Morris Minor Owners Club

Evening chaps. These aren't problems yet, but will become so pretty soon, I fear.

In the wiring diagrams I can find, there are four white wires in the standard Morris Minor: three coming from the fusebox, one of which goes to the coil, another of which goes to the key switch, and the final of which goes to the fuel pump. The fourth wire goes between the key switch and the ignition warning light.
In Mog's new wiring harness, there are all of these wires, and they seem to function correctly (the fuel pump works, for instance, and I believe the key works rightly). However, coming out of the loom behind the dash (alongside the key wire) is another white wire. I can't find its beginning, and I don't have a continuity tester (though I should get one soon). At first I thought it was the wire for the key, and I wired it this way, but nothing operated correctly, so I changed that wire for the current one. I should mention: the current wire on the key is the thickest white wire, perhaps 14 gauge, while the other white wires (including the extra one) are the standard 18 gauge. If this is correct, what should I do about the extra one? And if the extra one should be the one on the key (I doubt this highly), what do I do with the thick one?

The second problem is the control box. Every wiring diagram I've seen lists five terminals on the Minor control box: Al, A, F, D, and E. Mog's terminals are not these; instead, they are (left to right) E, D, WL, F, and B. The box cover reads Lucas RB 340 and, I might add, Mog has a C40 dynamo (the intimated question being, is that correct for this dynamo and, moreover, for this car?). I'm not sure how to wire the box in -- I just followed the old wiring.

I have recently concluded that wiring is the bane of my existence. Thank you.

For the RB340 control box, this link will help you identify what the connections should be:

http://www.holden.co.uk/displayproduct. ... =NCB130#wd

It is a CVC type control box and was fitted to the Minor along with the later C40 dynamo, but the workshop manual does not show the different terminal letters that it used.

For comparison this link is for the earlier control box, with the more common terminals:

http://www.holden.co.uk/displayproduct. ... e=37290#wd

Hope this helps?

Yes - that's the later 3 bobbin Current Voltage Control box -supposedly gives more accurate battery charging voltage control. The connections are obvious from the markings...... Was certainly used on the Austin/Morris etc 1100 models - not aware of it on Minors but it will be fine.

If you have a new harness and you say there are 4 white wires in the loom then there will be 8 ends. Are you saying you have 9 ends?

Thanks Islip, that's beautifully helpful! I'm quite pleased to know the box will be all right. And Roy, the connections aren't obvious, I think, to somebody not used to Lucas electrics -- remember I'm used to American cars.

Beero, yes, that's the ticket -- three ends at the fusebox, an end at the coil, an end at the fuel pump, two ends at the key, and the final of the eight at the ignition warning light. There is a random ninth in nearly the same location on the loom, and I can find no tenth end. My first thought was some kind of wire loop, but why would there be a loop?

The connections are all clearly marked as to what they are - no silly A A1 etc - so B =battery etc etc.

Correct me if I'm but didn't David Miles have this problem (i.e. extra wire) when he fitted his new loom.

It's not the wire that connects to the speedo illumination light is it?

In lieu of a continuity tester, a sidelight bulb or speedo bulb with holder and a bit of wire would do.

The very late Minors were fitted with an 11AC alternator and there is an additional white wire used. I wonder if the harness you have includes that?

The picture below shows the 5 wires, but 2 wire ends could be joined together at a connector, so only having 9 apparent ends! If that is the case, then tape up and insulate the spare end securely and use just the 4 wires and 8 ends that you need.

Item 5 is the ignition switch, 2 the ignition warning light and 3 the fusebox.

11, 56 and 57 are all part of the alternator control system, and 58 is the optional ammeter that snuck up on all of us a few posts back!

I've just noticed that the twist-key starter connection is missing from the ignition switch and starter solenoid! They didn't revert to a pull start on the very late MInors, or did they?? They didn't, but I wonder why the wiring is missing from the late wiring diagram?

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How fascinating! Perhaps I should contact Autosparks and ask them. I do have a test-light, and it's true I haven't tried this wire, but that would only tell me if it's powered or not (of course, considering there's nowhere obvious for it to connect to the battery, that could be some good knowledge to have). Lou, I don't recall David having this problem, but I wasn't watching closely -- I'm sure it's not for gauge illumination, as I've already fitted that circuit and it functions.

I will see if this wire has power momentarily...and, if I can't find a spot for it, I guess I'll tape it up.

It should have power on it only when the ignition switch is 'ON', but it is unfused, so will need very thorough taping and insulating!

Surely the very last Minors (maybe only Travs??) had steering column ignition lock/switch. Was the 11AC ever fitted to production Minors - or just to Police Specials ??

Yes, and the column switch included twist-key start, so the circuit diagram should include it in the same way as it does for the previous diagram for the fascia twist-key, before the alternator one?

The workshop manual is dated 1970 and the circuit diagram is titled 'Wiring Diagram (Models with Alternator)', followed by in-depth instructions on the servicing and repair of the 11AC alternator itself. It doesn't mention anything about 'specials' and looks like it refers to the last production model. From the amount of detailed information in the manual, I would not have thought that would have been done if the only application was for 'specials', but I don't have anything else on the subject and Googling only comes up with conversions.

My memory of the situation at the time is that 11AC was a very 'special' (and no doubt expensive !) fitment on cars of that era - and generally only for special applications - Police cars , that sort of thing. Also fitted by BMC Works to Cooper S etc for rallying. The Austin/Morris 1100 range continued with the dynamo for many many years not sure if they ever were alternator fitted. Would be interesting to hear if anyone has a Minor (or 1100) with an 11AC fitted 'from new'.

I had an ex police minor many years ago ,which I unfortunately had to scrap,it had the 11AC alternator from new.

Hope you retained the alternator! And the 4TR and 6RA units.......

Of course