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FB/EK HOLDEN

NASCO WARMARIDE
HEATERS

ENTHUSIASTS GUIDE

REVISION DATE UPDATE


0 August 2010 Initial draft for review.

Page 1 of 63
Table of Contents

Table of Contents ......................................................................................................................................2


1 Background ..................................................................................................................................3
2 Identifying the “Correct” Heater .................................................................................................5
3 Manuals, Documents and Records ........................................................................................... 11
3.1 Holden “FB” Parts Catalogue .......................................................................................................11
3.2 FB Holden NASCO Car Accessories brochure ............................................................................11
3.3 EK Holden NASCO Car Accessories brochure ............................................................................12
3.4 Holden Shop Manual “FB” Series ................................................................................................ 12
3.5 Holden Shop Manual “EK” Series ................................................................................................ 12
3.6 EK Holden Owners Manual ..........................................................................................................12
3.7 GMH Service Bulletin August 1960 .............................................................................................. 14
3.8 GMH Master Parts Catalogue ......................................................................................................15
3.9 Accelerator Magazines ................................................................................................................15
4 Heater Water Connections.........................................................................................................21
4.1 Grey Motor ...................................................................................................................................21
4.2 Red Motor ....................................................................................................................................23
4.3 Chevrolet V8 Motor ...................................................................................................................... 23
4.4 Thermostat ...................................................................................................................................23
5 Heater Hoses .............................................................................................................................. 25
6 Heater Cores ............................................................................................................................... 27
7 Heater Valves .............................................................................................................................. 28
7.1 Recirculatory Heater Valve ..........................................................................................................29
7.2 Fresh-Air Heater Valve ................................................................................................................29
7.3 Overhauling the Recirculatory Heater Valve ................................................................................30
7.4 Overhauling the Fresh-Air Heater Valve ...................................................................................... 34
7.5 Replacing the Heater Valve .........................................................................................................38
8 Demisters ....................................................................................................................................39
8.1 Demister Ducting Tube ................................................................................................................39
8.2 Demister Steel Nozzles ................................................................................................................40
8.3 Rubber Demister Duct Outlets .....................................................................................................41
9 Electrical Connection .................................................................................................................43
9.1 Wiring...........................................................................................................................................43
9.2 Fan Motor ....................................................................................................................................44
10 Heater Air Control ...................................................................................................................... 45
10.1 Recirculatory Heater .................................................................................................................... 45
10.2 Early Fresh-Air Heater .................................................................................................................46
10.3 Late Fresh-Air Heater ..................................................................................................................47
11 Removal, Disassembly and Reassembly ................................................................................48
11.1 Removing the Heater from the Vehicle ........................................................................................ 48
11.2 Removing the Recirculatory Heater Valve ................................................................................... 49
11.3 Removing the Fresh-Air Heater Valve ......................................................................................... 50
11.4 Disassembling the Heater Assembly ........................................................................................... 50
11.5 Reassembly and Installation ........................................................................................................53
12 Other Warmaride Heaters ..........................................................................................................54
12.1 FC Holden ....................................................................................................................................54
12.2 EJ Holden ....................................................................................................................................55
12.3 EH Holden ...................................................................................................................................56
12.4 HD Holden ...................................................................................................................................57
12.5 HR Holden ...................................................................................................................................58
12.6 Smiths Beehive ............................................................................................................................ 58
12.7 Hhhhhhhmmmmmmmmmmmmm....... ......................................................................................... 59
13 Part Numbers .............................................................................................................................. 60
13.1 FE/FC Holden .............................................................................................................................. 60
13.2 FB/EK Holden .............................................................................................................................. 60
13.3 EJ/EH Holden .............................................................................................................................. 61
13.4 HD/HR Holden ............................................................................................................................. 63

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1 Background

This document aims to provide some information regarding the NASCO


Warmaride heaters fitted to FB and EK Holdens. It contains
 historical information, such as which heaters were advertised for different
model Holdens,
 practical information on identification, disassembly and reassembly of FB and
EK Warmarides, and
 guidance on replacement parts and overhaul techniques.
It contains answers to many of the questions that seem to come up every winter
on most of the early Holden forums:
“Where do I connect the heater hoses to?”
“Where can I get demister ducting from?”
“Is anyone making aftermarket demister nozzles?”
“My heater tap is dribbling hot water… can I replace it?”

The FB and EK Holden Nasco Warmaride heaters that are the subject of this
document are:
 Either Recirculatory or Fresh-Air heaters. I will not deal with the FB/EK
Motorless heater here... maybe if this document gets an update,
 Are either black or very dark grey, though not as dark as the top of the dash
was painted,
 Have a matt finish that is rough to touch (like medium grit sandpaper),
 Have a multiple-piece casing, with a 12-volt electric fan motor mounted in the
lower casing, ventilation assemblies in the middle casing and the heater core
located in the top casing. An additional flue assembly was fitted to the Fresh-
Air heaters, and
 Are fitted with a heater valve (of varying design) on the passenger‟s side of
the heater core casing, controlled by the dash controls.

Whilst this document is primarily related to the FB and EK Holden Warmaride


heaters, much of the information is similar or identical to other early Holden
heaters. Please bear in mind that the Warmaride heater is more than half a
century old, and that very little documentation is known to exist other than
references in parts manuals and Accelerator magazines (despite much hunting
by enthusiasts, and both FE/FC and FB/EK Clubs). Much of the information
below is drawn from internet forums, discussion with enthusiasts and common
sense. I have used photos and other information from a wide variety of sources,
particularly from the forums – if anyone is offended by my use of the material,
feels I have breached copyright or needs recognition, please let me know and I
will correct the issue immediately.

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I would however like to thank the following for their patience and willingness to
help me learn:
 Smooth (whose knowledge of most things NASCO, and incredible document
collection has few rivals),
 Tim Gall (who has pulled apart, put together, broken and fixed more FB/EK
gear than most),
 John McBride (an impressive machinist who could readily be the national
Early Holden heater tap repair authority), and
 Ken Mclean (whose knowledge of FE/FC Holdens is formidable).

Equally, I have made opinions and drawn conclusions on some of the information
I have found and equipment I have owned - if anyone believes that I have made
an error (or knows a better way to do something), please let me know and I will
update the document... after all, the main purpose here is to help other early
Holden enthusiasts. I have marked some text in red in this document where I am
missing information – any help in closing these gaps is appreciated.

Like all things automotive, installing, operating and maintaining a Warmaride


heater comes with a risk. Hot radiator water can scald, shoddy wiring can burn
down a car, and poor firewall connections can let in exhaust fumes (amongst
other hazards). Any advice contained in this document is to be taken at the
reader‟s risk – qualified mechanics should be consulted where appropriate.

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2 Identifying the “Correct” Heater
Early Holden heaters made by NASCO are generally of one of three types:
 “Motorless”, which consisted of a bare radiator-type heater core which bolted
in under the plenum control door. These heaters had no fan, and relied on
Fresh-Air blowing in through the plenum vent whilst the car was moving. They
are often referred to as the “poor man‟s heater” or “poverty pack” heater.
 “Recirculatory”, which bolted to the firewall at about the level of the bottom of
the dash. These heaters had a fan, but no connection to the plenum i.e. they
“recirculated” warm air through the car, rather than heating the Fresh-Air
coming in through the plenum vent.
 “Fresh-Air”, which had a flue connecting the heater to the plenum vent (or in
the case of the FC Holden, to the engine bay). These heaters had a fan, and
could work in either “recirculatory” mode (plenum vent shut) or in “fresh air”
mode heating the air coming in the plenum vent (similarly to a “Motorless”
heater.
Most, if not all these heaters were available with demister tubes and vents,
sometimes as part of the original supply package, and sometimes as an optional
extra.

The following bullet points outline the heaters available for various early Holdens.
I will include photographs of the FB/EK Holden heaters, with photographs of
other model heaters attached in Section 12 below.
 A 6-volt recirculatory heater was supplied by NASCO for the 48-215 and FJ
Holden (48-50-„FJ‟ Universal part number M32083), which was advertised in
the Accelerator magazine in the winter of 1957 as a NASCO Autoheat heater.
By 1958 "Warmaride" began replacing the Autoheat naming, with the June
1960 Accelerator magazine listing the M32083 heater as a Warmaride
Recirculatory heater.
1956 FE Holdens used the 12-volt round Bosch twin-door heater (part
number M31601). It appears that the SMITHS heater was only ever offered at
the same time as the Bosch heater in 1956 until the Nasco unit was released.
 In the winter of 1957 (still the FE Holden), the Bosch twin-door heater unit
was replaced with the round NASCO – Autoheat twin door heater (part
number M32051). These units were made by Preslite for NASCO. Note that
with some Autoheat twin door heaters were installed with the Preslite badging
instead of NASCO badging. It is probable that the Preslite-badged heaters
were never offered as a NASCO fitted heater on FE or FC. They were sold
through aftermarket houses and are very common because they were
cheaper than genuine heaters. By 1958 "Warmaride" began replacing the
“Autoheat” naming, with the June 1960 Accelerator magazine listing the
M32051 heater as a Warmaride Recirculatory heater for both FE and FC
Holdens. A demister package was also offered for the FE (and FC) Holden
heaters (part number 7406264, sometimes listed as M32843). A history of the
naming changes described in Accelerator Magazines is appended in Section
3.9 below.

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 FC Holdens were offered with two heaters:
a) A Warmaride Recirculatory type, listed as the “FE-FC Universal Heater”,
part number 7406627 (sometimes listed as M32841, such as in the June
1960 Accelerator magazine). Combining the FC Holden Warmaride heater
with the demister package 7406264 gives the NASCO Recirculatory
Heater and Demister, part number M33017.
b) A further Smiths heater was also available (from NASCO?), part number
7406185. This info is listed on the national FE/FC club site, though I‟m not
sure if this was just for FC‟s though.
c) In the May 1960 Accelerator magazine, an FE-FC fresh-air heater was
listed as M32480. This heater has a control panel tailored for „FE‟ „FC‟
which fits immediately underneath the Radio Grille. Separate lever type
controls adjust the temperature and Fresh-Air intake and a rheostat switch
controls the speed of the fan. This was the first Holden heater valve to be
adjusted by dash controls. The heater looks very similar to (if not identical
to) the Smiths Beehive heater with the inlet & outlet at opposite corners,
though has ducting which runs from the heater through the engine bay
across the motor to the off side radiator support panel, into which a hole
was cut to supply "fresh air" via the ducting to the back of the heater using
one of the controls.
 Early FB Holdens (1960 models and less so 1961 models) could also have
been fitted with a round Warmaride heater of similar design to the FE-FC
Universal Heater. The heaters were not common, being dealer-fitted from
stock on hand.
 Later FB Holdens were offered with a
Recirculatory Warmaride heater (part number
7414673). These were a square-case heater
with no flue above the core casing. The core
casing is topped by a “Cover Plate & Stud
Assembly FB, EK”, part number 74231331 and
a bracket (which bridges between the Stud
Assembly and the plenum control door). These
had a heater water valve, listed as Valve -
Water FB, EK”, part number 74231311, located
on the passenger‟s side of the heater casing.
The heater water valve is be adjusted by the dash controls (using a second
lever on the standard control mechanism, listed as “Lever - Hot Water Control
FB, EK”, part number 74146801). The second lever is mounted alongside the
“first” lever, which all FB/EKs were fitted with from the factory (the “first” lever
opens and closes the plenum control door). The Recirculatory heater was
also fitted to EKs.

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 EK Holdens were offered with a Fresh-air
Warmaride, listed as the “Heater - Fresh-Air
and Demister FB, EK Right Hand Drive”,
part number 7414672. The EK Fresh-air
Warmaride has a flue that bolts between
the core casing and plenum control door. It
has a hinged flap on the driver‟s side to
allow air to recirculate (if the plenum control
door is shut), but no other air doors. The
“Cover Plate & Stud Assembly FB, EK”,
part number 74231331 and bracket (which bridges between the Stud
Assembly and the plenum control door) is not used with the Fresh-Air heaters
as the flue replaces it. The Fresh-Air heater has no connection to the dash-
mounted controls other than the water valve control. The water valve on
Fresh-air heaters was changed to the Ranco thermostatic-type, listed as
Valve Assembly - Control FB, EK, part number 74146291. Ranco valves were
offered in all subsequent Warmaride heaters (for EJ, EH, HD and HR
Holdens). A conversion package was offered to turn FB Holden Recirculating
Warmaride heaters into EK Holden Fresh-air Warmaride heaters (Conversion
Package - Recirculating to Fresh-Air FB Right Hand Drive, part number
7425042).
 Some EK Holdens were also fitted with a
Fresh-air Warmaride with separate air
controls. The flue has doors on the
passenger and drivers side with a connection
to the dash-mounted control. Levers on the
front of the casing move internal flaps (they
either cover the core, or close the side
doors). The levers were connected to the
dash controls. I am not certain how the lever
controls are connected to the dash… would
dearly love a photo of the air control
connections.
 Late in the EK model run (July 1962), a
Motorless heater was offered for the EK
Holden, listed in the Accelerator
magazine as “Heater Package –
Motorless FB, EK”, part number
7422438. A separate “Demister
Package FB, EK”, part number M35155 was also offered. There is a good
chance that some of these Motorless heaters were fitted by dealers into FB
Holdens, even though they were not the "new model" EJ Holden or the
"outgoing model" EK Holden. Motorless heaters were of the type seen in the
image to the right, which has been fitted with an optional demister package.

