For those that are interested in a fact-based video presentation on this subject, specific to the original Chrysler factory charging system design and touching a bit on ammeters/melted bulkhead connectors, I submit this video, forgive the amateur production quality. Feel free to critique the info presented but stay on subject of the as original Chrysler charging systems from this time period please.
Disclaimer, this information does not apply to any modified, ammeter by-passed, volt-meter converted, engine compartment main charge circuit by-passed Chrysler charging system, or every other charging system configuration on the planet not running a battery ammeter. Load placement does not matter for most other systems.
Thank you for posting :twothumbsup:
Very informative! Thanks for posting. One question for you though. In a car with otherwise stock wiring will the ammeter still be safe to use with an upgraded 100amp alternator?
On an all-stock charging system in good working order, running all stock loads, no added loads to the battery, replacing the stock rated alternator with a higher capacity alternator does not make any part of the system any less safe. Main benefit is more output capacity at engine idle speeds over the stock spec'd alternator. The total current flowing though the system is determined by the loads not the capacity of the power supply. No changes to the loads, there will be no changes to the current flow. That said, if there are any connection resistance problems existing already the added current potential of the aftermarket alternator could contribute more towards any heat related connector damage. At a minimum, recommend the bulkhead charging system connector by-pass when upsizing the alternator, the weakest link in the original charging system. The "fleet by-pass" mentioned/diagramed in the video.
:twothumbsup: Thanks for the info! I'll be putting this to use soon.
Great info! I really should learn more about wiring/electrics because I have very little knowledge on that area.