John, I just bought this switch from A/H Spares to replace the one on my 1967
BJ-8. It twice caused my car to die,no electrics, as I was driving along. I
took the switch out and on the bench it would work, then not as I rotated the
knob. So I just replaced it. When the new one came in and I installed it,the
knob stuck out about 1/2 longer than my origional. Works great, no more on
the side of the road dead.
1/2 longer so what. Can't see it from the drivers
seat, and I'm sure only a concoures judge may be the only one who may notice.
Don
________________________________
From: John Harper
<ah100register@gmail.com>
To: Alan Seigrist <healey.nut@gmail.com>
Cc:
healeys@autox.team.net
Sent: Saturday, March 23, 2013 5:10 AM
Subject: Re:
[Healeys] Battery isolation switch - curious
Alan
I believe that BMC used
a 'form fit and function' approach to changes. If a
change was made by say
Lucas that did not change F,F, or F then they would
have no need to change
their part number. Lucas often added a letter suffix
to their part number when
changes took place but not all letter changes
resulted in BMC part number
changes. A fictitious example was where an
internal insulator was initially
made of a black resin based material but
for production improvement Lucas
changed over to nylon. So long as this did
not change the F,F or F and BMC
approved the alternative material then BMC
would make no part number
change.However very minor concessions might be
made if this reduced overall
costs whilst maintaining customer service
There might be another reason for
unusual changes. At the merger forming
BMC almost all the Morris, mainly
numeric, part numbers were converted the
the Austin alpha-numeric system. A
part used on both Morris and Austin
vehicles would become the Austin part but
with so many changes to make,
some errors crept in and these were noticed and
corrected well after the
merger as they were discovered. I am not saying that
the battery switch was
one of these but this might explain other anomalies.
I
am curious about the same part number being used for a BSF and a UNF
bolt. As
you know BMC had a system where the main technical information
relating to a
fitting was coded into the part number. Austin (BSF) fittings
had fairly
random part numbers where knowing the part number did not help
in identifying
a fitting. I have a full Atlantic parts list. Would you
please send me the
details of where these queries can be found so that I
can have a closer look
please.
Best regards
On 19 March 2013 06:29, Alan Seigrist
<healey.nut@gmail.com> wrote:
> BMC and Austin parts numbers often didn't
change if the effective function
> and mounting didn't change. In the case
with the switch, I believe the
> only difference is the length of the knob.
>
> For my '51 Austin Atlantic, in one or two instances it uses the same part
>
number for a 1/4" BSF bolt and a 1/4" UNF bolt, and the only way you would
>
know the difference is to look in the parts book where it actually
> specifies
1/4" UNF bolt in the parts description , just for that one use of
> the part
number.
>
> Of course, I always defer to John Harper on this type of thing!
>
> Best,
>
> Alan
>
> On Tue, Mar 19, 2013 at 2:13 PM, <fiat500f@aol.com>
wrote:
>
> > Hmm. I was looking at a Lucas site today and found something
that
> > conflicts
> > with the factory parts books. Concerning the battery
kill/isolation
> > switch in
> > the boot. The Lucas book/site says that it's
Lucas number 76605 for BN1,
> > BN2,
> > and BN4 (1957 only), then after that,
the cars use 76604. In the BN1/2
> > parts
> > book, it says the switch is
factory number 1B2804, but I noticed that in
> > the
> > factory BN7/BT7 book,
it's ALSO listed as 1B2804. So Lucas says the
> switch
> > changes, but the
factory says it doesn't? I know the switch are very
> > similar,
> > but,
they are different. But no later part number change by the factory.
> > Yeah,
yeah, it's Healey minutiae, but, I was wonderin'.... :)
> >
> > - Paul B.
>
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--
Best wishes
John Harper
AHC UK 100 Register Secretary
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