Electrics More sub catagories: Battery Dashboard Distributor Dynamo Heater Ignition system Instruments internal electrics Lamps Starter motor Windscreen washers Wiring loom

New products barrel with 2 keys - ignition switch 11,00 EUR incl. 19 % tax excl. conversion bracket - generator to alternator Are you tired of the low output of your OEM generator? Make the switch easy with this fully adjustable bracket. Just bolt it on to your existing OE generator bracket or block and install your choice of numerous alternators available. This bracket will make it easy to get the proper belt alignment. Alternator not included. 85,00 EUR incl. 19 % tax excl. alternator - positive earth This alternator can be used as a high output upgrade on vehicles with a factory 12 Volt positive ground generator. It is a 1-wire alternator, so there is only an output cable required for installation. These units are supplied with a pulley. Make sure to measure the width of the belt across the top that you will be using and select the correct pulley to match your belt. from 285,00 EUR incl. 19 % tax excl. leather - for dashboard from 105,00 EUR incl. 19 % tax excl.

Lucas electrical equipment was fitted. A major modification necessary on the four-seater BN4 model had been the relocation of the battery to make room for the rear seats. On this and subsequent four-seater cars a single 12 volt battery was fitted on the right-hand side of the boot, with a master switch immediately behind it. The BN4 had a GTW9A battery (GTZ9A was the dry-charged variety for export cars), the BT7 and later convertible models had a BT9A (or BTZ9A if dry-charged). Both had a 58 AH capacity.

The BN6 and BN7 two-seater models retained the two 6 volt batteries, type SLG11E (dry-charged SLGZ11E) located on shelves on the chassis, accessible through a trapdoor in the tonneau floor behind the seats. On two-seater cars the battery master switch was on the left-hand side of the boot. Battery capacity was the same as on the four-seater models. All cars were wired positive to earth; while the wiring was normally covered in colour-coded plastic, the main harness had a braided cloth cover.

The dynamo was type C45PV5 on the 100-Six, C45PV6 on the Mark I and II, and C42PVC on the Mark III. The starter motor was type L3M418G on all cars. Both were finished in engine colour. The original distributor was type DM6A, but during the 3000 Mark II Convertible production run it was changed to type 25D6 (from engine number 29F/3563) with pre-tilted contact breakers. This was then carried forward to the Mark III model. The ignition coil was type HA12 and was always fitted with a clamp on top of the dynamo. Champion 14 mm ³/₄in reach sparking plugs were fitted, with a plug gap of .025in. The original 100-Six BN4 was fitted with NA8 plugs and ignition timing was quoted as 5° ATDC, subsequently revised to 6° BTDC. The six-port engines on later BN4 and all BN6 cars had N5 plugs, and the timing was also 6° BTDC. The 3000 Mark I was at first fitted with N3 plugs, but in June 1959 the N5 type was recommended as an alternative for town running. N3 was still preferred for high speed motoring. The ignition timing on these models was 5° BTDC. On the Mark II model, the choice of N3 or N5 plugs was still quoted, but ignition timing was revised to 12° BTDC. On the BJ7 Convertible model, Champion UN12Y were later specified; they were also fitted to the Mark III model and were recommended as replacements on earlier models. Mark III ignition timing was 10° BTDC (static) and 15° BTDC (stroboscopic). The firing order was 1-5-3-6-2-4 on all cars.

The control box was type RB106/2 until replaced on the 3000 Mark III model by type RB340. The separate fuse box type SF6 held two fuses, of 50amp and 35amp capacity. On later Mark III cars, an in-line fuse of 10amp was fitted to the numberplate lamp circuit. A starter solenoid switch type ST950 was fitted.

The basic type of headlamp was F700 with convex block.type lenses, except on North American cars which had sealed beam lamps (fitted at the factory from July 1959 onwards, if not earlier). Depending on market destination, export cars had lamps dipping to the left, vertically, or to the right. In April 1960 headlamps with assymmetrical dip were introduced for the first time, beginning with cars for Sweden, later probably fitted to most European cars. french cars were fitted with the so-called Mark X headlamps from September 1965 onwards.

Originally combined side lamps and flashing indicators were fitted, type 594 with white glass lenses and chrome-plated rims. In September 1961 (chassis 15163) cars for Germany and Sweden became equipped with separate indicator lamps (also originally type 594) with amber lenses, and in March 1965 the separate indicator lamps became the standard fitment on all cars, from chassis 31336 (and a few earlier cars). A larger sidelamp type 692 with a flatter, conical plastic lens had been fitted from chassis 26705 (the Phase II model of the Mark III) from May 1964 onwards. The flasher unit was type FL5.

The original stop/tail lamp was also type 594 and also incorporated the direction indicators. Again in September 1961, German and Swedish cars acquired separate rear indicators with amber lenses, taking the place of the reflectors in their pods on the tonneau panel above the rear lamps. At chassis 26705 the larger type 692 rear lamp with plastic lens, similar to the new front side lamps, was fitted. This later type of lamp lacked the chrome-plated bezel found on the original side and rear lamps. The separate rear indicators became a standard fitting on all cars in March 1965. On six-cylinder cars before the introduction of separate rear indicators, the rear reflectors were mounted in the pods above the rear lamps, as on the 100 model - but only the 100-Six had conical covers fitted over the reflectors. These covers have been reported in red, amber or clear plastic. On cars fitted with separate indicators, the rear reflectors were fitted on brackets above the bumper to the outside of the rear lamps.

The numberplate lamp was type 467/2 with a chrome-plated housing. Originally it had a single bulb only but from chassis 13531 (3000 Mark I, December 1960)it was fitted with two bulbs. Some later European export cars were fitted with two numberplate lamps, each with one bulb. They looked the same but had different internals and bulbs.

The horns specified on the 100-Six and 3000 Mark I models were HF1748, on Mark II and Mark III models 9H. The earlier type horns were fitted to the front crossmember, the later type on the right-hand side of the engine compartment just below the bonnet. The windscreen wiper motor was type DR2 until replaced by type DR3A late in the Mark II Convertible production run (body 60792 in August 1963).

As on the 100, the wiper motor was located on a bracket under the scuttle on the left-hand side of the car. A windscreen washer was always standard equipment on the six-cylinder models, originally a Trafalgar with a glass reservoir, but during the 100-Six production run changed to a Tudor with a plastic bottle. Both had manual pump actuation. The reservoir was fitted in a holder set in the parcel shelf under the facia on the passenger side, except on the Mark III where it was found in the engine compartment. Most cars had two washer jets on the scuttle, but some 100-Six cars had only one central jet with two nozzles.