Category Archives: Tech Tips

Addendum to Tiger & Alpine Cooling Tales Are All Hot Air

Contact the Authors: “Tiger Tom®” Ehrhart and Chuck King

The following explanations, facts and plots provide supporting details for the article published in Tiger East/Alpines East Rootes Review and other marque newsletters.

The additional charts on this site illustrate some of the more significant variables we were able to quantify. Our intent is to show the more significant differences of the various variables we measured.

Our Appeal

We ran out of hot weather and our testing is incomplete. However, these tests have helped identify the key areas for improving cooling on a Tiger and Alpine as well. Building on the variety of information and experience gained, we can now focus on more specific objectives to improve cooling.

In the Summer of 2001, we are prepared to identify and quantify more specific improvements. We plan to test a variety of Fans/Radiators/Pulleys/Water pumps/Shrouds/Air restriction and ideas that you make available to us. The ideas can come any time. But we need the physical items for typically a couple of weeks in the heat of the summer so we can include them in our comparison test. We will do our best to coordinate testing with the availability of the components.

General Test Program Notes

  1. Idle tests were run until engine temperature reached approximately 215 ° F, the point at which the fuel began to boil in the carburetor fuel bowl and affect the idle speed, AND/OR the temperature stabilized within one degree for three consecutive two minute measurement intervals.

Air Flow Enhancement

  1. A Ford C9DZ-8600-A Maverick 6 cyl cut down to 14″ diameter was used for most of the testing. It is our opinion that the actual idle temperatures and times would have been lower and longer respectively throughout the tests if a more standard 15″ Maverick fan had been used. However the outcomes of the various tests clearly identify significant improvements even when using the 14″ fan.
  2. An enclosed fan shroud fabricated from a Ford Taurus shroud was used for much of the testing in this test program while using a 14″ Maverick fan. Airflow testing shows an enclosed shroud does improve airflow through the radiator. Our enclosed shroud was not as deep (front to back) as a stock shroud. This provided an improved axial and radial position relationship with the fan blade over stock with respect to radiator/fan gap and blade tip and shroud edge. We also know that a 15″ fan can flow considerably more air than a 14″ fan. We ran out of hot weather and were not able to incorporate the enclosure principles into a stock shroud and test with a larger diameter 15″ fan. We are not providing data on this arrangement because the fabrication modifications of a stock shroud and performance measurements have not been completed.
  3. Airflow testing of the Derale # 17015 fan indicated its performance was significantly superior to all other fans tested. Unfortunately we were unable to compare its performance at idle and interstate speeds because the hot weather left us. We know it performs better and recommended it accordingly. We plan to quantify its performance in the summer of 2001.
  4. The sheet metal brace located across the lower front of the radiator obstructs approximately 10% of the radiator surface area, about three rows of tubes. We recommend it be removed. We have done some testing without this brace obstructing the radiator. Our best results are without this brace in place. The addition of additional bracing and a deflector at the base of the radiator to the bottom of the valance are believed to offer improved cooling. However, we have not done a comparison test at idle or interstate speeds to quantify the effect. We plan to do a comparison test in the summer of 2001.
  5. Engine compartment venting: Using streamers to identify air flow at idle, we observed large amounts of hot air EXITING the engine compartment and reentering the front of the radiator from two distinct sources. The openings in front of the horns and the gap between the radiator and crossmember.
    At highway speed the openings in front of the horns adversely effect cooling because air is forced to ENTER the engine compartment. Consequently air expelled from the radiator is reduced because it must compete with the additional volume of air to exit an already restricted engine compartment. Blocking the opening in front of the horns is a valid old time Tiger cooling improvement that should be first on the “To do” list.

Plot interpretation

These plots are intended to demonstrate specific issues as explained by comments with each plot. Values and differences shown on the plots are for reference purposes only. They indicate significant difference(s) or interactions between a given variable or variables as measured. The reader should not attempt to extrapolate data for any reason from a plot. There are significant testing factors that must be factored into the meaning of the data that may not be apparent to the reader. For this reason, the reader is encouraged to contact the authors for additional explanations or detailed test data used to create the plots. Our interpretation is provided for each plot. Of course, you may have some of your own………but be careful.

