My engine wiring harness burned up a couple wires yesterday!

timk225 said
I'll have to look tonight after I get home. I think the field terminal that had the problem was the one "in the middle" between the main alternator output stud and the other field wire. I have a 1972 Plymouth and 1973 Dodge factory service manual on my computers, I'll be able to follow the wires for the alternator in them.

And it was the original wiring harness. Old, stiff, and likely cracked insulation. I know the ammeter only has these "extra" wires going to and from it, there's not a second pair of wires on the ammeter. I attached them when putting the rebuilt instrument panel in a month or so ago.

The field terminals on the alternator are interchangeable.
The feed wire can go on either one, although the factory was consistant in terms routing. A mechanic who didn't care or was unaware could switch them and it still works.

Here's my interpretation of the optional '60 amp' alternator wiring for a '73 Dart.
This scheme seems to be the one used on cars with rear defrost grids.
I've been told that the standard alternator wire was removed (or disconnected).
But I don't know that as a fact. Or, it may have been different on cars that did not have rear defrost grids but ordered the option for some other reason.

Regardless, this scheme uses a single 16 gage fusible link.
If the standard alternator output was retained, it doesn't effect anything operationally.