Indicator/Turn Switch

Switch from 62-68 for RHD and North American Mk1. Note that this type of column inner slides freely in the tube and if removing and refitting or replacing the column as a whole you may have to adjust the position of the outer in its clamp brackets, i.e. slide it up or down relative to the inner, to get the indicator switch in the correct position relative to the cancelling peg, even though the switch position on the outer can be adjusted to some extent. The position of the inner is determined by the U-joint and rack.

Plastic bodied switch used for 1969 for RHD and Mk2 to 1969 for North America, having the horn-push on the stalk. (Leacy)

Very similar used for 1970 until the 1977 model year, the only difference being that the purple/black horn wire is a 'flying lead' to be connected to the separate horn brush that bears on the slip ring on the back of the steering wheel. (Leacy)

The RHD 77 and on indicator/dip/horn switch AAU4991, with provision to mount the wiper/OD switch AAU4992 (Leacy).

The following pictures show the detail of a switch from a 1973. Switch in the cancelled position showing the contact fingers clear of the contact rivets. The fingers are the 'common' contact with the light-green/brown wire coming from the flasher unit, the rivets are connected to the green/red and green/white wires going to the left and right respectively corners of the car.

Switch turned to the right, stalk down and upper contact (when installed) closed. Also showing the cancelling fingers. When the switch is operated one of the cancelling fingers is moved closer to the column and the other further away. When the wheel is turned far enough from the straight-ahead a peg or cam on the steering column brushes under the finger lifting it and dropping it back with an audible click. When the wheel is turned back towards the straight-ahead position the peg or cam hits the tip of the finger pushing the switch back to the central position. In this position both fingers are clear of the peg or cam.

Switch turned to the left

Clip partially removed showing the spring (with ball behind) that latches the switch in each of the three positions

Switch turned to the left just showing one of the two ridges and two of the three grooves that are part of the latching mechanism

The connection of the common wire from the indicator flasher and the wires to the right and left sides

The rubber bumper prior to 1977 arrangement - the indicator switch clamps to the top of the column, and the wiper switch is screwed to the indicator switch bracket.

Showing the early cancelling peg screwed into the column, also the horn slip-ring. If the peg is in the wrong place the steering has to be split at the column UJ and the relative positions of the two shafts adjusted, then the position of the wheel corrected on the column.

Later indicator/turn switch in the cancelled i.e. central position, wheel straight-ahead, which puts the cancelling cam between the cancelling fingers. Unlike the earlier peg this cam can be slid around the column (it's a tight fit, obviously)

Indicator not operated, wheel turned to the left, cancelling cam under the cancelling finger but clear of it

Indicator operated to the left, wheel being turned left, the cancelling cam lifting the finger as it passes it

Indicator operated to the left, wheel has been turned left past the cancelling finger, now being straightened-up again. The cam hits the end of the finger and pushes the switch back into the central position again.

General views of the later 4-cylinder CB arrangement:


The top of the cam a fraction over 10mm from the side of the column:

The column is 0.725" (18.4mm) in diameter):

General views of the V8 and pre-77 RB:


The top of the cam is 13mm from the side of the column:

The column is 0.7475" (19mm) in diameter. So as well as the later cam being 'taller' it's also on wider column:

On the 77 and on indicator/dip/horn switch there are no cancelling fingers being operated by a cam on the shaft, protrusions on the back of the steering wheel engage in cut-outs in the blue collar, that collar performing the cancelling function inside the switch. (Leacy).

The corresponding wheel has protrusions that fit the cut-outs in the switch. I've not tried it but the implication is that unless there are two cams on the hidden side of the blue collar to cancel the switch, at opposite each other, then cancelling could need a 3/4 turn of the wheel as when the earlier cams are facing away from the switch in the straight-ahead position, instead of a 1/4 turn when they are facing the switch.

An example of an after-market wheel boss. In this case it has two holes that I can utilise for a linking piece that will also engage with the cut-outs in the switch cancelling collar. Another possibility is to use a rod in a through-hole (arrowed), and see if that engages with the slots in the switch.

The metal linking piece that will engage with the two holes in the steering wheel boss and the two cut-outs in the switch cancelling collar.

The linking piece slid over the steering shaft and engaged with the slots in the switch cancelling collar. In fact it was easier to fit the linking piece to the steering wheel first, then carefully slide it on to the steering column.

Barrie's 'gizmo' ...

... attached to his wheel.