Page 7 of 63
 Some FB/EK heaters (fitted to mainly commercial vehicles and utilities) utilise
the Fresh-air casing, core, flue and mounting points, but have blank off plates
fitted to the fan motor and fan switch apertures. These heaters would have
operated exactly like a Motorless heater (i.e. were not able to operate in a
recirculation mode). I am not aware of any separate part numbers, dealer or
NASCO documentation which describes these heaters. It is possible that
dealers cobbled them together from parts at hand, although:
a) the platform bracket for the heater tap, normally welded to the passenger‟s
side rear of the casing is absent, and
b) enough heaters have been found installed in vehicles to suggest that they
were offered as an option rather than a “backyard special”.

 EJ Holdens were offered with their own Motorless heater, listed as “Heater
and Demister Package - Motorless EJ exc. EJ/235”, part number 7420704.
The heater and demisters could also be purchased separately as the “Heater
Package - Motorless EJ exc. EJ/235”, part number 7420461 and “Demister
Package - Motorless Heater EJ exc. EJ/235”, part number 7420460.

Page 8 of 63
 EJ Holdens were also offered with a Deluxe (sometimes spelt De luxe) Fresh-
Air heater, listed as “Heater - Fresh-Air and Demister EJ exc. EJ/235”, part
number 7419286. This was similar in design to the EK fresh-air heater, but
had a different fan location (no lower louvered casing) and different mounting.
The EJ Holden Ranco heater valve (“Valve Assembly - Heater Control EJ,
EH”, part number 74186961) is on the driver‟s side (different from the FB/EK
Holden Warmaride heater). The EJ/EH Holden heater valves are different to
EK Holden valves. EK Holden valves had a cap soldered on the heater tap
body end to allow the valve spindle to come out for overhaul, EJ/EH valves
have a bottom outlet pipe that allows the spindle to come out without
desoldering.
 Some EJ Holdens may have been fitted with the Universal round FC style
Warmaride (as the recirculatory heater was listed in the NASCO brochure,
and in the August 1962 Accelerator magazine), though this was not common.
All adverts after August 1962 referred to two types only - Fresh-Air and
Motorless, suggesting even further the round FC Holden-style heater had
been put to rest and extremely unlikely to ever been fitted to EJ Holdens
(dealer clearance stock excluded).
 EH Holdens were offered with their own Motorless heater, listed as “Heater
and Demister Package Motorless EH exc. EH/235, EH/239”, part number
7420709. The heater and demisters could also be purchased separately as
“Heater Package Motorless EH exc. EH/235, EH/239”, part number 7420458
and “Demister Package Motorless Heater EH exc. EH/235, EH/239”, part
number 7420460.
 EH Holdens were also offered with their own Fresh-air heater, listed as
“Heater Fresh-Air and Demister EH exc. EH/235, EH/239, part number
7422768”. On the EH Holden heater, the Ranco heater valve (“Valve
Assembly - Heater Control EJ, EH”, part number 74186961) is also on the
driver‟s side (similar to EJ). EH Holdens had two sets of outlets – a round set
for the demisters and a square set for warming your feet/the rest of the car.
 HD Holdens offered their own Motorless heater, listed as “Heater Package -
Motorless HD exc. HD/235, HD/239 Right Hand Drive”, part number 7427704.
This heater was not available with the X2 engine package. The Motorless
heater also had demisters available, listed as “Demister Package - Motorless
Heater HD exc. HD/235, HD/239 Right Hand Drive “, part number 7427670.
The heater and demisters could also be purchased together as “Heater and
Demister Package - Motorless HD exc. HD/235, HD/239 Right Hand Drive”,
part number 7427668. For X2 engines, a separate Motorless heater was
available, listed as Heater and Demister Package - Motorless HD X2 Eng.
exc. HD/235, HD/239 Right Hand Drive”, part number 7429046.

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 HD Holdens were also offered with a Fresh-Air heater, listed as “Heater -
Fresh-Air and Demister HD exc. HD/235, HD/239 Right Hand Drive”, part
number 7427229. Two conversion packages were available, being
“Conversion package - Fresh-Air Heater and Demister HD exc. HD/235,
HD/239 Left Hand Drive” (part number M35477” and “Conversion Package -
Fresh-Air Heater HD X2 Eng. exc. HD/235, HD/239 Right Hand Drive” (part
number 7429047).

Notwithstanding the above, some heaters may have been fitted by dealers from
old stock-on-hand, so it is possible that previous-model heaters were supplied to
current-model cars. Additionally, some heaters were not available when a car
was released, but were supplied
retrospectively (and often a long
time after the model vehicle had
ceased production) by NASCO
(for example the 48-215 Holden
Warmaride heater being offered
in mid-1960).

Further, a number of other


aftermarket heaters were
available for early Holdens,
including several variants of the
Smiths‟ “beehive” heaters (see
picture to the right).

To make life even more difficult,


early Holden enthusiasts have
fitted many different heaters to
different models over the years.
The upshot of all this is that
although the above information
should act as a guide, it is not
unusual (nor necessarily
“unoriginal/non-genuine”) for
different types of heaters to be
fitted to a given model Holden.

Page 10 of 63
3 Manuals, Documents and Records
The following provides some information on the documentation known to exist for
FB/EK heaters. Of note, the “artwork” used in many Holden and NASCO
publications is often incorrect – examples will be pointed out as they occur in the
text below.

3.1 Holden “FB” Parts Catalogue


The Holden “FB” Parts Catalogue indicates that
two heaters were available from Holden:
a) The “Fresh-Air and Demister Package”, part
number 7414672, and
b) The “Recirculating and Demister Package”, part
number 7414673.
The catalogue shows a line drawing of a round
heater with doors marked “NASCO” and
“Warmaride” similar to that offered on the FC
Holden. While It is possible that FB Holdens were
offered with either the round or square type
Warmaride heaters, it is more likely that few FB
Holdens were sold with the round FC type
Warmaride heater shown in the Holden FB Parts
Catalogue (the brochure artwork thus may be a
hangover from the FC Holden sales process).

3.2 FB Holden NASCO Car Accessories brochure

The FB Holden NASCO Car Accessories


brochure indicates that a “Car Heater” was
available, with the following text:
“Even on the coldest winter day you drive snug and
warmed with warm air flow throughout the car.
Demisters supplied with the heater remove
dangerous windshield fogging. Two types...Fresh-Air
and Recirculating”.
The accompanying drawing shows a square cased
heater with a heater knob and winged escutcheon
located under the centre of the dash.
Note that the picture to the right merges two pages
from the brochure.

Page 11 of 63
3.3 EK Holden NASCO Car Accessories brochure

The EK NASCO Car Accessories brochure is


identical to the FB brochure with respect to the
heater text and picture. Note that the picture to the
left again merges two pages from the brochure.

3.4 Holden Shop Manual “FB” Series


The Holden Shop Manual “FB” Series
indicates the following with respect to heaters:

“Note: If a car heater is fitted as an accessory, it


is permissible to use an AC thermostat with a
“Start to open” temperature of up to 173ºF. to
improve the heater performance. However,
should excessive detonation be detected or if
hard driving is employed, it is advisable to
replace with the standard thermostat.”

“Note: Draining of the main radiator and the cylinder block will not drain the water
out of the radiator of the accessory car heater; therefore, where a heater is fitted,
it is essential that a suitable anti-freeze solution be used. If temperatures of 32ºF.
or below are likely to be encountered, damage to the heater may occur.

3.5 Holden Shop Manual “EK” Series


The Holden Shop Manual “EK” Series is identical to the FB manual with
respect to the heater text. Note that I have not included a copy of the manual
here as it is absolutely identical the FB manual picture above.

3.6 EK Holden Owners Manual


The EK Holden Owners Manual offers the following advice:

Page 12 of 63
Heating (Accessory)
Two types of heaters, designed to fit your Holden, are available as an accessory
from your Holden dealer. Operating instructions are as follows:-

WARMARIDE FRESH-AIR HEATER


OPERATING INSTRUCTIONS
TO HEAT
A. Initial Warm-Up
Position of controls as follows:-
1. Heat Control Lever – ON
2. Air Control Lever – OFF (at bottom of slot)
3. Fan switch – FAST
For maximum heater performance, all the windows should be closed.
B. Fresh-Air Heating
After the car has warmed up, more pleasant driving conditions should be
obtained by utilizing Fresh-Air heating: i.e., with the controls positioned as
follows:-
1. Heat Control Lever – ON
2. Air Control Lever – ON
3. Fan switch – OFF (Not normally required for Fresh-Air
heating conditions).
4. One Window – Open at least 1 in. To 1½ in. to complete air
(Preferably Rear) flow.

During driving, the Fresh-Air heater output may be controlled by:-


1. Heat Control Lever.
This may be adjusted to regulate the temperature of the heated air, so as to
give the most comfortable driving conditions.
2. Air Control Lever.
This may be adjusted between the OFF and ON positions to regulate the
amount of heated air entering the car.
Note: It is recommended that most of the regulating be done using the more
sensitive heat control lever.

TO DE-MIST
When windows fog up during slow or city driving the condensation may be
cleared up by using the controls as follows:-
1. Heat Control Lever – Leave these levers in the setting they are in at
2. Air Control Lever – the time of fogging up.
3. Fan – Minor Fogging – SLOW position
- Extremely Bad - FAST position
Fogging

Page 13 of 63
SUMMER VENTILATION
For Summer Ventilation, the controls should be positioned as follows:-
1. Heat Control Lever – OFF
2. Air Control Lever – ON
3. Fan Switch –
Normal Conditions OFF
Extreme Conditions The fan should be turned to FAST to enable
additional air to be drawn into the car.

WARMARIDE RECIRCULATING HEATER

AIR CONTROL
The Air-Control Lever has no effect whatever on this heater and should always
be left in the OFF position when the heater is in use.

WARMING UP: For Warming Up, the controls should be positioned as follows:-
1. Heat Control Lever – ON (Full)
2. Fan Switch – FAST
3. Windows – Closed – For maximum performance during
warm-up period.

NORMAL RUNNING
After Warm-Up, the heater may be controlled by:-
1. Heat Control Lever
This may be adjusted to regulate the temperature of the heated air, so as to vive
the most comfortable driving conditions.
2. Fan Switch
For drastic reduction of heat, the switch may be turned to slow.
Windows should be closed for maximum performance, but may need to be
opened slightly for individual comfort.

TO DE-MIST
The normal running setting of the heater should be adequate for de-misting, but
in extreme conditions the fan switch should be turned to FAST to ensure
satisfactory de-misting.

3.7 GMH Service Bulletin August 1960


The GMH Service Bulletin August 1960 offers the
following advice:
DEMISTER NOZZLE ALIGNMENT – “FB”
Investigations into unsatisfactory demisting experienced on
“FB” Model revealed misalignment of the demister nozzle
due to minor discrepancies in the instrument panel demister
slot. This causes the demister air stream to be partly
blocked off by the instrument panel, or the air stream to be
misdirected and hitting the windshield too high for

Page 14 of 63
satisfactory demisting.

To check correct location of demister nozzle, make up a cardboard template to


dimensions shown in Fig. 1, and insert centrally into nozzle. The outside corner
of the template – Point A – should be within ¼in. of the windshield. If the gap is
more than ½in., the position of the nozzle should be altered by setting the
mounting lugs with pliers. Do not attempt to align nozzle by applying force to the
hose.

3.8 GMH Master Parts Catalogue


The GMH Master Parts catalogue (20 Years of Holden Production) lists the
part numbers given in Section 13 below. It also contains two drawings, one of
what appears to be a disassembled EH Holden heater, and one of the
disassembled air control door/dash controls from an FB/EK Holden.

3.9 Accelerator Magazines


The Bosch heater is first advertised in the August 1956 Accelerator Magazine
as a NASCO heater. The article describes SMITHS 6- and 12-volt heaters as
also being available "tailored for Holden". The Bosch heater is again advertised
in the June 1957 Accelerator Magazine, though with no mention of SMITHS.
The NASCO Autoheat heater is advertised in the same issue along with a
demister package. The NASCO Autoheat heater is advertised again in the July
1957 Accelerator Magazine, and a 6-volt unit is added to the range. The
NASCO Autoheat is advertised again in the August 1957 Accelerator
Magazine.

A 1957 Accelerator magazine (I‟m not sure which month) has an advertisement
for NASCO heaters with the following notes:

NASCO CAR HEATERS FOR SIX AND TWELVE VOLT SYSTEMS


NASCO CAR HEATERS are tops in efficiency and appearance, and the price is
just right too. It‟s the accessory your customers will be looking for now the bleak
winter months are with us. There‟s no need to stress the comfort and warmth that
comes with the NASCO HEATERS – that should be apparent.
However, you should tell them how they are free from vibration, quiet in
operation, powerful and trouble-free in service.
The fawn hammer tone finish of the case and the attractively styled diecastings
of the doors used to control the flow of warm air make this a tastefully designed
accessory.
Talk to your customers about NASCO CAR HEATERS, you‟ll find it will pay.
Also sell the „FE‟ Holden Demister Unit which is designed to fir the slots provided
in the cowl, and keeps the windscreen clear of internal fog.
PART NO. M32051. (12 volt). List Price £20 10 0 plus TAX
PART NO. M32083. (6 volt). List Price £20 10 0 plus TAX
PART NO. 7406264. (Demister). List Price £4 0 0 plus TAX

Page 15 of 63
The NASCO Autoheat heater was advertised again in the May 1958 Accelerator
magazine. This was a large two-page feature, with the demister featured. It is
advertised as the "Warmaride" heater, though the picture shows an Autoheat
heater.