In general, the plots clearly show that there is no one fix for cooling a Tiger. Efficient cooling requires a balanced cooling system design related to water and air management. It is a common practice in the Tiger community to focus on radiators for improved cooling. Clearly, as evidenced from our results, radiators, high tech or Godzilla monster of any kind do not provide significant cooling improvement with out lots of airflow. Our studies support the need for improved airflow. Airflow is a complex process of interactions between the radiator, fan, shroud and overall body constraints. We have made strides in identifying key areas to improve and have noted them in this report.

Improved Tiger cooling can be expected over a stock cooling system when a variable shown on a plot that produced significant improvement is incorporated in a Tiger, but the magnitude may be different than that shown on the plot. Maximum cooling will be achieved when all the changes listed in the Summary of results are implemented.


When evaluating your cars cooling performance, verify the temperature sending unit, instrument voltage regulator and gauge provide accurate results as a system before making decisions, bragging or complaining about effectiveness of your cooling system.

General Plot Notes

When reviewing the plots, keep the following in mind:

  1. Many plots show only the upper portion of the temperature/time spectrum since the purpose is to only compare differences at the extremes (temperature and Time).
  2. The test # provides traceability to detailed test data used to create plots.
  3. Some plots have multiple variables with emphasis only on the most significant outcome. Remember, each test measurement evaluated only one variable. The reader should contact the authors if additional interpretation is desired.

Variables Tested


  • Stock
  • Griffin Single row Aluminum, Single pass (1 1/4″)
  • Fluidyne, Single Row,Triple Pass (2″)
  • FX Single Three Row Single Pass (1 7/8″ )
  • CX Core Four Row, Triple Pass (2″)
  • CX Core, Four Row, SinglePass (2″)


  • Stock stamped steel paddle
  • Milodon Hi Vol, #16230 (Fits Tiger but requires longer mounting bolts, causes fan to be closer to radiator than other pumps, inlet close to fan belt)
  • Stewart Hi Vol Stage 1, #16103, Mfg. claims 41% incr. vol.


  • Stock: 5 7/8″ Diameter
  • About 1978 to 1982 Ford Fairmont 6 cyl: 5 3/16″  Diameter (Pump hub should be pressed on 1/8″ further than stock location. Pulley fits standard Ford 5/8″ shaft.. Pulley hole must be enlarged to 1″ if used on a stock Tiger water pump hub)

Stress cracks emanating from mounting holes on Tiger water pump pulley are becoming more common. The problem is acerbated by the addition of increased radial loads from alternators, air conditioning, etc. Reinforce the hub in this area or change to a Fairmont hub, which already has the proper reinforcement.


  • Stock
  • Custom, fully enclosed: Fabricated from “Junk Yard Dog” Ford Taurus by Chuck King

Fans: Electric

  • 10″ dia, 4 blade, Summit equiv # SUM-G4910
  • 12″ dia, 10 blade, Perma-Cool # PRM-19008
  • Other “Junk Yard” specials (See airflow data)

Engine Driven
(After-market fans fit 5/8″ Ford water pump shaft. They require enlarging to 1″ if mounted on a stock Tiger water pump with a 1″ hub.)

  • Stock Alpine I-II & increased pitch
  • Stock AlpineV & increased pitch
  • Stock Tiger
  • Flex-a-lite #414 14″ diameter
  • Flex-a-lite #1314 14″ Diameter
  • Imperial #221615 15″
  • Diameter
  • Derale #17015 15″ Diameter

  • Ford C9DZ-8600-A Maverick 6 cyl. Cut down to 14″ diameter
  • Ford C9DZ-8600-A Maverick 6 cyl with increased pitch

Exhaust Notes

by Dan Cameron

Originally printed 9/87

Many of our Tiger and Alpine members have spent a great deal of time, effort and money restoring their cars only to find that within a few months’ time that the once shiny exhaust system is beginning to rust. In a most recent effort to keep the underside of my Tiger as appealing as practical, I decided to hit this one head on and am pleased with the results. Surprisingly, it was pretty easy on the pocketbook as well. The procedure used was as follows:

  • Have the exhaust headers and cone downs sandblasted to remove all paint, corrosion, etc. (approximately $20). For best results, try to handle the headers as little as possible prior to painting.
  • Paint headers with VHT, 1350 degree high temperature paint (not engine paint). It is best to spray a light coat initially, and then follow it with two heavier coats, but don’t skimp. Drying between coats will help the curing process. (4 cans cost approximately $20)
  • Next, purchase stainless steel mufflers of your choice. I used Midwest sonic turbo mufflers for their free flow characteristics and compact design without excessive noise. They have a 2″ center inlet and a 2″ offset outlet. When positioning the mufflers, the offset outlet is away from the center of the car.
  • The next step, finding a good muffler shop, may prove to be the most difficult, however, it pays to be fussy. There is no substitute for smooth bends and clean welds. I used 2″, mandrel bent, aluminized tubing. This tubing is becoming commonplace and will maintain its metallic finish. With a little extra care on the bending machines, flattening the tubing where it passes through the frame is not necessary.
  • Finally, bologna slices, chrome exhaust extensions were spot welded to the exhaust pipe tips. As an alternative, for that extra clean look purchase a longer variety of chrome exhaust extension (18-24″), drill a small set screw hole and split over present pipe-nice touch.

Editors note: An option to the VHT paint is to send your headers and pipes to Jet-Hot for bright durable ceramic coating. They will give you a quote over the phone at 1-800-432-3379.

Light Bulb Replacements?

Bob Wilson asked:

What are the USA part number equivalents to British part numbers for light bulbs, primarily the turn signal lamps? Help!

Tiger Tom replied:

Bob, I am not aware of any interchange list. I’ve seen some references in years past of a lamp or two but I a not aware of a list of popular lamp types.

Tiger Transmission Locks in Gear

Author unknown

My 1965 Tiger Mk I locks in gear, the shifter won’t move. It usually happens in city traffic when shifting up and down several times. All at once it just locks up, but I believe it’s almost always in 3rd gear. I usually just coast to a stop with clutch in or continue in third until the engine dies. If you just wait a while, jiggle it a lot, and oh yes, cuss a lot, it magically comes loose again until it happens again. I cannot reproduce the lock up by trying, so I can’t show it to a mechanic. Examination eventually located the culprit; the gate mechanism at bottom of shift lever.

This gate mechanism has slots that require a pin to be properly aligned (as determined by shift lever position) causing the selected lever to be actuated. This gate is what forces us to shift in the classic “H” pattern. However, we are sloppy shifters and shift like a “Z’ when going from second to third. The end result is a worn and sloppy gate which allows the shift lever to actually try and select two gears or not completely disengage one gear before going into the next gear. Ok, so what’s the fix?

Simple, sort of.

  • Remove shifter.
  • See other tech tips.
  • Send to a repair specialist like Dan Williams in Franklin North Carolina.
  • Or, disassemble yourself, repair the gates, replace the pin and install new bushings most worn parts are available if ordered from local Ford dealers.

Chassis Codes Issued for Humber Vehicles

Rootes and Chrysler U.K. Passenger Cars

Humber chassis engine number coding

Humber Hawk Mk. 1 approx. July 1945
to September 1947
Humber Hawk Mk 11 September 1947
to October 1948
Humber Hawk Mk. 111 October 1948
to September 1950
Humber Hawk Mk. 1V September 1950
to September 1952
Humber Hawk Mk. V September 1952
to June 1954
Humber Hawk Mk. V1 A5400001 June 1954/1956
Humber Hawk Series 1 A5700001 May 1957
to October 1959
Humber Hawk Series 1A B5000001 October 1959
to October 1960
Humber Hawk Series 11 B5100001 1961
Humber Hawk Series 111 B5200001 1962/1963
Humber Hawk Series 1V manual
Humber Snipe
Chassis only
Export R.H.D
August 1945
Humber Super Snipe Mk. 1
Export R.H.D.
Export L.H.D.
Chassis only
Approx July 1945
to September 1948
Humber Super Snipe Mk. 11
September 1948
to August 1950
Humber Super Snipe Mk. 111
Heavy Duty
August 1950
to October 1952
Humber Super Snipe Mk. 1V
Heavy Duty
October 1952
Humber Super Snipe Mk. 1V A
Heavy Duty
Humber Super Snipe Mk. 1V B
Heavy Duty
September 1955
to October 1958
Humber Super Snipe Series 1 A8900001 October 1958
to October 1959
Humber Super Snipe Series 11 B8000001 October 1959
to October 1960
Humber Super Snipe Series 111 B8100001 October 1960
Humber Super Snipe Series 1V B8200001 1962/1963
Humber Super Snipe Series V
1965 onwards
Humber Pullman Mk. 11 9800001 1948/1949
Humber Pullman Mk. 111 A9000001 1950/1951
Humber Imperial B84300001
1965 onwards
Humber Sceptre Mk. 1 B3100001
Humber Sceptre Mk. 11 B132000001 1965 onwards

