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 Post subject: Indicater wiring
PostPosted:Sun Apr 04, 2021 3:24 am 
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Joined:Fri Apr 02, 2021 12:29 pm
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Location:Australia
A curiosity of an Australian delivered 75 Sprint is the single dash indicator light whether turning left or right, it's the same light which is not only curiosity since the ADR states they must be seperate but a distracting anachronism - I like to know if my indicator is showing left or right side :p I know this is how all the later Dolomites did things, although why is a puzzle. having a light on the dash for a rear window heater is hardly enough justification for deleting left/right individual flashers when a lit switch like the hazards would have done. I'm considering using an older Dolomite light cluster with the seperate left/right lights and doing away with the light for the rear window demister in favour of a lit switch: the demister doesn't work anyway). I am going to pretend for my happiness that this would not be a difficult fix. Any ideas on where the wiring goes from two into one? I am guessing at the light cluster itself. Btw, the indicator switch does not self cancel. Is this normal or is mine broken?

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 Post subject: Re: Indicater wiring
PostPosted:Sun Apr 04, 2021 9:21 am 
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Location:Ayrshire, Scotland
It's not just Aussie Dolomites. My UK spec 1977 1850HL only has a single indicator warning light. The switch should definitely self-cancel. As for the wiring , without checking I would expect the warning lamp wire to come directly from the indicator relay. I'll need to get out the wiring diagrams.

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(MGB GTV8, and Dolomite 1850HL. New: a 1971 MGB roadster in need of welding)


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 Post subject: Hmmm.......
PostPosted:Sun Apr 04, 2021 10:50 am 
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Location:Caithness, Scotland
The indicators are cancelled mechanically by a lever acting on the switch.
Said lever is clipped on to the steering mast and is visible when the steering wheel is removed,
or at least it should be!
I suspect fitting the non standard wheel has necessitated removal of the lever?


Ian

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 Post subject: Re: Indicater wiring
PostPosted:Sun Apr 04, 2021 12:49 pm 
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Location:Ayrshire, Scotland
Looking at the wiring diagram for my 1977 car, I was wrong about where the single indicator warning light is fed from. It is fed by a Green/White wire and a Green/Red wire from the hazard switch. Now those circuits are what feed the indicators themselves, Green/White for right side, Green/Red for left side. So the bulb is grounded and is fed either from one wire or the other depending on which way you are turning.

So if you disconnected the two wires from the existing warning lamp and fed the wires to the appropriate side warning lamp you should have what you want. Obviously the bulbs need to be grounded to complete the circuit.

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Mike
(MGB GTV8, and Dolomite 1850HL. New: a 1971 MGB roadster in need of welding)


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 Post subject: Re: Indicater wiring
PostPosted:Sun Apr 04, 2021 2:14 pm 
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Thanks for that info. It seems possible then to reinstate the individual turning lights. Excellent :)

I did get a nice enough day today to pull off the steering shaft cover and have a poke at the indicater stalk to see why it does not self cancel. In technical terms, the doohickey that is activated by turning the wheel has snapped off. Replacement ordered.

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75 Sprint
01 Ford Fairlane AU-II


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 Post subject: Re: Indicater wiring
PostPosted:Sun Apr 04, 2021 6:51 pm 
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Location:Highley, Shropshire
You will, I think, also need the round plug that matches the earlier display as changing the twin repeaters to a single occasioned a complete redesign of the cluster with several lights in different positions. Personally i'd look for an early dash loom and modify to suit using bits of both to make what you need.

Does your series 2 car (VA15000>VA18000+) have the oblong non illuminated hazard switch, or the round red lit one? The series 2 cars (which all factory Oz exports were) were a bit of a transition model, with features from both series 1 and series 3 cars.