A 1958 Accelerator magazine (I‟m not certain which month but believe it to be
June) has the first advertisement for Warmaride heaters with the following notes:

NOW IS NASCO CAR HEATER TIME


THE NASCO WARMARIDE CAR HEATER…
has been manufactured in two types to fit all model Holdens.
There is a 12 volt model tailored specifically for „FE‟ and „FC‟ Holden – and a 6
volt model tailored for all previous Holdens.
These NASCO car heaters provide warm driving comfort in cold wintry
conditions. Warm hands and feet are more active than those stiff with cold – it
may be wintry outside but inside it‟s like a warm summer day.
Both the 6 volt and 12 volt models are simple to modify for use as universal units.
PART No. DESCRIPTION LIST PRICE
M32051 NASCO Car Heater – 12 volt £20 10 0
M32083 NASCO Car heater – 6 volt £20 10 0

NASCO car heaters are…


* Free from vibration * Powerful and trouble-free in action * Quiet * Easy ion
the battery only draw 1-1½ amperes
OPTIONAL WINDSCREEN PDEMISTER PACKAGE FOR „FE‟ HOLDEN
A fogged-up windscreen is a real driving hazard, but the danger of
restricted vision is eliminated when this Demister is used with the NASCO
CAR HEATER.
Dual streams of warm air are directed all over theinside of the windscreen from
concealed jets mounted under the instrument panel. Mist is melted away in
seconds – the screen is clear and remains clear even whent here are 4 of 5
passengers in the car.Sell driving safety. Sell your customers a Demister
Package with their NASCO Car Heater. Part No.7406264 Demister Package List
Price £3 7 6 plus tax.

There was a further large two-page feature on the Warmaride heaters in the July
1958 Accelerator magazine. The Warmaride heater was again advertised in the
August 1958 Accelerator magazine. A large two-page feature on the
Warmaride heaters appeared in the April 1959 Accelerator magazine. The May
1959 Accelerator magazine heater advertisement indicates the release of the
new fresh air heater for FE FC. The June 1959 Accelerator magazine again
advertises both heaters. The July 1959 Accelerator magazine clearly shows the
NASCO beehive heater as the unit in the fresh air package. The advertisement
has good clear pictures of installation in the dash area and engine bay.

Page 16 of 63
The May 1960 Accelerator magazine, an FE-FC fresh-air heater was listed as
M32480. This heater has a control panel tailored for „FE‟ „FC‟ which fits
immediately underneath the Radio Grille. Separate lever type controls adjust the
temperature and Fresh-Air intake and a rheostat switch controls the speed of the
fan.

The June 1960 Accelerator magazine has an advertisement for Warmaride


heaters with the following notes:

Your customers can enjoy all the comforts of home with NASCO WINTER
ACCESSORIES in the cars
Plan a winter selling campaign around these NASCO Winter Accessories. They
are all “hot” Winter sellers, so stock up now and get set to enjoy bigger and more
profitable Winter Accessory business in 1960.
NASCO WARMARIDE CAR HEATERS
NASCO car heaters are ideal for winter driving. They give spring temperatures all
winter though – they ensure complete satisfaction. Tell your customers they have
two types to choose from:
NASCO WARMARIDE RECIRCULATORY HEATER
This effective and reliable Heater takes the heat from hot water in the cooling
system. A silent, low-drain electric fan distributes warm air throughout the
vehicle.
Part No. Voltage Model List Price
M32083 6 volt 48-50-„FJ‟ Universal £20 10 0
M32841 12 volt „FE‟, „FC‟ Universal £22 10 0
M32843 Demister Package £3 10 0
7414673 12 volt „FB‟ Holden £26 2 6

NASCO WARMARIDE FRESH-AIR HEATER


Year round comfort from this dual purpose heater. In winter it forces a controlled
flow of warmed Fresh-Air throughout the vehicle and onto the windshield through
the demister tubes. In summer it provides additional Fresh-Air ventilation.

Part No. Voltage Model List Price


M32603 12 volt Chevrolet and Pontiac £35 0 0
7414672 12 volt „FB‟ Holden £31 10 0
6333360 12 volt 1960 Vauxhall Victor £30 0 0
6333362 12 volt 1960 Vauxhall PA £30 0 0
SALES TAX TO BE ADDED TO PRICES SHOWN

The June 1962 Accelerator magazine has an advertisement for Warmaride


heaters with the following notes:

MAKE WINTER YOUR ALLY


SELL NASCO WARMARIDE CAR HEATERS

Page 17 of 63
It‟s easy to sell NASCO Warmaride Car Heaters… and the profits are HIGH!
Impress upon your customers the extra comfort and safety NASCO Car Heaters
provide during the cold winter months. How do you do this? Fit a NASCO Heater
to your own car and use it for demonstrations. Talk NASCO Warmaride Heaters
to GMH vehicle owners at every opportunity. Display NASCO Car Heaters
prominently in your showroom, using display cards to point out the extra benefits
these “winter warmers” give. You‟ll find that sales come much easier than you
ever expected. Order stocks of both types of NASCO Car Heaters from your
NASCO Distributor today.

Part number Model Type List Price


7389297 „59, ‟60, ‟61 Chevrolet, Pontiac 2 £38 0 0
7389297 also does 1962 Chevrolet but not Pontiac.
7414672 „FB‟, „EK‟, Holdens 2 £31 10 0
M33017 „FE‟, „FC‟ Holdens 1 £23 0 0
7414673 „FB‟, „EK‟, Holdens 1 £26 2 6
6333360 1960 „F‟ Vauxhall 2 £30 0 0
6343623 1961 „F‟ Vauxhall 2 £31 7 6
(Case parts kit 6353000)
6356677 1962 „FB‟ Vauxhall Victor 2 £35 7 6
6333362 1960-61 „PA‟ Vauxhall 2 £33 12 6
6369762 1962 „PA‟ Vauxhall 2 £35 0 0
All prices plus Sales Tax.
TWO TYPES
1. NASCO WARMARIDE RECIRCUALTORY HEATER AND DEMISTER
This effective and reliable heater takes heat from the hot water in the cooling
system. A silent, low-drain fan distributes the warm air throughout the vehicle and
on to the windshield through the demister tubes.
2. NASCO WARMARIDE FRESH-AIR HEATER
In winter the NASCO Fresh-Air Heater forces a controlled flow of warmed Fresh-
Air throughout the vehicle and on to the windshield. In summer it provides
additional Fresh-Air ventilation. Separate lever controls adjust the temperature
and Fresh-Air intake and a two speed switch controls the speed of the fan.

The July 1962 Accelerator magazine has an advertisement for Warmaride


heaters with the following notes:

A TIMELY ADDITION TO THE NASCO RANGE


NEW NASCO MOTORLESS CAR HEATER
For FB and EK HOLDEN
The cold weathers really with us now! People are beginning to feel that they need
a car heater. So, just in time for the 1962 selling season, NASCO introduce this
new, low priced, but most effective Motorless Car Heater for FB and EK Holden.
Simple in operation, cold Fresh-Air forced through the plenum chamber by
vehicle motion passes through special heater unit. Air vent lever on panel
controls inward flow of warm, Fresh-Air which circulates around the car, giving

Page 18 of 63
driver passengers all-over warmth. The NASCO Motorless Car Heater is easy to
fit, too… takes less than 45 minutes. Place an order for stocks of the new
NASCO Motorless Car Heater with your NASCO Distributor today. Profit from
your share of the extra business this economically priced heater will bring.
Part No. 7422438
List Price: £8 plus tax.
A WIDER CHOICE FOR HOLDEN OWNERS
Now you can offer Holden owners a choice of three NASCO Car Heaters.
There‟s the new Motorless Car Heater… the NASCO Warmaride Fresh-Air
Heater and the NASCO Warmaride Recirculatory Heater. All are really “hot”
sellers. Stock up now, and get set for bigger and more profitable winter
accessory business.
NASCO WARMARIDE FRESH-AIR HEATER
In Winter, the NASCO Fresh-Air Heater forces a controlled flow of warmed
Fresh-Air throughout the vehicle and onto the windshield through the demister
tubes. In Summer it provides additional Fresh-Air ventilation. Use this table when
ordering:

PART No. MODEL LIST PRICE


7414672 FB, EK Holden £31 10 0
6333360 1960 Vauxhall Victor £30 0 0
6333362 1960, 61 Vauxhall PA £33 12 6
6343623 1961 Vauxhall Victa £31 7 6
6353000 Installation kit for 6343623 £2 5 6
7389297 1959-61 Chevrolet & Pontiac
1962 Chevrolet £38 0 0
6269762 1962 PA Vauxhall £35 0 0
6356677 FB Vauxhall Victor £35 17 6
(Add sales tax to all prices)
NASCO WARMARIDE RECIRCUALTORY HEATER AND DEMISTER
This effective and reliable heater takes the heat from the hot water in the cooling
system. A silent, low-drain electric fan distributes warm air throughout the
vehicle. Demisters stop windshield fogging. Traveling becomes more
comfortable. Order as under:
PART No. MODEL LIST PRICE
M33017 FE, FC Holden £23.0.0
7414673 FB, EK Holden £26.2.6
(Add sales tax to all prices)
TELL YOUR CUSTOMERS ABOUT THE BIG RANGE OF WARMARIDE CAR
HEATERS AVAILABLE FROM NASCO DISTRIBUTORS

The August 1962 Accelerator magazine has an advertisement for Warmaride


heaters with the following notes:

Page 19 of 63
NOW… THERE ARE 3 TYPES OF NASCO WARMARIDE CAR HEATERS
1. NASCO WARMARIDE RECIRCUALTORY HEATER AND DEMISTER
This effective and reliable heater takes heat from the hot water in the cooling
system. A silent, low-drain fan distributes the warm air throughout the car, onto
the windshield through the demister tubes.
Tailored models available for „FE‟, „FC‟, „FB‟ and „EK‟ Holdens. Priced from £23 0
0 plus tax.
2. NASCO WARMARIDE FRESH-AIR HEATER
In winter the NASCO Fresh-Air Heater forces a controlled flow of warmed Fresh-
Air throughout the vehicle and on to the windshield. In summer it provides
additional Fresh-Air ventilation. Separate lever controls adjust the temperature
and Fresh-Air intake, and a two speed switch controls the force of the fan.
Tailored models available for 1959-62 Chevrolet and Pontiac, „FB‟, „EK‟, „EJ‟
Holden, Vauxhall Victor and PA models. Priced from £31 10 0 plus tax.
3. NEW NASCO WAMRARIDE MOTORLESS CAR HEATER
Simple in operation and very economically priced, this new Motorless heater
uses the heat from the water in the radiator to warm the entire car. Fresh-Air
forced through the plenum chamber by vehicular motion passes through a
heated core element and into the car.
Tailored models available for „EK‟ and „EJ‟ Holden models. Priced from £8 0 0
plus tax.
You can offer your customers a wide range of NASCO Car Heaters. Every
sale you make means really big profits, too. Order stocks from your
NASCO Distributor today!

Note that scanned copies of many of the above Accelerator magazines (and the
Master Parts Catalogue) are available here
http://earlyholdens.com/phpBB2/viewtopic.php?t=166 , though you will need to
be a member of the forum to view them. Many thanks to both Smooth and Ken
Mclean for digging through their collections of documentation.

Page 20 of 63
4 Heater Water Connections

4.1 Grey Motor


The water connections to a grey motor varied with the model vehicle they were
fitted to. Many early Holdens have had their motors changed over time… so your
FB/EK Holden may well have an FJ motor, or an EJ one!. As a starting point,
check the engine number. It is located on the driver‟s side of the motor, near the
distributor, where there is a small flat surface with the numbers stamped into it. It
may be painted over or covered with grease.

 FX numbers started at 1001,


 FJ numbers started at 121694,
 FE numbers started at L283373,
 FC numbers at L439507,
 FB numbers started at B1001,
 EK numbers started at B175814, and
 EJ numbers started at J1001.

As well as changing engines, it‟s also possible that the cylinder head, thermostat
housing and water pump may have been changed over time. The table below
gives a guide to where the heater water connections are made in different model
grey motors:

Holden Model
FX and FJ FE and FC FB, EK and EJ
No plug, but can
be converted to
Plug in lower Yes – 3/8” plug for heater return hose. suit by drilling
thermostat Thermostat housing part number and tapping.
housing? 7401195. Thermostat
housing number
7414666.
Two (one for
temperature
Number of holes sender switch
One (for temperature sender switch)
in cylinder head and one for
heater return
hose).
Heater supply
To ½” hole in water pump housing.
hose connection
To hole in
Heater return cylinder head
To hole in thermostat housing.
hose connection (not temperature
sender hole!).

Page 21 of 63
The FE/FC Holden type lower thermostat housing (with 3/8”
threaded hole circled in red), is pictured to the right.

The picture to the right shows the heater hose


locations for FB/EK/EJ Holdens really well – the
heater hoses have been removed and replaced
with bright green garden hose to block-off the
nipples.

Note that FX, FJ, FC and FE Holden cylinder heads have only one hole, which is
used for the temperature sender switch. It is not good practice to install a tee-
piece in this hole and connect both the temperature sender switch and heater
hose. Doing so means that the temperature sender switch is placed a lot further
away from the cylinder head, and if the heater is not turned on (e.g. in summer)
the switch may have no or little water flowing past it. This means the switch is not
really sensing the temperature very well… you could overheat the engine well
before the warning light comes on! If your cylinder head has only one hole, then
the lower thermostat housing is the only feasible place to connect the heater
hose to.