New Chassis Number Format: 1970 and after

Rootes and Chrysler U.K. Passenger Cars

A new vehicle identification format was introduced in July 1970.

Download a PDF of Later model chassis engine number coding

New chassis plate example:

R G 211 000115
Service Code H AA H Paint
Trim Code 701 Type Code 211 H 4

Breakdown of details shown in Chassis No. box:

1st digit is the Plant Indicator (one letter)

  • L = Linwood
  • R = Ryton

2nd digit is the Series Year (one letter or figure)

  • H = H Series
  • G = G Series
  • 3 = 3 Series

Next 3 digits indicate Product Code (group of three numbers)

Hillman Imp Basic 423 423
Hillman Imp De-Luxe 413 413
Hillman Imp Super 443 443
Sunbeam Sport 593 593
Singer Chamois 543 -
Sunbeam Stiletto 302 302
Hillman Husky 482 -
Hillman Imp Van 463 -
Hillman Minx 012 - -
Hillman Minx Estate 082 - -
Hillman Hunter 053 - -
Hillman GT 041 - -
Singer Vogue 353 - -
Singer Vogue Estate 383 - -
Hunter De-Luxe Saloon - 063 064
Hunter De-Luxe Estate - 085 160
Hunter Super - 074 075
Hunter GL Saloon - 058 059
Hunter GL Estate - 087 150
Hunter GLS - - 040
Hunter GT - 830 031
Humber Sceptre 112 112 090*
Sunbeam Alpine 389 389 100
Sunbeam Rapier 342 342 190*
Rapier H120 391 391 120

* On cars for France these numbers are replaced by L2S (Sceptre) and LSR (Rapier) for H Series and AAE (Sceptre) and AAD (Rapier) for 3 Series.

Avenger Basic Saloon - 201 -
Avenger De-Luxe Saloon
(Export – Sunbeam 1250/1500)
211 211 -
Avenger De-Luxe Estate - 280 -
Avenger Super Saloon
(Export – Sunbeam 1250/1500 De-Luxe)
221 221 -
Avenger Super Estate - 283 -
Avenger G.L.
(Export – Sunbeam 1250/1500 Super)
231 231 -
Avenger G.T.
(Export – Sunbeam 1500 G.T.)
251 251 -
Cricket Sedan 219 219 -
Cricket Sedan (with options) 239 239 -
Cricket Wagon (Estate) - 289 -
Sunbeam 1250 S.C. (E.E.C.) - - 226
Sunbeam 1250 T.C. Saloon (E.E.C.) - - 236
Sunbeam 1250 T.C. Estate (E.E.C.) - - 286
Sunbeam 1500 T.C. (E.E.C.) - - 256
Avenger G.L.S. - - 252

Next group of six numbers is the SERIAL No.

  • Commencing 000001 = Ryton
  • Commencing 600001 = Linwood
  • Commencing 900001 = C.K.D.

The letters and numbers from the SERVICE CODE box reveal the following:

1st letter is the ENGINE CODE and tells you which engine is fitted.

