14 GA or 16 GA Fusible Link?

All this discussion boils down to this, in my opinion:

What "Chrysler did" was NOT good engineering. There needed to be a MUCH greater "ratio" between the size of the charge wiring (larger) and the fuse /fuse link (smaller.) And of course the marginal design of the ammeter and bulkhead connector.

MA KNEW THIS to some extent as evidenced by two things:
1.....The "police/ fleet/ taxi" wiring used with 65A alternators which was effectively a partial bulkhead connector bypass, using larger wire
2.....The fact that "Ma" experimented with external shunt ammeters on some models, starting with when? 70? 72? Fury and others. ---and finally going with external shunt in A bodies in 76

I disagree with Mattox about using fuses. Proper fusing is fine, but you are still fighting the
A....need for high current capacity because of the alternator output vs:
B....the small size of the wire, so regardless of fuse or link, you cannot practically "protect" something that is already undersize, while still keeping "the system" online!!!

There is no easy answer. If you want "more alternator" then increase the wire size, do a bypass, or parallel another wire with existing. There are several methods to deal with the ammeter depending on "wants" or skill
I LIKE ammeters, but for my own car I ended up doing a voltmeter conversion.

IF I LIVE long enough to get the 74 Scamp going again (fighting water leaks) I intend to experiment with a 76 style external shunt ammeter, and see how easily that can be made for "retrofit"