Note that FB, EK and EJ Holden lower thermostat housings have no holes drilled
for heater hoses. If you have an FX/FJ/FE/FC Holden cylinder head (one hole)
and an FB/EK/EJ Holden lower thermostat housing (no hole), then you will need
to drill and tap the lower thermostat housing (tap 3/8”). Some lower thermostat
housings have a boss on the driver‟s side of the housing which has some extra
meat to give the threaded connection strength, others do not.

When making the connection, barbed nipples are required


(one with a ½” thread, one with a 3/8” thread). These are
readily available from most auto-parts stores. Try to get the
barbed part of the fitting to suit 5/8” hose where possible (the
nipples pictures to the right suit ½” hose).

Page 22 of 63
4.2 Red Motor
Red motors are a common conversion for FB/EK Holdens. Water connections to
the red motor are as follows:
Heater supply
To hole in water pump housing.
hose connection
Heater return
Thermostat lower housing.
hose connection

4.3 Chevrolet V8 Motor


Chevrolet small-block engines are a popular conversion for early Holdens. Water
connection to the Chevrolet small-block V8 (307, 327, 350 etc) is generally as
follows:
Heater supply
To hole in water pump housing.
hose connection
Heater return
To hole in front of inlet manifold.
hose connection

Note that some inlet manifolds may


not have the hole for the heater hose,
and may require drilling and tapping.
A further option is to source a
thermostat housing with a separate
pipe cast into it for the heater hose.

4.4 Thermostat
The thermostat is an engine coolant temperature control valve assembly that
prevents circulation of coolant through the radiator until a predetermined engine
temperature is achieved. This allows the engine to reach its operating
temperature generally within the first ten minutes of operation. Upon reaching the
predetermined temperature, the thermostat opens and allows coolant to flow
through the radiator. This is especially important for stop/start type driving, short
journeys, operation in cold weather or where the cooling system has excess
capacity. In these cases the thermostat may not be fully open. As noted above
(for grey motors), if a heater is fitted it is permissible to use an thermostat with a
“Start to open” temperature of up to 173ºF (78.3ºC) to improve the heater
performance. However, should excessive detonation (pinging) be detected or if
hard driving is employed, it is advisable to use the standard thermostat with a
“Start to open” temperature of 160ºF (71ºC). Bearing in mind that modern fuels
are significantly higher in octane than the original FB/EK Holden fuel (current
unleaded petrol is 91RON and premium petrol is 95RON versus the original
FB/EK Holden fuel of 86RON), detonation is less of an issue.

Page 23 of 63
Grey motors use a non-bypass thermostat fitted with
a jiggle pin that enables the system pressure to be
stabilised so that the thermostat opens more easily.
The jiggle pin also allows air pockets to move past
the thermostat and the temperature to be regulated
more efficiently. For motors where the cooling
capacity is marginal, using a high flow thermostat
may improve cooling system performance. They
have a larger valve and allow approximately 30%
more coolant flow than standard type thermostats.

The following TRIDON thermostats are suitable for this advice, and are readily
available from most auto-parts stores:
Opening
Part number Type Flange diameter
temperature
TT1-160 Conventional 54mm 71ºC (160ºF)
TT2000-160 High flow 54mm 71ºC (160ºF)
TT1-167 Conventional 54mm 75ºC (167ºF)
TT1-170 Conventional 54mm 77ºC (171ºF)
TT2000-170 High flow 54mm 77ºC (171ºF)
Note that the corresponding TRIDON thermostat gasket is part number TTG29U.

Page 24 of 63
5 Heater Hoses

The following advice relates to routing of the heater hoses:


 The heater pipes for the FE Holden come straight out from the firewall with
the hoses directing under the air cleaner, over the manifold and rocker to the
inlet/outlet points on the water pump and thermostat housing. The heater tap
was fitted to the thermostat housing.
 The FC Holden heaters had a 90º bend in the pipes which directed the
hoses up the firewall to a clip on the top of the firewall near the wiper motor
then down along the left hand side of the rocker cover to the water pump
and thermostat housing. The heater tap was fitted to the thermostat housing.
 FB/EK Holden hoses pass from the firewall, with the return hose going
directly to the cylinder head. The supply hose is clamped to the rocker cover
(see pictures with red circles below) before passing along the driver‟s side of
the rocker cover to the water pump.

 On very early FB Holdens (1959 production) the heater outlet hole in the
firewall was vertical, and was offset to the passenger‟s side just above the
compliance plate, with some firewalls having no pressing ridges or even
being cut open for the heater hose grommet. Later FB and EK Holden
firewall holess are angled, and located between the wiper motor and the
mechanical accelerator linkage mounting point.
 Heater hoses pass through a grommet located on the passenger‟s
side of the firewall. The grommet may either be a blank, or have
the holes “pushed out”. Replacement grommets are available from
Rare Spares (“Grommet Firewall Heater Hose FE - HT Universal”,
part number 7420721) and Scotts Old Auto Rubber (“Heater Hose
Grommet”, part number 238.141).
 It makes no difference to the heater operation as to which hose (from the
water pump or from the thermostat/cylinder head) is connected to which
heater pipe (before or after the tap) on the heater.

Page 25 of 63
 The copper heater pipes are 16mm (5/8”) outside diameter. ½” heater hose
will fit, but is very difficult to get in place (and doesn‟t fill the firewall grommets
very well). 5/8” heater hose is a much better option. To help ease the heater
hoses on to the heater pipes and nipples, ensure the copper pipes and brass
nipples are clean. Use a small smear of liquid dishwashing detergent to
lubricate the copper pipes and brass nipples. Dip the heater hose ends into a
coffee mug of hot water for half a minute to soften them up before sliding
them on.

Page 26 of 63
6 Heater Cores
The heater core pictured to the right is from an
FB/EK Holden Warmaride heater.

Warmaride heater cores are notorious for


leaking, with many radiator repair shops not
being prepared to repair them. This is
especially true for the FC Holden Warmaride
heater element - no aftermarket replacement is
known to exist for them. Some alternatives for
the FC Holden Warmaride core are:
 Modifying the Warmaride base plate and
fitting the core from a Bosch heater, which
is much more robust. This involves finding
a donor Bosch heater, which are becoming
rare.
 Making a replacement core from ½" copper tube, formed around a one litre
paint tin and silver soldered pipe in various spots to hold together.

A few words of caution around pressure testing the heater core for leaks:
 FX-FE Holdens had a 4 psi radiator cap. Later model FE Holdens and all
subsequent grey motors had a 7 psi cap. Red motors, and many transplanted
engines run a 13 psi cap. The FB/EK Holden Warmaride heater was originally
designed to operate on grey motors which have a 7 psi cooling system (i.e.
the radiator cap will open up and dribble out water to ensure that the heater
can only see 7 psi of pressure). 7 psi is not very much pressure!
 Tap water pressure (in Sydney as an example) ranges from 21.3 psi (Sydney
Water‟s minimum Operating Licence condition) to 142 psi, with an average of
70 psi. Bearing in mind that the grey motor‟s cooling system was designed to
run at 7 psi, it is clear that you need to be careful in hooking up a garden hose
to the heater to check for leaks. I‟d recommend not “deadheading” the hose,
but instead use water flowing through the core to look for leaks (i.e. don‟t
block the heater outlet).
 Never ever use compressed air to test heater cores for leaks (often called
pneumatic testing, or “bubble testing” as soapy water is applied to the joints to
look for leaking air). Compressed air, even at low pressure, has a lot more
energy stored up in it than water. When a piece of equipment being tested
with air fails, the energy released can throw pieces of steel at high speed for
long distances. Water, although a little messier, is much safer.

Page 27 of 63
7 Heater Valves
The heater tap for FE/FC Holdens is the "tank tap" type.

There are three types of heater valve fitted to the FB/EK Holden Warmaride
heaters:
a) A heater valve for the Motorless heater, listed as “Valve Assembly - Control
FB, EK” (part number 74224441),
b) A manual type valve for the Recirculatory heater, listed as “Valve - Water FB,
EK” (part number 74231311), and
c) A Ranco thermostatic-type (type H16) for the Fresh-Air heater, listed as
“Valve Assembly - Control FB, EK” (part number 74146291).

The Ranco thermostatic-type is very common, and was offered on a wide range
of American vehicles (more than one hundred and seventy vehicles
internationally) as well as many Holden Warmaride heaters. Whilst the Ranco
valve body is different in each Holden Warmaride heater, the control mechanism
is similar (if not identical) in the following Warmarides heaters:

FB/EK Holden EJ/EH Holden HD/HR Holden

All Warmaride heater valve types are prone to leaking, both internally (letting
water past the valve seat and into the heater… making the car warm all the time)
and externally (letting water past the spindle seal… dripping onto the
passenger‟s feet). The valves can be replaced, or they can be overhauled.
Guidance for both replacement and overhaul are given below.

For those who do not want to overhaul the Fresh-air (Ranco) heater valve
themselves, a valve overhaul service is offered by John from the Victorian EJ/EH
Holden Club. John is based in Melbourne (telephone 0418444327, email
jmb64@optusnet.com.au), and has overhauled over one hundred Ranco heater
valves for early Holdens – many of the tap photos (and much of my
understanding) is thanks to John.

Page 28 of 63
7.1 Recirculatory Heater Valve
The manual-type heater valve fitted
to FB/EK Holden Recirculatory
heaters is controlled only by
moving the HEAT lever on the
ventilation control. The valve
consists of a brass body with two
copper elbows silver soldered on
(the bottom copper elbow is
additionally crimped AND silver
soldered). A brass valve spindle
emerges through a top steel
washer that is crimped in place.
The spindle has a steel pin which slides in a follower, which in turn runs on a cam
on the heater valve control bracket. The control bracket is connected to the
ventilation control assembly on the dash. Note that the control bracket is offset 1”
from the HEAT lever (towards the driver‟s side), which makes use of a
connecting rod infeasible (a short bowden cable is used to connect the heater
valve control bracket and the dash controls). The heater valve is connected to
the heater core by a 21/8” long length of heater hose, held in place with two Utilux
H499 hose clamps (listed as “Clamp - Hose FB, EK”, part number SP15084).
The valve controls the flow of water from the motor to/from the heater – pushing
the HEAT lever upwards lifts the spindle increasing the water flow, pushing the
HEAT lever down lowers the spindle and decreases the flow. For the
Recirculatory heater valve, pulling the spindle out of the valve body (up) opens
the valve, and pushing the valve spindle into the body (down) closes the valve.

7.2 Fresh-Air Heater Valve

FB/EK Holden Fresh-Air heater


Ranco thermostatic-type heater
valves can be identified by the
copper sensor tube which runs
down the back of the heater
core casing and enters to
louvered casing through the
wiring grommet. The sensor
tube has a coiled end which sits
in the air flow exiting the
louvered casing. The Ranco
thermostatic-type heater valve is
controlled by moving the HEAT
lever on the ventilation control,
with the car temperature controlled by the sensor tube. The valve consists of a
copper body with two copper elbows lead soldered on. An additional cap is lead
soldered onto the bottom of the body. The valve spindle emerges through a

Page 29 of 63
rubber seal and the baseplate, with the valve body crimped on to the baseplate.
The spindle is connected to the control mechanism by a hairpin clip. The control
assembly has a series of two carriages (one for the dash control, one for the
thermostatic control). The control assembly is connected by a metal control rod
(pictured below) to the ventilation control assembly on the dash.

Made from 1/8” Ø rod 7


/16”

5 7/16”

The heater valve is connected to the heater core by a 2 1/8” long length of heater
hose, held in place with two Utilux H499 hose clamps (listed as “Clamp - Hose
FB, EK”, part number SP15084). The valve controls the flow of water from the
motor to/from the heater – pushing the HEAT lever upwards lifts the spindle
increasing the water flow, pushing the HEAT lever down lowers the spindle and
decreases the flow. As the airflow warms up, the refrigerant inside the copper
sensor tube expands. This drives out a small piston inside the control assembly.
The piston acts on the thermostatic control assembly carriage, forcing the heater
valve spindle closed. As the air cools down, the refrigerant contracts, and the
piston allows the heater valve to open again. A phillips-head screw at the back of
the control assembly adjusts the temperature at which the sensor tube turns off
the heater valve. For the Fresh-Air heater valve, pulling the spindle out of the
valve body (up) closes the valve, and pushing the valve spindle into the body
(down) opens the valve (the opposite of the Recirculatory heater valve).

7.3 Overhauling the Recirculatory Heater Valve


To the best of my knowledge, no-one has yet successfully overhauled a
Recirculatory heater valve. Whilst I have started the process, I have not yet
finished it. My notes to dates and the logic behind my process are included below
– happy to hear from anyone who has done this previously or has better insight.