  • A = Imp, 875 c.c. Low Compression
  • B = Imp, 875 c.c. High Compression
  • E = Avenger, 1250 c.c., twin carb. High Compression
  • F = Avenger, 1250 c.c., single carb. High Compression
  • G = Avenger, 1500 c.c., single carb. Low Compression
  • H = Avenger, 1500 c.c., single carb. High Compression
  • K = Avenger, 1500 c.c., twin carb. High Compression
  • L = Avenger, 1500 c.c., twin carb. Low Compression
  • M = Arrow, 1500 c.c. Low Compression
  • N = Arrow, 1500 c.c. High Compression
  • P = Arrow, 1725 c.c. Low Compression
  • Q = Arrow, 1725 c.c. High Compression

The 2nd letter or number is the TRANSMISSION CODE and tells you which transmission is fitted:

  • A = Automatic transmission with standard axle, Avenger H Series
  • B = Manual transmission with 3.70 : 1 axle, Arrow
  • C = Automatic transmission with 3.70 : 1 axle, Arrow
  • D = Overdrive with 3.70 : 1 axle, Arrow
  • E = Manual transmission with 3.89 : 1 axle, Arrow
  • F = Auto transmission with 3.89 : 1 axle, Arrow
  • G = Overdrive with 3.89 : 1 axle, Arrow
  • H = Manual transmission with 4.22 : 1 axle, Arrow
  • J = Automatic transmission with 4.22 : 1 axle, Arrow
  • K = Overdrive with 4.22 : 1 axle, Arrow
  • N = Manual transmission with standard axle, Avenger H Series
  • S = Standard transmission, Imp
  • W = Manual transmission with non-standard axle, Avenger H Series
  • X = Automatic transmission with non-standard axle, Avenger H Series
  • 1 = 4.37 : 1 axle with Manual transmission, Avenger 3 Series
  • 2 = 4.37 : 1 axle with Automatic transmission, Avenger 3 Series
  • 3 = 4.11 : 1 axle with Manual transmission, Avenger 3 Series
  • 4 = 4.11 : 1 axle with Automatic transmission, Avenger 3 Series
  • 5 = 3.89 : 1 axle with Manual transmission, Avenger 3 Series
  • 6 = 3.89 : 1 axle with Automatic transmission, Avenger 3 Series

The 3rd letter is the OPTION CODE and indicates the vehicle was fitted with the following:

  • A = No other option
  • B = Servo brakes
  • C = Servo brakes and radio
  • D = Servo brakes and heavy duty suspension
  • E = Servo brakes, heavy duty suspension and radio
  • F = Radio
  • G = Radio and heavy duty suspension
  • H = Heavy duty suspension

The 4th letter is the MARKET AREA the vehicle was intended:-

  • H = Home, R.H.D.
  • E = Export, R.H.D.
  • X = Export, L.H.D.

Paint Codes

The PAINT CODE box contains a group of three numbers which refer to the colour of paint used on the vehicle. (a full list of the colour codes will be added at a latter date).

The TRIM CODE box contains a group of three numbers which indicate the colour of trim used in the vehicle and they are as follows:

  • 000 = Non-standard
  • 701 = Black
  • 707 = Eucalyptus Green
  • 708 = Saddle
  • 709 = Red
  • 713 = Light Blue
  • 714 = Vellum
  • 715 = Green Opalescent
  • 716 = Pewter Opelescent
  • 717 = Tan Opelescent
  • 718 = Blue Opelescent
  • 719 = Olive Opelescent
  • 720 = Turquoise Opelescent
  • 721 = Block Opelescent
  • 722 = Beige Opelescent
  • 724 = Vellum Print

The TYPE CODE box repeats the Product Code, and Engine Code, with the addition of transmission alternatives:-

