I don't know about the relay, but I've run into a couple of instances of
other parts that were otherwise identical having "different" numbers.
Example. A friend not long ago bought his wife an XJ6 Jag. When he got
it, one of the side marker lights was not working. Checking it out, he
determined the lampholder itself was loose in the base. He dropped by the
Jag dealer and signed a long term mortage to get a new one. Getting it
home, he decided it looked awfully like his 74 MGB side marker light.
Sure enough, a careful comparison showed they were the same. While the
numbers on the part itself were the same, the Jag part box (lucas) showed
a different part number than that of the MG parts manual.
It's not an uncommon practice in the industry for "generic" parts to
have multiple part numbers for different applications, many times with a
pricing structure keyed to the perceived level of the vehicles market,
rather than an accounting/economic pricing scheme.
Rick Morrison
72 MGBGT
74 Midget
On Mon, 23 Nov 1998 12:01:26 -0800 "Dodd, Kelvin" <doddk@mossmotors.com>
writes:
>Barney:
>
> I feel that there is enough false info floating around about
>our
>LBC's I had to put a word in. I have never seen an instance of an
>identical Lucas part having two part numbers for different
>applications.
>If you have an example, please give me the part numbers. I am
>comfortable being proved wrong.
> The vehicle manufacturer specifies the operating
>characteristics
>of the components. If the component manufacturer does not have a
>suitable part in production, then a new part number is created. Many
>times the components are externally similar. The change may be a
>subtle
>difference in rating, connection or tolerance. Over the time of
>production, these specifications may change as operating problems
>develop. Each time there is a change in specification, a new part
>number is developed. This prevents superceded parts from being
>installed in warranty vehicles. As time goes by these multiple
>designs
>become rationalized to a current production number which will perform
>the task. Stocks of the superceded parts are still out there, they do
>not disapear. Many times they show up at swap meets. Some of the
>parts
>may meet the demands of service, many will not. For best reliability,
>the correct, latest recomended part number is going to be the best
>bet.
>It may not look like what came in the car, but it will meet the
>original
>operating specifications.
> Every time a number is created, stock levels are increased and
>inventory costs climb. No manufacturer is going to purposely increase
>inventory costs, in an attempt to increase revenue.
>In the case of this relay, the model number identifies the case design
>family. Within a relay case design family there may be many different
>functions. S.P.S.T., S.P.D.T., latching, momentary, single terminal
>out, dual terminal out, etc. Obviously if you only need a single
>terminal out, a relay with correct characteristics (or heavier) with
>dual terminal out can be used. Vice versa if you are willing to use a
>two to one adapter connector.
> Another example. MGBs' and Midgets from 68-76 all use the
>same
>model number turn signal switch (119SA). The different part numbers
>relate to changes in; legend, horn function, finish on horn button,
>plug
>design, angle or length of stalk. The switches all look similar, they
>will mechanically interchange. The design changes were dictated by
>changes in legal standards (mostly federal), steering wheel design,
>connector supply, customer/market input.
> These changes cost the manufacturer a fortune. The constantly
>changing federal requirements ended up contributing to Leyland's
>pulling
>out of the market.
> I am not aware of any tricks being pulled on the public. The
>auto industry is too sensitive to competition to allow conspiracies
>that
>would hurt the profitability of the aftermarket repair industry. This
>is evidenced by the non-duplication of part numbers within the
>aftermarket supply industry. Quite the opposite, in many cases ill
>conceived substitution can destroy the reliability of our cars.
>Example. A major national supply chain is supplying under rated BMW
>Jurid driveshaft couplings as heavier duty XJ6 units. They both look
>alike. The BMW ones bolt in. The BMW ones are cheaper. The repair
>shops wonder why their good customers come in with ripped out
>couplings
>prematurely.
>
> My apologies for the length of the post. But we all face
>these
>questions and problems as we source parts for our cars.
>
>Kelvin.
>
>-----Original Message-----
>From: Barney Gaylord [mailto:barneymg@ntsource.com]
>Sent: Sunday, November 22, 1998 8:53 PM
>To: larry.g.unger@lmco.com
>Cc: fisher@hctc.net; mgs@autox.team.net
>Subject: Re: MGA: Optional Headlamp Flasher Relay
>
>
>At 09:05 PM 11/22/98 -0500, Unger, Larry G wrote:
>>I've been searching for the relay (Lucas Model # SB40-1, Part #
>33135B)
>....
>>
>>However, I have found a NOS relay that is identical in appearance
>(same
>model number), but it has a different part number (33157) and is
>intended
>for use in conjunction with the O/D on an Austin Healy 3000 ... its
>rated
>at 12v, but info regarding its amperage rating isn't on the relay or
>da
>box. So, the question is ... if I fit the relay that is intended for
>the
>O/D will it handle the amperage for the headlamps? ... or, will I just
>toast a NOS bit?
>
>I realize that this is not a trick question, but the answer is a trick
>on
>the public by the car manufacturer (not the relay manufacturer). If
>it
>bears the same Lucas model number, it is probably the same part.
>Quite
>often the car manufactures specify different part numbers for the same
>physical part when used on different models of cars. Among other
>things,
>that allowes them to use some creative pricing strategies, like
>doubling
>or
>tripling the retail price when it was shown in the parts list for cars
>being more expensive or more exclusive.
>
>It needs to handle about a 10 amp load, but only intermitently when
>used
>for a headlamp flasher. When in doubt, hook it up to the headlights,
>and
>give it a try. If it works for 1 minute continuously it will likely
>be
>fine for this purpose. If you want to give it a real test, turn it
>on,
>let
>it run for 20 minutes and see if it gets hot. It will probably work
>okay,
>because the OD is a continuous duty application.
>
>Barney Gaylord
>1958 MGA with an attitude
>
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