To overhaul the heater valve, the following process may be followed:


a) Remove the heater valve from the vehicle and remove the heater tap control
bracket.
b) The spindle cannot be removed from the silver-
soldered “bottom elbow end” of the valve body
as the valve seat is in the way. This leaves the
crimped “spindle end” as the means of entry.
The brass crimped seal that retains the steel
spindle washer is work hardened from the
crimping process, and must be annealed to
make it soft enough to uncrimp without
splitting. Place the heater valve into a bath of
water almost up to the level of the top crimp. A 400g tin can (as shown above)
makes a great water bath. The water bath will stop the heat from softening

Page 30 of 63
the remainder of the valve body. Make sure that the heater valve spindle is in
the down (off) position to keep the valve internals away from the heat. Heat
the crimp area by moving an LPG torch around the circumference. The aim is
to get the brass up to a dull red colour (when seen in dull light), but can be
hard to achieve. When heated up, either let the brass air-cool or drop it down
into the water bath (quenching brass in water does not temper the metal the
same way that steel does).
c) Place the valve sideways over a set of soft vice jaws or on a wooden block.
Select a drift of large diameter (as close to 5/16” diameter as possible... to fit
between the crimp and spindle), or alternatively grind down the tip of a
screwdriver to a 7/16” radius (to almost match the crimp radius). The large
radius (or large drift diameter) is used to ensure that the crimp gently rolls
back. If a sharp or small-radius tool is used, it will make a series of dents
around the crimp that will hamper resealing it later. Using multigrips to lever
the crimp out is also unsuitable as they will likewise dent the crimp.

d) Gently tap the spindle-end crimp sideways to


unroll the crimp. Rotate the heater valve
regularly. The idea here is to go slowly to keep
the valve body top almost round the whole time.

e) Once the crimp has unrolled enough to


release the steel washer, remove the valve
spindle assembly from the valve body.

f) Place the spindle assembly over a vice and tap out the steel spindle pin with
a drift. Remove the steel washer and rubber bushing. Note that the steel
washer may catch on any burrs on the spindle pin hole - gently dress them
with a fine flat file.
g) Cut the copper diaphragm band with a hacksaw, taking care not to nick the
spindle. Remove the diaphragm band and any remaining rubber diaphragm.
h) Place the spindle assembly vertically in a vice and use a 3/8” drill bit to gently
drill out the spindle guide rivet (the rivet is actually the end of the spindle
which has been peined over). Note that the brass is very soft, and no electric
drill is required – spin the drill bit around by hand to avoid damaging the
spindle. Remove the old brass spindle guide and rubber valve washer.

The above process gets the valve fully disassembled. The following notes are my
observations and views on how to replace the parts... still a work in progress.

Page 31 of 63
The valve spindle assembly is as follows:
brass spindle guide
rubber valve washer
brass washer

copper diaphragm clamp brass spindle (top section


(with bits of rubber is covered in orange
diaphragm clamped under mud/dust… I should have
it) cleaned it off for the
photo!)
rubber bushing

steel spindle washer


steel spindle pin
(hidden in photo)

I suspect that the diaphragm assembly is as per the picture to the right
(the picture shows the diaphragm stretched right out... it is probably
much shorter). The top of the diaphragm is sealed against the spindle
by the copper diaphragm band. The bottom of the diaphragm ends in
the thick rubber bushing that is sealed against the valve body by the
same crimping process that retains the steel spindle washer.

If the brass spindle guide is in good condition, it may be reused. The spindle
guide in the photos above was missing two of the four “legs” and would not guide
the spindle properly (it was jamming on the valve seat), and so would need to be
replaced). If the brass spindle guide is being reused, the rubber part of a tap
washer from a domestic hot water tap can be used (measurements of a few tap
washers from Bunnings shows the diameter is near perfect, and most already
have the hole in the middle to accept the spindle).
If the brass spindle guide cannot be reused, a new rubber washer
is required. A heater valve overhaul kit is available from Rare
Spares (“Kit Valve Ranco Heater EJ EH HD HR”, part number
RSP335), pictured to the right. The overhaul kit is
really intended for the Fresh-Air heater Ranco
valves. The kit supplies a valve diaphragm (the
large round item in the picture to the right) and a
valve washer (the smaller item in the picture).
The washer supplied has four “ribs” that act as a

Page 32 of 63
spindle guide. However, the washer in the Rare Spares overhaul kit is 19/32”
diameter, whilst the original tap washer is 22/32” (11/16”) diameter. While the Rare
Spares washer will fit, it does not seal very well. An alternate four-ribbed washer
21
of /32” is available from Jim Tucker in the US
(http://www.heatercontrolvalve.com/index.html), which would be a better fit. To fit
the new washer/spindle guide, I would propose to drill the spindle end and either
tap it out for a brass set-screw (very fine tap required... not for the faint hearted)
or drill the spindle end and use a small stainless self-tapper (with Loctite). In
either case, a small brass washer should be used under the set-screw/self tapper
head.

The diaphragm from the Rare Spares kit is not very suitable for the Recirculatory
heater valve. The Recirculatory heater valve spindle (¼”) is much larger than the
Fresh-Air heater valve spindle (5/32”), making the diaphragm an overly tight fit on
the spindle. The diaphragm is also larger (15/64”) than the valve body (29/32”), and
hence will not easily fit when the crimp is re-peined over.

One method worth considering is:


a) Machine a groove in the spindle close to the steel spindle pin, similar to the
one where the original copper diaphragm clamp was but of the same
diameter as the Recircualtory heater valve spindle (¼”).
b) Cut the Rare Spares diaphragm wire clip (with a pair of side cutters), taking
care not to nick the diaphragm.
c) Lubricate the spindle with some liquid dishwashing detergent, then slide the
diaphragm down the spindle (wire clip side first). Care would be required to
stop the diaphragm tearing. Seat the diaphragm in the new groove.
d) Use some 1mm copper wire to secure the diaphragm to the spindle similarly
to the original Rare Spares diaphragm wire clip (twist the ends of the copper
wire then cut off neatly).
e) Insert the valve spindle into the valve body.
f) Apply a thin layer of sealer (for example Sikaflex) to the outside of the old
rubber bushing then insert the spindle/bushing assembly into the top of the
valve body (the contours of the bushing match the valve body well). The
bushing then acts as a bottom seat for the diaphragm.
g) Drill out the steel spindle washer to the same diameter as the hole in the
Recirculatory heater baseplate (5/8”). Smooth the hole edges to stop it tearing
the diaphragm.
h) Apply a thin layer of sealer (for example Sikaflex) to the outside of the steel
washer. Insert the washer on top of the diaphragm, sandwiching the
diaphragm between the steel washer and the rubber bushing.
i) Pein the top of the top of the brass heater body back over to reseal the crimp,
taking care to keep the crimp circular (use a range of sockets as dies to fold
the crimp evenly).
j) Refit the steel spindle pin.
As above this is a work in progress – will update this document as I learn more.

Page 33 of 63
7.4 Overhauling the Fresh-Air Heater Valve
The Fresh-Air Ranco thermostatic-type heater valve uses the overhaul kit that is
available from Rare Spares (“Kit Valve Ranco Heater EJ EH HD HR”, part
number RSP335), pictured above The kit supplies a valve spindle seal and a
valve washer.

Balkamp (part of NAPA) in the US also make a seal kit for Ranco valves (part
number BK6601000). Although it contains the valve spindle seal, it does not
contain the valve washer. The instructions that come with the kit (pictured below)
are very generic and (naturally) don‟t cover the valve washer replacement.
The Balkamp kits are designed for RANCO valves in the following vehicles:

 American Motors Corporation (AMC) (1955 – 1973)


 Chrysler (1950 – 1969)
 Desoto (1950-1963)
 Fiat (some early models)
 Ford (1953 – 1963)
 General Motors (1950 – 1963)
 Hudson (1950 – 1955)
 International Harvester Company (IHC) (1950 –
1975)
 Packard (1953 – 1955)
 SAAB (1974 – 1980)
 Studebaker (1950 – 1963)
 Volvo (through 1983).
These vehicles may provide a lead for anyone trying to chase down replacement
parts. Another resource for parts for the Ranco thermostatic-types taps can be
found at http://www.heatercontrolvalve.com/index.html.

Of note, the overhaul process for the Fresh-Air valves requires a number of brass
and steel tabs to be unbent, then later peined over. Although annealing is used to
re-soften the brass, there is still a significant risk of metal fatigue – on average,
10% of the tabs will snap off (even for professional rebuilders). A snapped-off tab
can be difficult (in most cases nearly impossible) to replace.

To overhaul the Fresh-Air heater valve, the following process may be followed:
a) Remove the heater from the vehicle and the heater valve from the heater.
b) Remove the over-centre spring from the outside of the control assembly.

c) Disengage the spindle C-clip (C-shaped pressed metal clip in


the control assembly) from the spindle by pulling outwards.
The top end of the spindle C-clip will remain engaged in the
control assembly by a small lug.

Page 34 of 63
d) Place the heater valve upside-down in
a vice by gently gripping the
baseplate, taking care not to damage
the tap assembly or the copper sensor
tube. Do not grip the valve body as it
is relatively easy to dent/bend.
Straighten the four steel tabs
outwards by bending with a
screwdriver.
e) Tap the (now straightened) steel tabs
very gently with a hammer until the control assembly
has separated from the baseplate/valve body. The
control assembly is usually not disassembled any
further unless it has a failed component. Give it a good
clean up (taking care not to damage the copper sensor
tube) and lubricate the pivot points.
f) Put the baseplate/valve body assembly back into the vice, right side up by
gently gripping the baseplate (not the valve body!). Using a sharp putty knife
or sharpened bread and butter knife (a paint scraper is too flexible and a
small screwdriver too narrow), lever up the edges of the brass tabs. Resist
the temptation to use pliers or multigrips as they will mangle the soft brass.
Work gently and evenly around the tabs, switching to a screwdriver as the
tabs bend up. The pictures at this site
http://packardinfo.com/xoops/html/modules/article/view.article.php?c8/253
show the bending process very well, though only covers the seal replacement
in an EJ/EH type valve body... it does not cover the tap washer replacement.
g) Once the four brass tabs are straightened, remove the base plate from the
valve body. The steel baseplates are susceptible to rust, especially if the
diaphragm has been leaking. Give the baseplate a clean-up and paint, taking
care to smooth any sharp edges that may later tear the diaphragm.
h) You now have a choice to make. If the only reason for overhauling the heater
valve is to is to fix an external leak (water leaking past the spindle seal…
dripping onto the passenger‟s feet), then you can skip to step s) below. If the
problem is an internal leak (water leaking past the valve seat and into the
heater… making the car warm all the time) then keep following the process to
overhaul the valve washer. Skipping the valve washer overhaul is quicker and
easier (no soldering involved), but remember that the heater valves are hard
to repair without breaking – you may not get another chance to come back
and repair the washer.
i) Hold the valve body upside down in a vice, gripping the thicker brass tab
area. Take care not to grip (and dent) the copper body. Using an LPG torch,
unsolder the bottom disc from the valve body. Take care not to put too much
heat into the soldered joint as you may inadvertently unsolder the inlet/outlet
pipes.

Page 35 of 63
j) Remove the spindle hairpin clip and the
brass seal cup from the spindle. Pull the
spindle assembly from the valve body
through the disc-end. Pull the old
diaphragm from the spindle end of the
valve body.

k) Give the valve body and spindle a good clean up (inside and out) with a brass
wire brush, taking care not put too much heat into the body or otherwise
distort it by clamping. Likewise,
l) Using the LPG torch, anneal the four brass tabs to give them the best
possible chance of not breaking during the assembly process. Heat the tabs
up with the torch and then let them slowly air cool. After annealing, gently
shape the four tabs to ensure that they will fit easily into the base plate slots.
m) Sweat the rough solder off the valve body and disc to leave both surfaces
nicely tinned with lead solder.
n) The old rubber valve washer is located on the spindle by a swaging of the
brass spindle above and below it. To remove the old valve washer, file the
upper swaging off (as the load for seating the
valve is mainly on the lower swage). The
screwdriver in the picture to the right is pointing at
the upper swage to be filed. Note that the swage
makes the valve spindle thin, so care is needed so
that only just enough brass is removed from the
swage to get the washer off. To make it easier, cut the “ribs” off the old valve
washer with a pair of side cutters (they are normally brittle and easy to
remove). This will let the tiny brass washer near the swage slide back a bit so
you can file the swage more evenly.
o) Once the swage is filed back, slip off the small brass washer, rubber tap
washer and large brass washer. Give the spindle a good clean up with a
brass wire brush.
p) To lock the new valve washer in place, drill a 1mm diameter hole where the
swaging was. Take care to drill this hole squarely, as the spindle is thin here
from the swaging (a drill press is recommended).
q) Refit the large brass washer, the new rubber tap washer (from the overhaul
kit) and the small brass washer to the spindle. Insert a 6mm length of 1mm
copper wire then slightly bend the ends to secure it in place. Note that I found
it easier to use a long length of copper wire (easy to hold) then cut to length
once in place rather than handle a 6mm copper wire.

Page 36 of 63
r) The spindle is fitted back into the valve body of the valve, using a pair of long-
nose pliers to move the spindle around to get it to poke through the hole in
the top of the valve body.
s) The new diaphragm (from the overhaul kit) is fitted
over the spindle into the cavity where the old
diaphragm was with the spindle fitted through the
center of the new diaphragm. Run a tiny bead of good
quality sealant (I used Sikaflex) around the lower
edge of the new diaphragm where it compresses on
the valve body before fitting (only with a cross section
of 1mm of silastic maximum, too much will restrict the
diaphragm flexibility). This takes up any small cavity
that doesn't compress with the rubber diaphragm in
the next stage.
t) Once the diaphragm is in place, the base
plate of the control mechanism is then refitted
over the four brass tabs. While compressing
the plate over the valve body, the four tabs
are then progressively peened over to lock
the plate securely in place. Providing correct
support of the valve body under each of the
four tabs as you are peening the tabs is vital
to prevent distortion of the circular shape of the valve body. Remember that
although the heat was only directed at where the four tabs, the copper body
has been partially annealed, it will be extremely soft.
u) In preparation for soldering the disc in place, it is necessary to make sure that
the valve seat is open. This will stop heat from damaging the new rubber
valve seat. Submerge the valve in enough water to keep heat from the new
valve seat, but leaving access to heat the valve body enough to solder the
disc securely.

v) Refit the spindle hairpin clip and the brass seal cup to the
spindle.

w) The control mechanism is then fitted by bending the 4 steel tabs enough to
hold it in place. Reinstall the spindle C-clip and spring.

