No longer charging found broken wiring

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TRWRacing said:
L connection is Yellow. schematic diagram says DK-green and goes to the horn. That can’t correct?
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Don't know but it could be correct. Just depends on which harness is headed toward the horn(s).
Power wash was a brown wire from wiper switch but never was in the bulkhead connector with other wiper wiring. That brown wire has been connected to a ballast resistor by a few here. Yep, it's in that harness with the other brown wire.
 
TRWRacing said:
L connection is Yellow. schematic diagram says DK-green and goes to the horn. That can’t correct?
Click to expand...
There was a shortage of correctly colored wire insulation but I think you're looking at the diagram and assuming its orientation is correct.
If you look on the inside the letters are visibly embossed.
On the outside we can use the orientation bumpouts to compare.

Lets see.
1760809370607.png


I see one connector bump-out on the outside.
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1760809885309.png


Yup. That works out.
 
The engine connector includes critical circuits. :(

1760810207283.png

R6 is power from the alternator.
J2 is Ignition run, which includes power to the alternator's rotor and the voltage sensing wire to the voltage regulator.
R3 is the connection from the alternator's rotor (aka field) to the regulator.

1760810321687.png


If the ammeter shows discharge with the engine running, then there is a problem with the alternator circuit or the alternator.
1760810437124.png


It should show slight discharge while starting, then charge after starting and then centered after a few minutes.
 
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No need to get so technical. BYPASS the connector. This advice came from Redfish on here, a long time back. At the time, I did not have a 74. Last time I had screwed with such a car was in the mid - late 70's As soon as I saw one, I said, "Geez.............."

You don't need it to diagnose or repair the car. As I said, it was "convenience of the factory." The older models did not have it
 
Mattax said:
No. They are in addition to the bulkhead connector
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My point was that the bulkhead connectors are the weak link, and they basically added another or moved it. Rather than eliminating it.
 
Dana67Dart said:
My point was that the bulkhead connectors are the weak link, and they basically added another or moved it. Rather than eliminating it.
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Every connection is a weak link and an expense.

At least from my few years in the automotive manufacturing, production engineering is looking for ways to make assembly go smoother. Depending on the organization production is supposed to know enough about the design function not to mess it up. I don't know what was done in the '70s. In the later '80s, the production pieces had to go through the same battery of tests that the design validization units went through.

All that is to say that the extra connectors must have seemed adequate at the time.
Did any company not use bulkhead multi-connectors at the time? Imagine having two dozen wires coming through grommets with in line connectors. They'ld be flopping around the engine bay and a even a bigger PIA for troubleshooting and repair.
 
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Any company with production/services will make changes to save $$$$, which is the main motivation. I work in IT and deal with leadership and bean counters all the time. Windows 10 just this past week. We still run Windows 7 in a capacity smh.
If they can kick the can done the road they will.

Can’t speak on B-body 400 engine configuration/connection this white connector looks just like the inline connector.

IMG_9940.jpeg
 
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TRWRacing said:
Any company with production/services will make changes to save $$$$, which is the main motivation. I work in IT and deal with leadership and bean counters all the time. Windows 10 just this past week. We still run Windows 7 in a capacity smh.
If they can kick the can done the road they will.

Can’t speak on B-body 400 engine configuration/connection this white connector looks just like the inline connector.

View attachment 1716468704
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That photo shows why Classic should be a retailer of last resort.
One would think before photographing a sample someone would have finished assemblying the terminals into the connector. Then checked that they locked in with a little tug.
down-gif.1715262545



Anyway, I agree with @67Dart273 and the others that the damaged engine connectors could be eliminated and the wires spliced together. Might need to add some wire to be sure there is no strain.

At the bulkhead, even if you change the engine side harness, its worth depinning the females terminals to see if any are overheated or oxidized and cleaning them. New foam seals can be bought from Detroit Muscle Technologies (DMT).
 
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One interesting comment.
When you buy the M & H engine wiring harness, you get both the main harness and the smaller harness that goes to the alternator, regulator etc.
Back in the 1970's Chrysler sold each section separately.
3588971 was the larger main harness
3764085 was the smaller harness
 

Spliced in a new wire temporarily and tested the alternator and VR in car with a multimeter. Alternator was bad. Replaced it and with new correct belts. 14.5-14.6 now at the battery running. Got new M&H wiring harness for the spring. Putting away for winter this week.
Thanks to all for the assistance!!!!!
 
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