Writer’s note:  At this stage it might seem pointless advising how to fit trafficators to Sapphires – and only the Mark 1 needs the conversion. However, I feel sure that someone will find an original car in a barn or garage and might find this article of help. Others might like to enjoy the nostalgia of how they did it themselves years ago.

The idea of additional sidelights is probably no longer necessary since many countries now insist on headlights being used at night at all times, even on well lighted main roads. The use of headlights on motorways – even when lighted – has always been a safer way to travel.

Peter Caunt. January 2006.

The conversion described is, perhaps, one of the most worthwhile in terms of safety that can be made to these cars. Many owners are loath to alter the appearance of their cars so that flashing indicators at the front of the car can only be achieved by adopting the Rolls Royce principle of using the fog and spot lights for the purpose. This does, of course, still maintain the safety aspect of the installation. Apart from the adoption of different designs of light units, wiring for the revised system is virtually the same for whatever flasher system used.

The light unit variations are as numerous as each individual’s tastes. It should be noted though that the present (1974) lighting laws call for amber coloured flashers to front and rear on all new cars built after, I think, 1966. Since the cars we are considering are all built well before that date, this could be considered a technicality. However, it would seem reasonable to accept that a sidelight showing a white light at night, flashing brighter to indicate a turn, would not be as clearly seen as an independent amber flasher. Similarly, a tail light showing red, flashing brighter to indicate a turn could be confused with a brake light when the brake is being “pumped” – day or night. It is worth giving consideration, therefore to the fitting of up to date amber flashers at the outset of the conversion described.

Basing a conversion on ARMSTRONG SIDDELEY items, the Mark 2 Sapphire front flasher unit can be used showing a white light to the front. Alternatively, a Star Sapphire front flasher can be used showing an amber light to the front. The latter unit has a slightly more pointed lens which renders it more readily visible from the side of the car. Either of these units can be used in conjunction with the Mark 1 tail light unit which has a white lens. The bulbs in this unit cater for stop/tail and reversing lights, these early cars having reversing lights on each wing instead of the centre number plate unit.

The stop/tail light is covered with a red glass dome so that the lights show red through the white lens. The reversing light shows a normal white light through the lens.  By covering the reversing light bulb with yellow cellophane, a suitable colour can be obtained for a rear amber flasher light. In order to retain a reversing light with this system, then a Mark 2 Sapphire unit must be fitted although it may be found that the later number plate light unit is already fitted and has the reversing light connections without being wired into the system. Wiring arrangements and diagram are included with this article.

The writer’s opinion of the Sapphire and Star Sapphire front side lights is that they are too small. This second arrangement includes provision for the fitting of duplicate, modern, sidelights combining amber flashers. The resultant fitting, in the Writer’s opinion, improves the frontal appearance of the cars as well as giving the additional bonus in safety with improved sidelight illumination and direction flashers. Naturally, the appearance of the car depends on the choice of modern unit. Sapphires and Star Sapphires are known to exist with the Rolls Royce front side and flasher unit as fitted to the Silver Cloud 3 and Bentley S3 versions and also the popular BMC 1100 front unit. In the latter case, the unit is fitted in the vertical plane on an Armstrong Siddeley instead of the BMC horizontal plane. This alteration allows the unit to follow the wing line of the Sapphires more comfortably. This unit is the writer’s choice and has been applied to both Sapphire and Star models – the original Star sidelights being removed completely in that instance. After the Star conversion, it was felt that retaining the sidelights made for a nicer look at the front of the car. Apart from the aesthetic aspect, the more practical point of covering the sidelight position and matching paintwork is difficult. Tail lights in connection with the fitting of the 1100 units may be the original white lens type as described above.

Taking conversions a step further, updating the lighting of the Sapphire generally could encompass the fitting of BMC 1100 units at the front and Star Sapphire tail lights. Bearing in mind the introductory notes relating to amber flashers, this conversion would provide the benefits of improved front side lighting and amber flashers front and rear complying fully with modern legal requirements.

With this conversion, however, there is the drawback that before the Star tail units can be fitted, a fin of the Star rear wing design, must be fitted to the existing 346 wings. Alternatively, both complete rear wings must be replaced by Star items, together with the spats. The choice will mainly depend on the condition of the existing rear wings as such, no doubt, as the desire of whether or not to keep the car as near to original as possible.

Fitting:

The BMC 1100 unit appears, after four years of use to uphold the original requirements of its choice in being robust, efficient and of good appearance. The unit fits on to the wing after a suitably shaped hole has been cut to accommodate the bulb recesses. Four studs secure the unit to the wing and it should be noted that the nuts and spring washers need to be ordered specifically when purchasing the unit as a new item.

Additional wires for the unit can usually be lead through the existing wiring grommet in the inner wing panel and the wiring connected to the appropriate snap connectors for earth, side and flasher circuits. These wires will then join the BMC unit wiring and the join made waterproof with insulating tape in view of the very exposed position under the wing. Some shelter can be given to this wiring by routing it along the inner face of the front wing supporting stay and again securing it with tape to avoid chaffing.