Additional step-by-step methods (for replacing the seal only) in similar Ranco
thermostatic valves can be found at the following sites:
http://packardinfo.com/xoops/html/modules/article/view.article.php?c8/253
http://www.gearheadgospel.com/tutorials/heatvalve/
http://www.pbase.com/czechman/ranco
http://www.tbirdgarage.com/Site_2/Restoration_Tips/Pages/63_Heater_Valve
.html

Page 37 of 63
7.5 Replacing the Heater Valve
Heater valves may be replaced with an aftermarket inline-tap – see examples
below:
 This is the “Universal 5/8'' or 16mm Cable
Operated Heater Tap” (part number HA4008)
available from Speedy Air Spares (41 Beatrice
Street Bundaberg QLD 4670, Phone (07) 4152
7693, E-mail
jeremy@speedyairspares.com.au,
http://speedyairspares.com.au). The tap can
be fitted either in the engine bay or under the
dash and requires a bowden cable to
operate.

 Rare Spares also stocks heater taps (for example


“Tap Assembly Heater HQ-HZ 2-way Cable Type”,
part number HT1005) which will also require a
bowden cable. Note that Rare Spares also stocks a
“Tap Heater 2 or 3 Way Universal” (part number
HT1004A) that would probably also do the job, but it
is slightly more expensive than the HQ-HZ tap, and
has a third pipe which must be capped off (one more joint to leak!).
 Note that you will need to fit a bowden cable to get the above two aftermarket
taps to work. Bowden cables can be sourced from aftermarket suppliers.
Speedy Air Spares stocks “Universal Heater Tap
Actuation Cable to suit HA4008” (Product ID: HA4009).
The end of the cable mounts via a homemade bracket
under the dash (like the EK bonnet release cable), or a
hole through the dash (like the FB/EK choke cable). By
cutting the knob end off the cable, it may be possible to
get it to fit to the original ventilator control.
Rare Spares also stocks bowden cable as “Heater
Control Cable (Universal)” in either 800mm
outer/950mm inner or (part number CCH1001) or
500mm outer/650mm inner (part number CCH1000)
lengths. This has no knob on the end, and will require fitting to the original
ventilator control.

Page 38 of 63
8 Demisters
The FB/EK Holden Warmaride heater has two rubber demister duct outlets, one
on the driver‟s side (a 90º bend) and one on the passenger‟s side (a 45º bend).
These are connected by flexible ducting tubes to steel nozzles (which look like a
miniature metal vacuum cleaner head). The steel nozzles are held by self-
tapping screws to the underside of the dash (the holes are existing in all FB/EK
Holdens from the factory).

8.1 Demister Ducting Tube


The ducting tube is 1½” (38mm) diameter. The original type ducting consists of a
steel “spring” with a convoluted paper covering. Over the years it has been
common to replace the original paper ducting with either convoluted aluminium or
plastic ducting. The routing of the ducting is as follows:
 The passenger‟s side ducting tube exits the 45º rubber demister duct outlet
and runs across and up behind the glove box, then up to the steel nozzle.
 The driver‟s side ducting tube is more difficult and requires some bending (it
is much easier to install the ducting tube with the instrument binnacle out).
The 90º rubber demister duct outlet points the duct straight up, then it has to
pass over the clutch return spring then curve again to the nozzle.

The ducting and nozzles can be held together with a self-tapping screw. Note
that the convoluted paper and aluminium can peel away from the ducting with
repeated handling. One tip is to put masking tape on the two cut ends to stop it
peeling (colour it black with texta to hide the tape).

Replacing the ducting tube can be achieved as follows:


 Convoluted alumium ducting is commonly available from car airconditioner
repair companies, though unfortunately only in 50mm (2”) outside diameter.
The 50mm ducting can be made to fit by slitting and either bending in the end
of the duct (to reduce diameter and fit inside the rubber demister outlets) or
bending out the end of the duct (to increase diameter and fit over the end of
the demister outlets. The demister steel nozzles can be increased in diameter
to match the 50mm duct by wrapping them in duct tape until they are an
interference fit.
 40mm outside diameter convoluted aluminium type ducting tube is stocked by
Fuelmiser (part number PHD-40ML), though unfortunately only in 1‟ lengths.
Contact with the Fuelmiser technical team indicates that they are not able to
source longer lengths.
 Clark Rubber stocks Flexi-flo Hose in different sizes (25, 30.5, 31.5, 32, 35,
38, 44, 50, 63, 76 and 102mm ID). This is a black EVA stripwound hose
similar to a vacuum cleaner hose, except designed for Industrial use. The
following two sizes are likely to suit:

Page 39 of 63
30.5mm 31.5mm
Inside diameter 30.0 31.0
Outside diameter 39.0 41.0
Working pressure (psi) -5 to 50
Working temperature (ºC) -20 to 60

Note however that the maximum working temperature is 60ºC, which could be
close to the heater air temperature (a 7psi radiator cap means that the water
temperature inside the heater water-side can reach 111ºC – the air will be
cooler than this though).
This product is also stocked by Hoseonline (P.O. Box 3027, Mentone East
3194 Victoria, Australia, http://www.hoseonline.com.au, telephone 1300 577
731).

8.2 Demister Steel Nozzles


FB/EK Holden demister steel nozzles are
not currently know to be reproduced. The
steel nozzles on FB/EK Holdens (pictured
right) are different to those on FE/FC
Holdens. The steel nozzles on the FB/EK
Holden are 40mm wider than the FE/FC
Holden and get attached at the back of
the nozzle (FE/FC Holden nozzles are
attached at the front of the nozzle). The
FE/FC Holden nozzles can however be adapted to fit. The FE/FC Holden nozzles
were being reproduced in fibreglass by Ed Ho of the NSW FE/FC Holden Club
(username “Ed” on both the FE/FC Holden and FB/EK Holden forums).

Original FE/FC nozzles are pictured below:

HD/HR nozzles are pictured below:

Page 40 of 63
As per the GMH Service Bulletin August 1960, to check correct location of
demister nozzle, make up a cardboard
template to dimensions shown in the
picture below, and insert centrally into
nozzle. The outside corner of the
template – Point A – should be within ¼”
of the windshield. If the gap is more than
½”, the position of the nozzle should be
altered by setting the mounting lugs with
pliers. Do not attempt to align nozzle by
applying force to the hose.

8.3 Rubber Demister Duct Outlets


The two rubber demister duct outlets can perish over time. They are available
from Obsolete Rubbers (Martin Frigo, 2 Glencara St Avondale Heights Victoria
3034, Phone: (03) 93178725, Mobile 0412941799).

An alternative is to make a set of outlets from radiator


hoses. Ideally, two hoses are required, one 1¾” OD
for the main duct, and one 2” OD for the bands either
end of the duct. By the time you pay for two radiator
hoses, the cost would be similar to buying (the better
quality) ducts from Obsolete Rubbers. To simplify the
job (and make it a little cheaper), you can make the
ducts from one hose. It requires some gluing and will
have some small “cut and shut” lines - those looking
for perfect restoration pieces are again better off
talking to Obsolete Rubbers. The picture above shows (clockwise from top) a
perished original 90º outlet, a 90º outlet made using the process below and an
Obsolete Rubbers 45º outlet.

To make your own rubber duct outlets, the top radiator hose from a Toyota
Landcuiser FZJ80 6 cylinder FZ FE petrol model (Mackay Automotive part
number CH2007) may be used. It is available from SuperCheap Autos for
around $20 is the right diameter (1¾”). It has two bends which may be cut out to
make a pair of rubber demister duct outlets (one 45º, one 90º) and enough spare
length to cut some bands (or make some mistakes on the cut). The bottom
radiator hose from an FB/EK would also do the job well, though is marginally
smaller in diameter (and probably harder to find in SuperCheap Autos...). To
make the ducts:

Page 41 of 63
a) Clean off all the stickers and remove any plastic ties from the radiator hose.
b) Lay the radiator hose on the bench and line up the 45º rubber demister duct
outlet on top of the hose, moving the duct around until the contours look
similar. Mark the start and finish of the duct onto the hose with a texta.

c) Extend the texta lines around the radiator hose to give a


neat circle to cut to. This can be done freehand (for the
artistic and steady of hand), by temporarily wrapping
some tape around the hose (for the less steady of hand)
or by using a tubecutter to roll the line in (for the fussy).

d) Cut along the texta lines with a sharp knife or razor blade then put
aside the new cut duct outlet.

e) On a straight section of the radiator hose, mark out a ¼” wide band, using the
same method as above to mark neat circles to cut to. Cut the band out with a
sharp knife or razor blade, then cut across the band to form a strip (it will hold
the curve of the original radiator hose, which is useful in the following gluing
operation).
f) Cut a strip from an old bike tyre inner tube that is 9/16” wide and trim such that
it is just long enough to wrap around the heater hose.
g) Rough up the inside surface of the two bands and the outside ends (one ¼”
wide and one 9/16” wide) of the new cut duct with some sandpaper to give the
glue a key to stick to. Glue the bands onto the ends of the new cut duct outlet
with adhesive (Sikaflex or similar). Note that the ¼” band will not fully encircle
the new cut duct outlet. For neatness, try to make the gaps lie on the piece of
the duct outlet that face the firewall.
h) Once the adhesive has dried, cut a small ¼” wide piece from the radiator
hose and fill the gap in the band.
i) Repeat for the 90º bend.

Page 42 of 63
9 Electrical Connection

9.1 Wiring
The heater fan takes power (12-volt positive) from the
fuse panel (located under the dash on the driver‟s
side). The connection is made through the 15 amp turn
signal/heater/backup fuse (the lower one on the picture
below) at the back of the panel. No inline fuses are
installed for the heater. A blown heater fuse will disable
the heater fan as well as the indicators and reverse
lights (both of which were either options or standard on
FBs and EKs).

The heater power lead (14/012 or 16G Brown & Sharpe


wire gauge) brown wire) has a plastic connector on the end
(see picture) which will connect onto the male terminal
blade at the rear of the fuse panel (a simple push on fit as
the male terminal is already present in all FB/EK Holden
fuse panels). The plastic connector is often cut off when
heaters are removed, and may be replaced with a normal
crimp-on terminal. It is recommended that insulated
terminals are used, as many of the FB/EK wiring terminals
are bare, and easy to short. Note that connection to this fuse means that the
heater only has power when the ignition is on (unlike the accessory radios, which
are wired to a fuse which always has power.

Power flows through the fan motor, and out


to the switch. A copy of the wiring diagram
(with the heater wire highlighted in red) is
shown below. Note that the heater wiring is
identical for all FB/EK models.
The switch then connects to one of two
earths:
 For high speed, the earth is made directly
through the heater metal body.
 For low speed, the earth is made through
a low-speed resistor (and then to the
heater body). The resistor drops the
voltage seen by the fan motor, and hence
it runs slower.
The heater low-speed resistor is a DUCON
CEMCOAT 2.5 +/- 10%, marked “RABL 10W 070”.

Page 43 of 63
The heater internal fan wiring is as follows:
 Brown wire: provides 12-volt positive power from the fuse panel to the fan
motor (protrudes from heater casing).
 Black wire: connects power from the motor to the heater fan switch.
 Yellow wire: provides an earth for the heater fan motor on high-speed.
 Red wire: provides an earth for the heater motor on low speed (via the low-
speed resistor).

The heater switch connections to the black, yellow


and red wires are riveted at the back of the switch
(i.e. not easily disassembled). A small piece of
cardboard, cellotaped on, insulates the riveted
terminals from the heater casing.

To check for a “bad earth” on the heater, examine the following locations for any
rust, paint, grease or looseness:
a) the slot-head self tapping screw/star washer from the heater earth point,
inside the fan blade housing.
11
b) the two /32” heater-core-casing/fan-blade-housing nuts/spring
washers/bolts/spacers,
c) the two ½” bolts connecting the dash-mounting-brackets to the dash.
d) The battery earth lead terminal (though if this is a bad earth, a bad heater is
probably the least of your problems!).

9.2 Fan Motor


The motor is stamped SMITHS FHM 4732/02 P 10-60, with an SMA symbol
(SMA printed inside the outline of Australia).

When testing the heater fan, switch and wiring on the bench, an easy way to get
power supply is to use a 12-volt battery charger. Battery chargers usually only
supply a low current, which makes it more difficult to “let the smoke out of the
wires” if something is shorting. An average battery charger has more than
enough current to run the heater fan.

Some issues that may stop the fan motor from working:
a) The motor is not getting power. Check wiring from one end to the other using
a battery charger and test lead.
b) The brushes may be dirty or stuck in their mountings.
c) The armature wiring may be busted (check for obvious damage).
d) The armature wiring where it meets the brushes may be dirty. Clean it with
some fine sand-paper (around 2000 grit) then polish gently with Brasso.

