MK1 Mk1 ¹/² MK2 When did the hazard warning lights omes in?

[nigele]

To those who have fitted the Lucas SFB300 (Rimmers GSS159), how did you connect it into the existing wiring?

David,

For the 12v supply, as I have an oil pressure gauge I connected the now unused clock supply to the purple wire.
I have since read on the MGOC forum that it is better to use an unfused supply (brown wire) so that in the event of an accident which blows the main fused purple supply, there is still power to the hazards. There is a separate fuse included anyway on the purple wire in the SFB300 kit.

The green/red wires go in series with the flasher unit as per the instructions using male and female spade connectors.

I spliced the green and green/white wires into the indicator switch harness just next to the plug and socket.


Nigel

IMG_2372.jpg

[davidf]

David,

For the 12v supply, as I have an oil pressure gauge I connected the now unused clock supply to the purple wire.
I have since read on the MGOC forum that it is better to use an unfused supply (brown wire) so that in the event of an accident which blows the main fused purple supply, there is still power to the hazards. There is a separate fuse included anyway on the purple wire in the SFB300 kit.

The green/red wires go in series with the flasher unit as per the instructions using male and female spade connectors.

I spliced the green and green/white wires into the indicator switch harness just next to the plug and socket.


Nigel

IMG_2372.jpg

Thanks for the details and photo.

[STypeR]

Oh, My Fed car 21**** Jan 73 has them, it also has lots of other "Mk2" bits on a Mk1 shell. Was it just the UK that had to wait till 30000 to get them ?

Sounds like it was the main 'home' market that had to wait till LD30001 to get the hazard lights as the USA Mark I cars all appear to have had the hazard switch in the bottom of the middle of the two main dials. The early USA printed sales brochures (Feb 71') support this.
Not sure if the biggest export market for the Stag (Australia) had to also wait till then to get the hazards as we had very few Mark 1 cars come here when they started arriving around October or November of 1972, just prior to the Mark II and certainly no dedicated sales brochure. Although remarkably we did later have some 'country dedicated' sales publicity.

[garyf]

this is from the Glasses Guide check book in 1979

[Registrar]

I know that this isn't the thread for what I am about to say but if any of you nice Ozzies have any sales literature on Stag please send me a digital copy for the Club records (I have downloaded the attached pic as a start - many thanks). From my records (around 200 Australian Stags), although there are some earlier ones, most were imported from mid 1975 - it was as if BL realised that the US was a dead duck and thought that Oz would be a good place to try. I can't see that Australia was actually the biggest export market while the US was taking cars (around 3,000 in total) it certainly was a welcome addition to later sales. As ever, if I have it wrong then let me know, I'm not too proud to update my knowledge base (or the Club's digital archive).

Peter

[STypeR]

Hi Peter, we are off topic and may need to start a new thread perhaps.
You could be right about Australia not being the most popular market and there does appear to be some contradictory data but there would have been many more than 200.
I do think there was a waiting list in Australia at some point though and even after the USA disaster we were only ever a small market for a luxury sports grand tourer and never seriously on the BL radar for that car. The 2500 was a different story as many would know that it came in 'Knocked Down Form' and assembled here in Melbourne with some local content.
It might have been easier to estimate the number that came to Australia if we could see which export cars were in RH drive. But that does not rule out other RHD markets like New Zealand of course.

I mention that Australia was the most popular export market as I had seen it written in a few publications and they state this claim was 'based on records'. Not sure what records but that claim would mean that we would have had to receive more than the USA's 2,871 cars the factory had made for the USA over the very short 2 odd years of production season for that important market. And the Stag of course withdrawn from sale there at the end of the 73' season.
If we crunch some numbers, of the 5,264 cars exported up until the end of 1973 and we take away the 2,871 that had gone to the USA this leaves 2,393 exported by the end of 73' to 'other' markets. From that point on there was another 2,856 cars exported to these 'other markets; to make a total of 5,249 cars that went elsewhere other than the USA.
It could be likely that Australia was the most popular, as out of the 8,120 total cars exported only around 35% went to the USA (2,871) leaving 65% to other world markets.


However according to the Australian motoring magazine Modern Motor July 1975 edition, up until early to mid 75' we had only received 450 to 500 cars and Leyland Australia Modern Motor claim, were expecting to bring in more than 400 cars in the following year. So that totals around 900 cars up until early 76'. Now from that point on to production end there was only a further 1108 cars that were exported (that is the whole of 76' and 77' export production). So even if we got around 80% of that (1108 car 76' and 77' export number) that would be a total of only around 1800 cars for Australia; nowhere near the 'most popular export market'..

Hopefully we can uncover more detailed information but it is worth noting that we have only very recently decided to start a register of cars here in Australia and so far we have around 700 cars.

I think I might have sent you all the official BL sales literature?

Cheers John