The electrical equipment was supplied by Lucas. Two six-volt batteries were fitted, type SLTW11E, with a 50 AH capacity. The batteries were mounted on shelves on the chassis and were accessible through a trapdoor in the tonneau floor behind the seats. The batteries were connected in series and were wired positive to earth, via a battery master switch found in the boot. Some export cars were fitted with dry-charged batteries, but for certain destinations batteries may not have been fitted at all. The wiring had colour-coded cotton covering.
The dynamo was type C45PV5 and the starter motor type M418PG. Both were usually finished in the same colour as the engine, and so was the bracket for the dynamo. The distributor was type DM2P4, with automatic advance and retard. From chassis number 230361, pre-tilted contact breakers were fitted, and the distributur cap was changed so that the iginition lead outlets were turned through 90°. The original ignition coil was type B12/1 but from chassis 225780 and oil-filled ignition coil type B.21 was fitted. The coil was black, and was attached to the side of the engine just behind the distributor. The sparking plugs were Champion NA.8 14 mm long reach with a plug gap of .025in but the Le Mans engine for the 100M had NA.10 plugs. The firing order was 1, 3, 4, 2 and the ignition timing was 6° BTDC.
The control box was type RB106/1, mounted on the bulkhead behind the engine. There was a separate fuse box, type SF6, with two fuses, of 50amp and 35amp capacity respectively. A solenoid starter switch typ ST950 was fitted.
Headlamps were F700 with convex block-type lenses. Home market cars and cars for export markets driving on the left had headlamps dipping to the left, cars for European markets had double vertically dipping headlamps (in the case of France, with special yellow bulbs), and cars for overseas markets driving on the right had headlamps dipping to the right. The dip switch was foot operated, mounted to the left of the clutch pedal. On cars exported to certain American states but later on US export cars in general, it was necessary to fit sealed beam headlamps. US export cars therefore had special adaptors. Sometimes the sealed beam units may have been installed by American distributors, later on they were probably fitted at the factory.
Below the headlamps were sidelamps, type 488, incorporating flashing direction indicators. They had frosted white glass lenses. The compined tail and stop lamps were also type 488, and also incorporated flashing direction indicators. Inevitably this meant that the brake lamps would flash. The flasher relay box was mounted on the left-hand inner wing behind the radiator. The flasher unit, type FL2 or FL3, was under the facia. Rear reflectors were not fitted originally but became a requirement in the home market in 1954. From approximately August 1954, small reflectors with chrome-plated rims were mounted on teardrop-shape pods above the rear lamps, on each side of the boot lid.
The numberplate lamp was type 467/2 with a single bulb and a chrome-plated housing. It was mounted behind the rear bumper. Two horns, typ HF1748, were fitted, attached to the chassis crossmember in front of the radiator. They were finished in metallic tan. They were a matched pair of high-note and low-note horns. On the BN1, a windscreen wiper motor type CRT15 was used, but the BN2 model had a wiper motor type DR2 with a self-parking arrangement for the wipers. The wiper motor was mounted on the left-hand side under the scuttle. The wipers parked to the right on a RHD car, and to the left on a LHD car. The bzels where the wiper spindles came through the scuttle panel were painted on the BN1, chrome-plated on the BN2. The wiper arms were chrome-plated, with 9in long Trico Rainbow blades.