Page 44 of 63
10 Heater Air Control
With respect to the air side, FB/EK Holden Warmaride heaters are of three types:
a) A Recirculatory type, which has no flue assembly,
b) An early Fresh-Air type, which has a flue assembly, which bolts to the top of
the heater core casing, and
c) A later Fresh-Air type, which has a flue assembly with additional controls.

Air control for each type of heater is described below.

10.1 Recirculatory Heater


FB/EK Holden Recirculatory heaters do not have a flue
assembly, but rather have a galvanised casing upper
mounting bracket (pictured right). The bracket attaches
the heater to the plenum chamber cover panel. It is
often missing from heaters purchased at swapmeets
and on eBay – a drawing is provided below to allow
brackets to be reproduced.

6 15/16”

3 3/16”

3
/16” to
centreline

60º

Made
from ¼”
bar (legs
slightly
thinner)
4
1
/8”
105
º

9
/16

Page 45 of 63
5
/8”
The Recirculatory type heater has no connection to the plenum chamber cover
panel and door other than that provided with the regular FB/EK Holden (i.e. the
plenum chamber cover panel door is connected by a control cable to AIR lever of
the dash controls). A flue is not fitted to these heaters, rather the heater is
mounted to the plenum chamber cover panel by a bracket. Moving the AIR lever
upwards opens the door and allows Fresh-Air to blow in behind the dash. Some
air will flow through the heater, and some will bypass around it. The amount of
Fresh-Air entering the vehicle depends on how far the AIR lever is moved and
how many windows are open on the vehicle. Moving the AIR lever downwards
closes the plenum chamber cover panel door. Operating the heater fan (with the
plenum chamber cover panel door open or closed) draws air from inside the
vehicle into the top of the heater, past the heater core and out either through the
demister nozzles or through the lower casing louvers.

10.2 Early Fresh-Air Heater


The early Fresh-Air heaters has no additional air flow controls other than that
provided with the regular FB/EK (i.e. the plenum chamber cover panel door is
connected by a control cable to the dash controls).

Moving the AIR lever upwards opens the door and allows fresh air from outside
the vehicle to blow in and past the heater core. The recirculation flap (shown as
the silver coloured panel in the left-hand photograph above) is pushed down
(closed) by gravity and the air flow. The amount of fresh air entering the vehicle
depends on how far the AIR lever is moved and how many windows are open on
the vehicle. The temperature of the air depends if the HEAT lever has been
turned on. Note however that that heater taps are prone to leakage (i.e. some hot
water almost always passes through the heater core). This means that even with
the HEAT lever turned off, the cold outside air will be slightly warmed (not so
pleasant in summer!). Moving the AIR lever downwards closes the plenum
chamber cover panel door. Operating the heater fan (with the plenum chamber
cover panel door closed) creates a slight vacuum in the heater flue assembly.
The recirculation flap is pulled open by the vacuum, allowing air from inside the
car to be drawn into the top of the heater, past the heater core and out either
through the demister nozzles or through the lower casing louvers. Temperature
again depends on how far the HEAT lever is turned on.

Page 46 of 63
10.3 Late Fresh-Air Heater
The later Fresh-Air heaters have a flue assembly similar to the early Fresh-Air
heaters. The flue assembly however has an additional air control, as can be seen
in the left-hand photograph below.

The front of the flue assembly has an air control lever which operates two small
air control arms by connecting rods. The arms are connected by a return spring
which tends to pull the air control lever upwards. The arms are connected to
shafts which operate two core covering doors inside the flue assembly. The flue
assembly additionally has an air door on each of the driver‟s and passenger‟s
side of the flue assembly. When the air control arm is in the upwards direction,
the core covering doors are vertical, and close off the openings either side of the
flue assembly. This forces the air (either fresh air from the plenum chamber
cover panel door, or recirculating air from the cabin via the recirculating flap) past
the heater core. When the air control arm is in the downwards position (as can be
seen in the right-hand photograph above), the core covering doors are horizontal,
and (almost) close off the heater core. This forces the air to (largely) bypass the
heater core.

Page 47 of 63
11 Removal, Disassembly and Reassembly
Note that several of the fasteners on the heater appear to be either British
Association (BA) or British Standard Whitworth (BSW). Spanners and sockets for
these fasteners are becoming rarer, and are often not readily available to most
FB/EK Holden enthusiasts. For simplicity, I have referenced the Across the Flats
(AF) spanners which will work, as these are fairly common.

11.1 Removing the Heater from the Vehicle


a) Ensure the engine is cool and that the radiator hoses have no pressure in
them (you should be able to squeeze the hoses readily by hand). Undo the
two hose clamps and disconnect the heater hoses at both the water pump
and the thermostat housing/cylinder head. Open the heater tap by moving the
HEAT lever upwards. Put the end of the water pump hose close to the
ground, and blow through the thermostat housing/cylinder head hose (not
with a compressor!) to drain most of the water from the heater. CAUTION: the
engine now has two open holes in the radiator – if you accidentally drive off,
there is a good chance you will cook the motor! Ensure the two engine water
connection points are either plugged or clamped off securely (don‟t leave this
job until the end of the day when you may forgetten...).
b) Undo the two hose clamps at the heater and disconnect both heater hoses.
The heater hoses may then be pulled from the firewall. CAUTION: the firewall
now has two open holes that will let in rain water, exhaust and engine fumes.
Ensure the two holes are plugged with some tape, wine bottle corks or the
correct blanking grommet.
c) Disconnect the negative lead from the battery under the bonnet to avoid
short-circuiting wiring under the dash (many of the FB/EK wiring terminals are
bare, and easy to short). Disconnect the brown heater power supply wire from
the fuse panel (located under the dash on the driver‟s side) and carefully pull
the wire across to the heater. Take care not to disturb any of the other wiring.
Curl the wire up and secure it with some tape/cable tie/twist tie to prevent is
snagging when removing the heater.
d) Remove the demister ducting tubes from the rubber demister outlets by gently
pulling them outwards. Beware that previous owners may have used glue,
silastic or screws to hold the ducting in place. The ducting tube bends well but
will crush if handled roughly. Leave the ducting connected to the demister
steel nozzles if possible.
e) Undo the two ½” bolts connecting the dash-mounting-brackets to the dash.
f) There are two phillips-head screws/flat washers mounting the heater to the
plenum chamber cover panel, one on the driver‟s side and one on the
passenger‟s side. These screws mount to either the top edge of the flue
assembly, or to the casing upper mounting bracket (if no flue assembly is
fitted). Undo the two screws.
g) Undo the 1/16” allen-head grub screws and remove the knobs from the
ventilator control escutcheon. Undo the phillips-head screw in the front of the
escutcheon and the ¼” bolt/flat washer/spring washer at the rear. Remove the
escutcheon and allow the control assembly to move into the dash cavity. The

Page 48 of 63
control assembly may remain connected to the control cable as it allows the
assembly to move out of the way of the heater as it is removed.
h) Move the heater downwards slightly and over towards the passenger side of
the vehicle, taking care not to disturb any of the wiring.
i) When removing the demister steel nozzles, the process is easier to see if the
glovebox is removed (passenger‟s side nozzle) or the instrument binnacle is
dropped forwards onto the steering column (driver‟s side nozzle). To remove
the demister steel nozzles, place a small piece of paper across the dash air
slots, located on top of the dash hard up against the windscreen. The paper
will prevent the screws being dropped through the dash slots and behind the
dash (they are too big to fall into the demister steel nozzles. Don‟t use tape as
it may damage the dash paint, especially if it has patina. Remove the two
phillips-head self-tapping screws from each nozzle. The nozzles and attached
ducts should pull gently down and out (look up under the dash with a torch to
guide them out, especially if the glovebox/instrument binnacle is still in place).
j) The two rubber demister duct outlets can be removed from the heater casing
at any stage by gently levering them from their locating recesses in the fan-
blade-housing (they are held in by an interference fit only).

11.2 Removing the Recirculatory Heater Valve


a) Slacken the ¼” heater valve control bracket cable clamp screw and remove
the heater valve control cable.
b) Slacken the two heater valve connecting hose clamps.
c) Remove the two slot-head bolts/nuts/star washers connecting the heater
valve control bracket to the heater casing. Remove the heater valve and
heater control bracket assembly from the heater casing.
d) Remove the heater valve connecting hose and clamps.
e) Remove the 5/16” bolt/nut/spring washer clamping the heater valve to the
heater valve control bracket. Bend the clamp out slightly to release the heater
valve.
f) Disengage the heater valve spindle pin from the heater valve control bracket
cam follower and slide the tap down and out of the bracket.

Page 49 of 63
11.3 Removing the Fresh-Air Heater Valve
a) Slacken the ¼” heater valve control bracket cable
clamp screw and remove the heater valve control
rod. Slacken the two heater valve connecting hose
clamps.
b) Remove the two slot-head self tapping screws
connecting the heater valve control bracket to the
heater casing.
c) Remove the two slot-head self tapping screws
holding the copper sensor tube to the rear of the
heater-core-casing.
d) Undo the two slot-head self tapping screws/star
washers from under the louvered-casing, and the two
slot-head self tapping screws from the rear of the
heater-core-casing. Separate the louvered-casing
from the heater-core-casing, being careful not to
damage the copper sensor tube as it is eased out of
the grommet.
e) Remove the heater valve, heater control bracket assembly and copper sensor
tube from the heater casing.
f) Remove the heater valve connecting hose and clamps.

11.4 Disassembling the Heater Assembly


a) Undo the four 11/32” dash-mounting-bracket-stud-bolt nuts/spring washer/flat
washers and remove the two dash-mounting-brackets.
b) If the heater is a Recirculating type, undo the two nuts and remove the casing
upper mounting bracket. Remove the seven slot-head self tapping screws
and remove the heater-core-casing top. If the heater is a Fresh-Air type (has
a flue-assembly fitted), remove the eight slot-head self tapping screws and
remove the flue assembly. Note that thermostat-type heater valves must be
removed before the flue assembly can be removed as one screw is obscured
by the valve.

Page 50 of 63
c) Swing the heater core upwards and towards the passenger‟s side of the
heater-core-casing to remove the core.

d) Undo the two 11/32” nuts/spring washers from inside, and the two slot-head
self tapping screws from the rear of the heater-core-casing.
e) Remove the heater fan switch knob by pulling outwards. Undo the winged
heater fan switch escutcheon slot-head screw, noting that the “nut” is a cable-
keeper located inside the casing (catch it as it falls out of the casing). Pop the
winged heater fan switch escutcheon outwards by around ¼”. Note that the
escutcheon has small plastic tangs on either wing, and must be levered out
gently and evenly to avoid cracking the wings.
f) Separate the heater-core-casing from the fan-blade-housing, being gentle
with the wiring as it is still attached. Catch the two heater-core-casing/fan-
blade-housing bolts and spacers as they fall out.

g) Undo the two slot-head self tapping screws/star washers from the louvered-
casing and separate the fan-blade-housing from the louvered-casing. Slide
the wiring grommet from the casing hole.

Page 51 of 63
h) Undo the two slot-head self tapping screws from the wiring harness retainers
and the slot-head self tapping screws/star washers from the heater earth
point.

i) Undo the three 5/16” nuts/flat washers/star washers which mount the fan
motor, noting that two of the nuts are longer and used to mount the two
heater-core-casing/fan-blade-housing bolts.
j) Turn the fan motor through 60º (1/6 of a turn) and remove the motor and fan
assembly towards the fan end. Gently bend out the fan motor mounting points
to ease them pass the motor casing joint.

k) Undo the 3/32” allen-head grub screw and remove the heater fan blade from
the fan motor shaft.
l) If the fan motor needs to be opened for servicing, the fan motor casing may
be opened by undoing the two 11/32” nuts/star washers on the casing. Note
however that fan motor non-drive end bearing consists of a bronze ball
(similar to a ball-valve ball). The bearing is held in the fan motor non-drive
end casing by a fibre bushing and a spring-steel castellated washer. The
bushing/bearing/washer assembly is held in place by a pressed steel retainer
which is staked into the fan motor non-drive end casing. Ideally, the bearing
should slip off the fan motor shaft as the two casing halves are separated,
and be retained in the fan motor non-drive end casing. However, the heater

Page 52 of 63
fan blade grub screw usually leaves a burr on the fan motor shaft. The burr
will catch on the bearing, and pull it out of the fan motor non-drive end casing
(as per the photograph below). It is very difficult to get back in once removed.

It is strongly recommended that before undoing the two 11/32” nuts/star


washers on the casing, that the burr be removed by gently filing the fan motor
shaft with a fine flat file. Note that is the only reason for servicing the motor is
to lubricate the bearing, it is far easier to let a few drops of light machine oil
slip down the motor shaft into the bronze ball, rather than opening the motor
casing. Do not apply too many drops of oil... although the shaft appears to
have a slinger ring, the fan motor does not like a bath of oil!

11.5 Reassembly and Installation


Reassembly and installation is a reverse of the steps given in Section 8 above,
with the following notes:
 While the heater is out, it is a great opportunity to lubricate the plenum
chamber cover panel door. Use a can of WD-40 (or similar lubricant) with the
plastic “extension straw” fitted to the nozzle to lubricate both the door hinge
and the bowden cable (the cable outer cover is not solid, so gently
spraying/dribbling lubricant along the cable length will lubricate the inner
cable quite well). Take care to avoid “lubricating” the radio or any of the
under-dash wiring.
 Before installation, lubricate the following points and check for free
movement:
a) heater valve control bracket cam pivot and follower. Grease between the
bracket and cam.
b) Heater valve control bracket rod clamp.
 Clean the two motor earth points well to ensure good earthing. These are the
terminal on the end of the yellow cable, and the terminal on the end of the
low-speed resistor, both of which screw to the fan-blade-housing with a self-
tapping screw.

