Radiator & water pump More sub catagories: Radiator Water pump

New products clip - hose, Jubilee type 1 3/8" - 1 9/16" Jubilee type 1,45 EUR incl. 19 % tax excl. screw 7/8" - 5/16" 0,70 EUR incl. 19 % tax excl. bolt 2" - 5/16" UNF 0,80 EUR incl. 19 % tax excl. fibre washer 3/32" 0,60 EUR incl. 19 % tax excl.

Apart from the fact that the radiator had been moved forward in front of the front chassis crossmembers, the cooling system was basically similar to that of the 100 model. The capacity was 18 imperial pints, with another 2 pints if a heater was fitted (approximately 11 litres). Normal running temperature was 175-195°F (80-90°C) depending on which thermostat was fitted. Originally the thermostat was set to crack open at 158°F (70°C) bit in July 1959, from 3000 engine number 29D/3079, this was reduced to 154°F (68°C). On the 3000 Mark II Convertible, from engine number 29F/2592, the original bellows-type thermostat was replaced by a wax thermostat opening at 182°F (83°C). On cars supplied to hot climates, the thermostat might be dispensed with altogether.

The standard fan had four blades, painted yellow (red on some early cars). In January 1961 a six-blade fan became optional on export cars, and later export cars from 1964 onwards could have eight-or 16blade fans. There were different ypes of radiators. The 100-Six radiator had nine gills per inch, and the original 3000 radiator 10 gills per inch. In December 1959, this was replaced by a radiator with 12 gills per inch. A minor change concerned the thermo-capillary pick-up for the water temperature gauge, which was moved from the radiator header tank to the thermostat housing from chassis number BN6/2030 in July 1958. The radiator was always pressurized to 7Ib sq in, with an eared cap. The radiator and header tank were black, the fan shroud often red.

A Smiths 31/2kw heater was an optional extra but was fitted to the majority of cars, except those exported to hot climates (including a few cars for the southern part of the USA) and a few home market cars. The heater had a fresh-air intake on the right of the grille leading to a blower on the right-hand front wheel arch. Another length of trunking led back to the heat exchange matrix housed in a black nongloss finish box under the facia, fitted with footwell outlets and two outlets for the windscreen demisters. On the heater control panel was a centrall sliding control for regulating the water inlet tap on the heater and thus the temperature. If the knob on the end of this was pulled the blower would be switched on. The knob on the right regulated the volume of air from the heater, and had to be fully pulled out to shut it off altogether. To obtain the full demisting effect it was necessary to close the shutters for the heater outlets in the footwells. A second knob on the left-hand side of the heater control panel controlled the separate cold air intake through  a trunk from the left-hand side of the radiator grille to the left-hand footwell. This ventilation system was fitted to all cars.

The heater took its water from a tap on the rear right-hand side of the cylinder head (the outlet was covered with a blanking plate if a heater was not fitted) and retuned it via a copper pipe to the top end of the bottom radiator hose. A complete kit was made available to fit heaters to cars not originally so equipped.