme left unit painted green). While on my XK (W9053-8) I have a unit which looks exactly like the one in Tadek’s photo, the one you are saying is for Mk VII, Mk VIII and Mk IX, with canister mounted through the bottom. Now, I did run the 3.8 in my XK for many years prior to getting the original engine re-built. If what you are saying is correct then did I fail to switch oil filters over when I put the 3.4 engine back in? I have put over 30,000 miles on the 3.4 engine which doesn’t burn any oil and shows 60 psi at 55-60 mph, so if I neglected to switch filter units it doesn’t seem to have done any harm! The filter cartridge I use in the XK (Crosland 425) has the same dimensions as you show for FA 2690 felt filter element (FG2388).

Chris.

8

Well, unless your car felt either honored or embarrassed to be seen running around with a saloon filter, there hasn’t been any harm done.
Any filter is better than no filter.
I don’t see why they changed the design at all, unless the thinking at the time was that most oil changes were done on a lift and the mechanic could get a wrench on a bolt under the canister easier than reaching over to get at the bolt.

9

Thanks Rob!,

Isn’t it also on the xk140? The late XK140 oli filter assembly??

BTW, I do have a thread gauge, but it does not take into account the fractional treads :frowning:

Tadek

PS - It’s absolutely great - we can followup on threads and add more info on them instead of starting new ones! :slight_smile:

10

FA.2708 is not listed in the XK140 parts catalogue.
Although it appears that it would work fine on a 140.
Whether it was ever found on late 140s would be a question for Roger.
If you can give me the diameter in mm and the nearest metric thread gauge that seems to almost fit, or count the threads in 25 mm, I can figure it out from there.

11

As a trivia note, I wonder who made the running, jaguar or Tecalemit? Otherwise how to explain that the post war Riley’s had the same filter and mounting area on the cylinder block as LHD MKV/IV. Clearly it would seem Tecalemit had a remote oil filter arrangement and car manufacturers had to design engines to accomodate that.and this was the same section of the block jaguar had used since 1938.
Previously in1936 they had to sell cars with no oil filter ,just a copper pipe to bypass as Tecalemit didn’t have filters available. Afterwards a bolt on after thought filter was offered.

12

Well, on p. 196 of the XK140 Explored it seems Roger has pointed out the FA.2708 filter assemblies filters were installed from engines G.6233 onwards…

Tadek

13

Hi Rob:

You stated in your original post that NAPA filter element #1303=Crosland 425, has the NAPA number been superceded do you know? I have checked NAPAs website both here in Canada and across in Niagara Falls, N.Y. and they state it cannot be found. I have a Fram CH880PL element which is the same physically as the Crosland, but I cannot get replacements locally any longer.

While on this subject, some checking earlier of the usual suspects produced a filter element currently available at Welsh Ent. for $8.83 (U.S.) They state that it is an after market reproduction item that replaces FG2421 and fits a wide range of Jaguars including XK120s. (N.B. Because of your information above I checked the Welsh listing for Mk IX as that is the filter unit that I seem to have on the XK at the moment. By the way the same element is shown for both models). Last time I purchased filter elements several years ago they cost $20.(U.S.) each and on one of the principal supplier websites they are currently listed at $23.82 (U.S.). The Welsh price, therefore, looks pretty attractive. No connection, just trying to locate filter elements at a reasonable price.

Chris.

14

Tadek
if it’s any help, here are two data points.
Here are pictures of the filter head from ‘140 engine G 8931-8S…

image
F4C932B3-0393-4350-BE1B-E405442EC142.jpeg1280×720 454 KB

image
4CD19D15-2405-4FDD-99C4-1224EE3933A0.jpeg720×1280 408 KB

Also, here is a pic of the top of the filter head on G7938-8

image
AF308AE0-D476-416B-B64C-33D711918F6F.jpeg720×1280 271 KB

The long bolts holding the filter canisters come in from the bottom.
Both of these sure look like the same filter head you are discussing.

Hope this helps.

15

Blockquote

Hi Chris,
If it is the Fram CH880PL filter which you are looking for, I got one about a month ago at the local Parts Source store.
I think it was around $9.

16

Sorry, not in a position to comment more or check my references/ photos for at least three weeks.

Currently on our annual 3 week escape from Canberra’s Winter, at present in Brunei, and a very warm 35 degrees, and humid.

Have done a lot on this, over and above what’s been shown in XK140 EXPLORED . Helps having a few period comprehensive Tecalemit UK catalogues, which were a large annual publication of several separate section booklets, with a section on just Oil Filters and another on Elements.

Roger

17

Here is what I have in my notes.
Fram CH880PL is now obsolete and NLA except as NOS. Fram has an incorrect substitute on their website and I am trying to get them to correct it.
I have tried the Napa 1303 and Fram CH8081 in my later short canister 120, and the others are equivalent size alternates. I used up my stash of Napa 1303’s so I’ve been running with a Fram CH8081. I have physically compared the STP and Purolator to confirm sizes are correct. In some cases there may be a paper flange at the top and bottom which should be trimmed down to the filter diameter, to be sure you get flow around the outside. In some cases it may have to be trimmed on the inside as well with scissors.

Early XK120 longer 6.7" canister- Tecalemit FG2383, Hastings LF328, Wix 51151, Fram CH335PL, Purolator L30013.
(these are all listed for various road construction equipment using International engines)

Late XK120 & early Mark VII shorter 6.2" canister - Tecalemit FG2388, Napa 1303, Crossland 425, Filtermart 33-8962, Ryco R2592P, Wix 51223, AC Delco PF2248G, Fram CH8081, STP S8081, Hastings LF482, Purolator L25247.
(some of these are listed for BMW 96-05 3 series)

I believe XK140, Mark VII/VIII/IX, XKSS, C and D Type would use the same sizes as late 120?

And if you are really a skinflint or desperate, get a Motorcraft FL-1A for $4 at Walmart and cut it open; the element inside can be trimmed to fit.

18

Hi Gary:

Thanks for the tip. I tried the two Parts Source locations in Hamilton and neither has a listing showing the Fram CH880PL. When I told one chap that a Parts Source location in Ottawa had them he told me to leave it with him and he would get back to me, we’ll see.

Chris.

19

THAT is a keeper tip!!!

20

It turns out XKs Unlimited has a large supply of both sizes at reasonable prices.
https://xks.com/i-7087334-jaguar-oil-filter-early-xk-120-long-type-5-3-8-02-fg2383.html
https://xks.com/i-7087335-jaguar-oil-filter-later-xk-120-xk-140-mk-vii-mk-ix-02-fg2421.html
So it looks like supply heard about a demand and met it.