Another ammeter bypass question
Here was my interpretation of the assembly drawings.
To me the 1967 cable routing looked similar to the wiring diagram for '73 B-body fleet with 60 amp Chrysler alternator.
Wire 12 from the battery to the ammeter might have had a 14 ga fusible link or a 16 ga fusible link. I colorized it red with white stripe but if there was no other link, then it more likely was a blue 16 ga fusible link.
On the terminal block there is a wire connecting to the ammeter, and another presumably connecting to the alternator. Someplace there must be a connection to the main splice. Whether it was done at the ammeter, or done at the bulkhead connector (like the '73 b-body fleet Chrysler option) I don't know. If it was done at the ammeter, then the fusible link on the starter relay must have been 16 gage (blue).
In either case also notice the ignition run wire to the voltage regulator dissappears into main harness [14]. Since its not shown on the firewall, it may mean the VR was relocated to the fender.
View V shows (or I think it shows) 1968 routing "D Series"
There are two grommets shown. My interpretation is the one on the left is the grommet used to the ammeter on cars without a tach; and Cars with a tach use the left grommet for the tach wire and the right grommet for the ammeter wires.
The original fusible link was to be removed or cut? and placed into the wire from the battery to the ammeter.
This is view is somewhat confusing because the wire from the alternator to the terminal isn't shown but obviously has to go there. My guess is the alternator then connects to the main splice using the standard wire connection at the ammeter. That would be the same as was done on the later abodies with the rear window defrost grid.
Wire 2 is a fusible link.
What the heck. I was looking at these to guide the wiring mod I made to my '67.
Here was my interpretation of the assembly drawings.
To me the 1967 cable routing looked similar to the wiring diagram for '73 B-body fleet with 60 amp Chrysler alternator.
Wire 12 from the battery to the ammeter might have had a 14 ga fusible link or a 16 ga fusible link. I colorized it red with white stripe but if there was no other link, then it more likely was a blue 16 ga fusible link.
On the terminal block there is a wire connecting to the ammeter, and another presumably connecting to the alternator. Someplace there must be a connection to the main splice. Whether it was done at the ammeter, or done at the bulkhead connector (like the '73 b-body fleet Chrysler option) I don't know. If it was done at the ammeter, then the fusible link on the starter relay must have been 16 gage (blue).
In either case also notice the ignition run wire to the voltage regulator dissappears into main harness [14]. Since its not shown on the firewall, it may mean the VR was relocated to the fender.
View V shows (or I think it shows) 1968 routing "D Series"
There are two grommets shown. My interpretation is the one on the left is the grommet used to the ammeter on cars without a tach; and Cars with a tach use the left grommet for the tach wire and the right grommet for the ammeter wires.
The original fusible link was to be removed or cut? and placed into the wire from the battery to the ammeter.
This is view is somewhat confusing because the wire from the alternator to the terminal isn't shown but obviously has to go there. My guess is the alternator then connects to the main splice using the standard wire connection at the ammeter. That would be the same as was done on the later abodies with the rear window defrost grid.
Wire 2 is a fusible link.