  • 2 = Manual
  • 3 = Overdrive
  • 4 = Automatic

Chassis Codes Issued for Hillman Vehicles

Rootes and Chrysler U.K. Passenger Cars

Download a PDF of Hillman chassis engine number coding

Hillman Minx Mk. 1 Approx. July 1945
to December 1947
Hillman Minx Mk. 11 December 1947
to September 1948
Hillman Minx Mk. 111 1900001 September 1948
to November 1949
Hillman Minx Mk. 1V A1000001 November 1949
to October 1951
Hillman Minx Mk. V A1100001 October 1951
to February 1953
Hillman Minx Mk. V1 A1300001 February 1953
to October 1953
Hillman Minx Mk. V11 A1400001 October 1953
to October 1954
Hillman Minx Mk. V111 A1500001 October 1954/
Hillman Minx Mk. V111
Special side valve model
A1570001 1955
Hillman Minx Mk. V111 A1583501 1955
Hillman Husky Mk. 1 A2400001 October 1954/1957
Hillman Minx Series 1 De-Luxe
May 1956
to August 1957
Hillman Minx Series 11 De-Luxe
August 1957
to September 1958
Hillman Minx Series 111 De-Luxe
September 1958
to September 1959
Hillman Minx Series 111A De-Luxe
September 1959
to August 1960
Hillman Minx Series 111B De-Luxe
August 1960
to August 1961
Hillman Minx Series 111C De-Luxe B0200001 August 1961
Hillman Minx Series V De-Luxe B0300001
Hillman Minx Series V1 De-Luxe B006000001 1965
Hillman Husky Series 1 A28000001 January 1958
to March 1960
Hillman Husky Series 11 B2000001 March 1960
to 1962
Hillman Husky Series 111 B2100001
Hillman Super Minx Mk. 1 B1200001 October 1961
Hillman Super Minx Mk. 11 B1300001 1963
Hillman Super Minx Mk. 111 B14000001 1964
Hillman Super Minx Mk. 1V B034000001 1965/1966

Chassis Codes Issued for Sunbeam Vehicles

Rootes and Chrysler U.K. Passenger Cars

Download MSWord document of this file here
Get a PDF of this file here.

Talbot 10 1936 model 1001 2500 1936
Talbot 10 1937 model 3001 3350 1937
Talbot 10 1938 model 5001 6800 1938
Sunbeam Talbot 10 1939 model 40001 42752 1939
Sunbeam Talbot 10 1940 model 101(010) 952(010) 1940
Sunbeam Talbot 10 1001(010) 4719(010) Approx. July 1945
to June 1948
Sunbeam Talbot 2 Litre 1940 model 101(200) 279(200) 1940
Sunbeam Talbot 2 Litre 301(200) 1425(200) Approx. July 1945
to June 1948
Sunbeam Talbot 3 Litre type BP21 8001 9050 1938
Sunbeam Talbot 3 Litre type BX21 9051
Sunbeam Talbot 4 Litre model BY 101(400) 200(400) 1939/1940
Sunbeam Talbot 4 Litre model BZ 201(400) 328(400) 1939/1940
Sunbeam Talbot 90 Mk. 1 3800001 3804000 June 1948
to September 1950
Sunbeam Talbot 80 Mk. 1 2800001 2803500 June 1948
to September 1950
Sunbeam Talbot 90 Mk. 11 A3000001 A3009708 September 1950
to September 1952
Sunbeam Talbot 90 Mk. 11A A3009709 A3016387? September 1952
to October 1954
Sunbeam Mk. 111 A3500001 A3505249 October 1954
Sunbeam Alpine Mk. 1 A3011393 March 1953/1954
Sunbeam Alpine Mk. 111 A3500001 A3505249 1955
Sunbeam Rapier Series 1 A3600001 September 1956
February 1959
Sunbeam Rapier Series 11 A3800001 February 1959
to September 1959
Sunbeam Rapier Series 111 B3000001 September 1959
to April 1961
Sunbeam Rapier Series 111A B3050001 April 1961/1962
Sunbeam Rapier Series 1V B3300001
Sunbeam Rapier Series V B325000001 1965 onwards
Sunbeam Alpine Series 1 B9000001 B9011904 October 1959
to October 1960
Sunbeam Alpine Series 11 B9100001 B9119956 October 1960
to February 1963
Sunbeam Alpine Series 11 CKD B9150001 B9150073 October 1960
to February 1963
Sunbeam Alpine Series 111 B9200001 B9205863 March 1963
to January 1964
Sunbeam Alpine Series 111 CKD B9250001 B9250241 March 1963
to January 1964
Sunbeam Alpine Series 1V B9400001
January 1964
to September 1965
Sunbeam Alpine Series 1V CKD B9450001 B9450055 January 1964
to September 1965
Sunbeam Alpine Series V B395000001 B395019122 September 1965
to January 1968
Sunbeam Tiger 260 B9470001
1965 onwards
Sunbeam Tiger 11 289 B382100001 1967