One thing leads to another....

My speedo cable broke today and I had to drop the dash forward to release the cable from the speedo. In the process of which the wire from the ammeter to the ignition switch fell off. This in itself was no bad thing as it was a thin insubstantial cable. So that is now replaced with a decent cable.

While figuring our where the ammeter cable fell off from and referring to the wiring diagram, I noticed that the F2 terminal has no link connection to the F1 terminal.

What is the implication of this?
I might add that little is what it seems, on my car as it is an RN with a later dashboard. The headlight internals are more modern. naturally there are anonymous non standard coloured cables here and there.....

There is also no connection to the L terminal.

I also note that there is little charge when on headlamp position although there is bags on side light. The headlamps have led bulbs and there is no difference in ammeter reading when the headlights are switched on with engine running or not running.

So should I connect up F2 to F1?

Thanks

Roly

In Worcestershire

I hesitate to stick my neck out, Roly, given the non-standard elements of your electrics but, I would connect F1 and F2 together on the rear of the switch and these should be wired away to F2 terminal on the cutout (if it were an RP.)

Ian Mc.

I have PMed you a useful generic wiring diagram.

Location: Shropshire

Hi Roly.

On the Ruby, the F1 and F2 connections are linked together externally to the PLC switch. This means that in the Full,Side and Head positions the +D output from the dynamo is linked directly to the dynamo field winding (marked F2 on both the dynamo and the cutout), and you get full output from the dynamo. In the Half position there is no direct link, and current flows instead from +D to F2 via the half charge resistor within the cutout. The resistor reduces the field excitation current and thereby reduces the charge rate of the dynamo.

If the F1/F2 link is missing and only the F1 connection is made to the switch, the Head position will also exhibit the reduced charge rate.

I suspect the above rather less than intuitive wiring arrangement may be because the PLC switch was used for other applications.

You may like to take a look at my wiring diagram on the technical pages of the Dorset Austin Seven club website.

Hi Roly, There were a few "change over" RNs made with RP features, including the dashboard, in September - October 1932. I have one myself.
Regards,
Ashley

Location: Alford Lincs

Thank you all.
Tomorrow I will bridge the F1 and F2 and see what the result is.

Roly

I strongly commend John Cornworths circuit diagram. Even for those with an electrical background the Austin wiring diagrams are not easy to fathom workings from, and inevitably end up sketching a diagram as Johns.

Note that it does differ in minor detail from some models (sidelight connection, headlight watts, exact resistances etc)

For those of a curious inclination, some other makes had two field resistors and three stages of charge; summer, winter, and lights on. Hence the extra F2 terminals. Equally curious, some makes, like Ford 8, made do with a single rate. With the Seven, winter and lights on are the same rate.

Location: Auckland, NZ

Connecting up F1 and F2 now provides a charge when headlights are switched on.

Thats good and now moves me on to the next issue. I'll create a new post called DEL Dynamo and third brush.

Cheers

Roly