Tail light units of the Mark 1 Sapphire type where white opaque lenses are used will require no fitting since alterations are to bulb colouring and wiring only. Colouring can be achieved by using a deep yellow cellophane made into a single-ended cylinder which can be fitted over the appropriate bulb. Difficulties encountered with the tail light unit end of the conversion are usually the result of corrosion on the lamp unit itself so that replacement or repair is a decision of the individual owner.

Replacement of the number plate light unit by a later model incorporating a reversing lamp is straightforward. Make sure, however, that the car has not been fitted with the later unit during its lifetime. In this case, it may be found that the reversing light has not been connected up in this unit and only one wire, to supply the bulb, will be required.

Exchange of the unit can be made, if necessary, by unscrewing the centre bulb cover (2 screws). Open the boot and through the inner panel the securing nuts of the unit can be seen and removed using a thin box spanner or open-ended spanner. Wiring for the number plate lamps should be disconnected from the bulb holders and the unit removed by pulling outwards and upwards from the chrome shroud. The new unit is fitted reversing the above instructions, the wiring being threaded into the bulb holders before the unit is fitted to the car.

To accommodate the revised wiring to the rear of the car, an additional junction box must be installed close to the existing junction box, possibly on the floor near the tool box. Use a similar Lucas box with six terminals.

The main reversing light supply (Green with yellow) should be retained to the existing junction box but the two wires leading to the tail light units should be moved to two terminals in the new box. A wire is now required for the reversing light bulb in the number plate lamp unit from the existing junction box terminal to which the reversing light supply is connected.

NOTES: It may be found that wiring already exists for the centre reversing light. Check the number plate supply routed through the double skin of the boot lid assembly – am extra wire (Green with yellow) may be on the original harness for this purpose.

This leaves the flasher circuit to be completed. The use of the existing unit means that the unit earth wiring is already established and this can be ignored, provided the wiring and connections are in good condition. The two ex-reversing light wires have already been moved to their places in the new junction box so only the connection with the flasher switch is now required. Two wires of appropriate colour (Late cars use Green with Red for nearside and Green with White for offside flashers) should be taped together and run from the new junction box to the main fuse box in the engine compartment offside bulkhead. The routing of these wires must be undertaken with care to ensure that no chaffing occurs to eventually cause a short in the system. A good idea is to tape the two wires together at twelve inch intervals and fit a length of rubber or plastic tubing over most of the length, particularly where they lie on the chassis. From the engine bulkhead, take the wires down to the chassis and follow the offside chassis member, running the wiring along the inside of the chassis section. At the rear, the wiring will come out of the chassis and travel in a loop to come into the boot compartment close to the existing tail light wiring. Up to this point, it is advisable to ensure adequate weather protection of the wiring in view of its exposed location. It should be possible to pass the wiring into the boot through the existing rubber grommet but if not, a new hole and grommet must be fitted.

Fitting of the wiring to the front of the car is somewhat easier since the new wires can be taped to the existing harness. New sidelight wiring can be taken from the snap connector of the original wiring before it passes through the inner wing panel to the lamps. The nearside wing wiring should be taken along the bottom of the radiator cradle and not across the bonnet lock bar since the latter route will be found inconvenient when engine or radiator maintenance is undertaken.

The business ends of the wires can be taken to the two terminals of the junction box on the engine bulkhead where the original semaphore wiring was located. The connections between the steering column switch and the junction box are unaltered except for the main supply wire which should now be routed to the flasher unit terminal “L”. The main feed from A4 in the junction box goes to flasher unit terminal “B”. The flasher unit should be located in the engine compartment so that the above wiring arrangements can be made easily. Adjacent to the connector at the steering column base is a good spot. Terminal “P” of the flasher unit is connected to the flasher warning light and this item, a proprietary item, can be purchased and fitted into a convenient position on the dashboard. A more authentic arrangement could be to fit a light similar to the Mark 2 Sapphire and Star warning lights. This can be fitted in a position between clock and either the speedo or instrument clusters. A position used on Mark 1 Sapphires by Armstrong Siddeley for the warning light on cars exported to USA before flashers were legal in UK.

Finally, when semaphore indicators are replaced, then the units should be removed from the car and the apertures blanked off. Since there is existing wiring in place, then it is a simple matter to install repeater flashers at this point using the original wiring for operation. Proprietary units can be purchased easily that fit well into these spots and yet are effective.

A word of warning, however, in respect of the wiring. The early Sapphires are mostly over twenty years old and over the years it is possible that previous owners have fitted or had fitted, electrical extras or improvements. This can apply particularly to the boot-fitted reversing light assembly as mentioned in the text. The Drivers’ Handbook gives details of the basic wiring, Lucas Diagram No. W 23260 and the flasher system shown below is based on that diagram.

It is to the owner’s advantage to remove or tape up and label any wiring which may be rendered redundant by this or any other electrical alteration so that the odd out of use wire does not cause an inadvertent short. This applies often to fog and spot lights that have been removed and the wiring and switch left in place.