Page 53 of 63
 The heater fan switch originally appears to have no grommet where the wires
pass from the switch through the casing. It is recommended to install one as
good wiring practice, noting that the upper outer face of the grommet may
need to be shaved to allow the winged heater fan switch escutcheon to seat
properly.
 Replace the 21/8” long length of heater hose between the heater tap and the
heater core, even if it looks OK (fifty years of hot summers and cold winters
are not gentle on heater hoses, even inside the car).
 The recirculation flap inside the flue assembly can leak cold air into the car if
it is not sealing correctly. One solution is to put a very thin piece of rubber
around the edge of the flap hole (just enough to seal off any air leaks).
 Getting the heater back into the car can be difficult, especially if a flue
assembly is fitted. It is a lot easier job to do with two people (one to hold in
position and one to fit the screws and bolts). If an assistant is not available, it
is easier to prop up under the heater to get it to sit in place.
o For recirculating heaters, attach the casing upper mounting bracket to
the plenum chamber cover panel (two phillips-head screws/washers),
then push the heater up into position, guiding the cover plate & stud
assembly into place. Attach the two stud nuts, then allow the studs to
take the heater‟s weight as you put in the two ½” bolts connecting the
dash-mounting-brackets to the dash.
 After connecting the heater, open the heater tap and run the engine for a few
minutes. Allow the car to cool then check the water level in radiator (filling the
heater and hoses will drop the water level substantially).

12 Other Warmaride Heaters


The photographs below indicate some of the Warmaride heaters fitted to different
model Holdens, and may assist in identifying some “swap meet bargains”.

12.1 FC Holden
The FC Holden Warmaride heater
(“Universal Heater”) was part number
7406627, with the Demister Package being
part number 7406264. Many of these
heaters have "Smiths" rather than "Nasco"
on the front flap as they were made for
Nasco by Smiths, just as a number of other
genuine accessories were.
Differences to FB/EK:
 The FC casing is round type rather than
rectangular box seen in FB/EK.
 Firewall must be drilled to install them.
A further Smiths heater was also available (part
number 7406185).

Page 54 of 63
The FE/FC Holden Freshair heater is pictured below:

12.2 EJ Holden
The EJ Holden NASCO accessory brochure indicates three types of heater were
offered:
a) De luxe fresh-air type, complete with demister and booster fan,
b) Economically-priced Motorless type, operates by draught from plenum
chamber through heated core element, and
c) Recirculatory type, incorporates low drain fan, core element and demister.
http://www.members.tripod.com/sixties_holdens/ej/ejnasco.html

The brochure picture above indicates an assembly very similar to the FB/EK type
(i.e. with a casing built of different sections, with a louvered casing at the bottom).
However, discussion with EJ/EH Holden gurus indicates that EJ and EH Holdens
had identical heaters, and that only two types of heater were fitted:
a) a Motorless type, consisting of a bare heater core which bolts up under
the plenum. These heaters can be found both with, and without demister
tubes.

Page 55 of 63
b) A heater with booster fan, housed in a square casing with the winged
Warmaride fan switch knob on the front. These heaters can be found both
with, and without a Premier console that mounts the fan switch knob
remotely from the heater casing.
No EJ/EH Holdens are known to have been sold with the FB/EK Holden type
Warmaride heater shown in the EJ brochure – the brochure artwork is likely to be
a hangover from the EK Holden sales process.

12.3 EH Holden

The EH Holden NASCO accessory brochure indicates only two types were
offered:
a) De luxe fresh-air type, complete with demister and booster fan, and
b) Economically priced Motorless type, with provision for demister package.

http://members.tripod.com/~sixties_holdens/eh/ehnasco.html
Differences to FB/EK:
 Integral casing design.
 Tap assembly on driver‟s side of casing.
 Square outlet ducts.

Page 56 of 63
 Was offered with a console to suit the Premier (see photograph at left), which
had a 3-pin male plut for the fan switch to fit to.

12.4 HD Holden
The HD Holden NASCO accessory brochure indicates only two types were
offered:
a) De luxe fresh-air type, complete with demister and booster fan, and
b) Economically priced Motorless type, with provision for demister package.

Page 57 of 63
http://www.members.tripod.com/sixties_holdens/hd/hdnasco.html

12.5 HR Holden
HR Holdens offered two types of Warmaride heater as options:
a) A “Motorless Freshair” model similar to the “poverty pack” heater shown in
Section 1 above, and
b) A Deluxe freshair with two-speed electric fan.

http://www.members.tripod.com/sixties_holdens/hr/hrnasco.html

12.6 Smiths Beehive

Page 58 of 63
Although not offered by NASCO (and not a Warmaride!), the Smiths beehive
heater was a common aftermarket heater fitted to many early Holdens. It was
also offered with an optional demister package. The beehive heater fan motor is
very similar to the Warmaride, although the Smith's mount plate for the brushes
are totally round and the fan is held on with a 'spring split collar' (no grub screw).

12.7 Hhhhhhhmmmmmmmmmmmmm.......

Not sure what this one is... it appeared on the FB/EK holden forum but probably
originally came off eBay. It looks like an FB/EK heater-core-casing and louvered
casing, but the heater fan switch has been placed on the back (firewall) side of
the louvered casing instead of the front side of the heater-core-casing.

Page 59 of 63
13 Part Numbers
The following part numbers are listed in the GMH Master Parts catalogue (20
Years of Holden Production).
Key: * Suit Motorless Heater.
+ Not Suitable X2 Engine.
## Suit Fresh-Air and Recirculating Heater.
# Suit Fresh-Air Heater.
### Suit Recirculating Heater.

13.1 FE/FC Holden


FE-FC Universal Heater 7406627
FE-FC Demister Package 7406264
Connector – Hose "Smith" FE 74063431
Switch - Rheostat "Smith" FE 74063421
Switch - Rheostat "Preslite" FE, FC 74066361
Valve assembly - Control "Smith" FE 74063411

13.2 FB/EK Holden


Heater Package – Motorless FB, EK 7422438
Demister Package FB, EK M35155
Heater - Fresh-Air and Demister FB, EK Right Hand Drive 7414672
Conversion Package - Recirculating to Fresh-Air FB Right Hand
Drive 7425042
Adaptor - Demister Hose to Heater FB, EK ##LH74150551
##RH74150541
Bracket - Mounting FB, EK ##74231291
Button - Tufting FB, EK ##SP13761
Clamp - Hose FB, EK ##SP15084
Clip - Knob Retaining FB, EK ##74212241
Cover - Louvered Bottom FB, EK ##74231231
Cover Plate & Stud Assembly FB, EK ###74231331
Fan Assembly FB, EK ##74231261
Grommet - Wiring FB, EK ##74231351
Grommet - Heater Hose FB, EK *74224401
Hose - Demister 15½" FB, EK ##74150481
Hose - Demister 36" FB, EK ##7415047
Hose - Demister 26½" x 1½" FB, EK *M351521
Hose - Demister 40" x 1½" FB, EK *M351531
Hose - Heater 1¾" FB, EK ##74231381
Hose - Heater 28" FB, EK ##74170821
Hose - Heater 55" FB, EK ##74170831
Hose - Heater 28" FB, EK *74224421
Hose - Heater 61½" FB, EK *74224431
Knob - Control Lever FB, EK ##74129861
Knob - Switch FB, EK ##74231271
Lever - Hot Water Control FB, EK ##74146801

Page 60 of 63
Motor - Fan FB, EK ##74231241
Nipple - Hose FB, EK ##74150422
Nipple - Heater FB, EK *74224411
Outlet Assembly - Demister FB, EK ##74150462
Radiator Assembly FB, EK ##74231321
Radiator Assembly FB, EK *74224391
Resistor - Motor FB, EK ##74231371
Rod - Hot Water Control Lever FB, EK ##74146811
Screw - Control Lever Knob FB, EK ##4546491
Screw - Hot Water Control Lever FB, EK ##1889781
Shell Assembly FB, EK ##74231301
Spacer - Bottom Cover FB, EK ##74231341
Strap - Demister Hose Support FB, EK ##7415052
Switch & Escutcheon Assembly FB, EK ##74231281
Valve Assembly - Control FB, EK *74224441
Valve Assembly - Control FB, EK #74146291
Valve & Seal - Recirculating FB, EK #74231251
Valve Chamber Assembly FB, EK #74231401
Valve - Water FB, EK ###74231311
Volute & Tray Assembly FB, EK ##74231251
Washer - Tufting Button FB, EK ##SP14421

13.3 EJ/EH Holden


Heater Package - Motorless EJ exc. EJ/235 7420461
Heater Package Motorless EH exc. EH/235, EH/239 7420458

Demister Package - Motorless Heater EJ exc. EJ/235 7420460


Demister Package Motorless Heater EH exc. EH/235, EH/239 7420460
Heater and Demister Package - Motorless EJ exc. EJ/235 7420704
Heater and Demister Package Motorless EH exc. EH/235, EH/239 7420709
Heater - Fresh-Air and Demister EJ exc. EJ/235 7419286
Heater Fresh-Air and Demister EH exc. EH/235, EH/239 7422768
Adaptor - Demister Hose to Plenum Chamber EJ, EH #LH74193951
#RH74193961
Bearing - Heater Recirculating Flap Valve EJ, EH #74228971
Bracket - Demister Control Lever Pivot Retainer EJ #74240531
Clamp - Heater Hose EJ, EH #SP16104
Clip - Heater Hose EH #SP15811
Clip - Heater Knob Retaining EJ, EH #74212241
Cover - Heater, Rear EJ, EH #74228941
Demister Offtake - Heater EJ, EH #LH74228891
#RH74228881
Disc - Spring EJ, EH #74129732-1
Flap - Heater By-pass EJ, EH #74228921
Grommet - Heater Hose EJ, EH #74146361
Hose – Demister EJ, EH #74193032

Page 61 of 63
Hose - Heater, 31" EJ #74192991
Hose - Heater, 39" EJ #74193001
Hose - Heater, 33" EH #74227661
Hose - Heater, 42½ " EH #74227671
Knob - Control Lever EJ, EH #74168602
Knob - Heater Switch EJ exc. EJ/235 EH exc. EH/235, EH/239 #74230321
Knob - Heater Switch EJ/235, EH/235, EH/239 #74212231
Lever Assembly - Heat Control EJ, EH #74187041
Lever & Trun Assembly - Demister Control EJ #74212111
Lever & Trun. Assembly - Demister control EH #74247161
Motor - Heater Fan EJ, EH #74228861
Nipple - Heater Hose EJ, EH #74150422-1
Nozzle - Demister EJ, EH #LH74187091
#RH74187081
Nut - Hex. No. 10 - 24 EJ #1203611
Pivot - Demister Control Lever EJ #74211041
Radiator Assembly - Heater EJ, EH #74228871
Resistor - Heater Motor EJ, EH #74228901
Rod - Demister Control Lever EJ, EH #74212101
Rod - Heat Control Lever EJ, EH #74187061
Rotor Assembly - Heater EJ, EH #74228911
Screw - Flat Head Self Tapping Type "A" No. 4 - 24 x ¾"EJ, EH #1692481
Screw - Hex Head Machine No. 10 - 24 x 3/8" EH #1889781
Screw Hex. Socket Set No. 8 - 32 x 3/16" EJ, EH #4546492
Seal - Heater to Plenum Chamber EJ, EH #74228951
Shell & Bracket Assembly - Heater EJ, EH #74228991
Spacer - Demister Control Lever EJ #74212082
Spire Nut - Heater Valve EJ, EH #74228961
Spring - Demister Control Rod EJ, EH #74247812
Spring - Heater Hose EH #74202291
Strip - Heater By-pass flap retaining EJ, EH #74228931
Stud - Heater Mounting EJ, EH #74212121
Switch Assembly - Heater Fan EJ exc. EJ/235
EH exc. EH/235, EH/239 #74229021
Switch Assembly - Heater Fan EJ/235, EH/235, EH/239 #74212221
Valve Assembly - Heater Control EJ, EH #74186961
Valve Assembly - Heater Recirculating Flap EJ, EH #74228981
Volute Box - Heater EJ exc. EJ/235EH exc. EH/235, EH/239 #74229031
Washer - Friction EJ #74129724
Washer – Friction EH #74247153
Washer - Special Flat EJ, EH #74129711
Washer – Retaining EJ, EH #74149031

Page 62 of 63
13.4 HD/HR Holden
Heater Package - Motorless HD exc. HD/235, HD/239 Right Hand
Drive +7427704
Demister Package - Motorless Heater HD exc. HD/235, HD/239
Right Hand Drive 7427670
Heater and Demister Package - Motorless HD exc. HD/235,
HD/239 Right Hand Drive +7427668
Heater and Demister Package - Motorless HD X2 Eng. exc. HD/235,
HD/239 Right Hand Drive 7429046
Heater - Fresh-Air and Demister HD exc. HD/235, HD/239 Right
Hand Drive 7427229
Conversion package - Fresh-Air Heater and Demister HD exc.
HD/235, HD/239 Left Hand Drive M35477
Conversion Package - Fresh-Air Heater HD X2 Eng. exc. HD/235,
HD/239 Right Hand Drive 7429047

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