Steve

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'73 2 door Toledo with Vauxhall Carlton 2.0 8v engine (The Carledo)
'78 Sprint Auto with Vauxhall Omega 2.2 16v engine (The Dolomega)
'72 Triumph 1500FWD in Slate Grey

Maverick Triumph, Servicing, Repairs, Electrical, Recomissioning, MOT prep, Trackerjack brake fitting service.
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 Post subject: Re: Indicater wiring
PostPosted:Mon Apr 05, 2021 8:00 am 
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My ex Aussie Sprint (VA178**) has the left and right indicators on the central dash cluster. That is coupled with the rectangular hazard switch on the dash.

Incidentally the original seats that came with the car have headrests but the drivers seat does NOT have the normal height adjustment mechanisms front and back my other ex UK cars have (the backrest adjusting handle is on the right confirming it was originally a drivers seat). Never actually noticed that difference before! I'm sure you could fabricate blocks which along with longer bolts could raise the seat so it is better to your liking.

Geoff


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 Post subject: Re: Indicater wiring
PostPosted:Mon Apr 05, 2021 10:56 am 
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Joined:Fri Apr 02, 2021 12:29 pm
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Location:Australia
Interesting. My car has the round lit hazard switch. I did read somewhere a list of differences between pre and post VA15XX cars and for sure mine is a hybrid - as if using up some of the parts left over. As none of the Dolomite range were ever sold here apart from this one batch of Sprints, it's not like the consumers would have known the difference anyway. There must be other difference as it is worth noting that Rimmers catalogue still lists the wood dash panel of Australian Sprints distinctly from others (although none are available :( )

It's all a bit fascinating.

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75 Sprint
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 Post subject: Re: Indicater wiring
PostPosted:Mon Apr 05, 2021 11:00 am 
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Joined:Sun Aug 21, 2011 4:12 pm
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Location:Highley, Shropshire
Quote:
My ex Aussie Sprint (VA178**) has the left and right indicators on the central dash cluster. That is coupled with the rectangular hazard switch on the dash.

Incidentally the original seats that came with the car have headrests but the drivers seat does NOT have the normal height adjustment mechanisms front and back my other ex UK cars have (the backrest adjusting handle is on the right confirming it was originally a drivers seat). Never actually noticed that difference before! I'm sure you could fabricate blocks which along with longer bolts could raise the seat so it is better to your liking.

Geoff
It makes sense that that the twin repeater "pie chart" would be coupled with the oblong unlit hazard switch, if you use the unlit switch , you can still see the hazard lights are on as both repeaters light. With only a single repeater, you'd need a lit switch for hazards like the later one. It might be needful, to avoid circuit feedback, to delete the illumination wiring from the later switch to use it in conjunction with the early repeater dial.

The HRW switch on the series 1 cars was an afterthough illuminated job tacked on under the dash by the choke. Why they didn't keep this illiminated switch when they moved it to the dash, God only knows, I suppose it's neater to have all the lights in one place, but then the modified design puts the hazard warning light off on it's own instead, so swings and roundabouts. Very late cars had rear foglights fitted and the switch for those went where the series 1 HRW switch was originally located, plus ca change!

On the seat quandary, it's possible the guy who did all the competition mods replaced the adjustable height seat with a fixed one from a different model to comply with a compo rule. (A lot of compo rules forbid recliners and even reach adjustment) I tend to fit seats more suited to my odd shaped body, but when faced with a standard Sprint height adjustable seat, I run it on the lowest possible setting anyway. HOWEVER, if the foam and diaphragm is below par, even I run it higher! I'd check the condition of the cushion before writing the seat off!

Steve

_________________
'73 2 door Toledo with Vauxhall Carlton 2.0 8v engine (The Carledo)
'78 Sprint Auto with Vauxhall Omega 2.2 16v engine (The Dolomega)
'72 Triumph 1500FWD in Slate Grey

Maverick Triumph, Servicing, Repairs, Electrical, Recomissioning, MOT prep, Trackerjack brake fitting service.
Apprentice served Triumph Specialist for 50 years. PM for more info or quotes.


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