Headlights are weak and yellowish, engine spark is weak, and the voltage is around 12.5 instead of a good 13.5 to 14.
George Reneau decided to get his 1967 Coronet operating right, so he went to Mark at Mad Electrical.
Dodge designed their electrical system to run from the alternator through the bulkhead connector P black wire to the amp gauge on the dash.
This is where you also power the fuse box, light switch, and ignition switch.
Then, out of the amp gauge, back through the bulkhead connector Z red wire to a fusable link to the starter relay, finishing at the battery positive terminal.
It's no wonder nothing has enough voltage. Bad connections at the firewall, a bad amp gauge rating, and too small wiring rating with voltage drops everywhere contributes to the problems.
George said, “So we designed a system that runs a 6-gauge wire directly to the starter relay through a 14-gauge fusable link black wire. Then, out of the starter relay through a 14-gauge fusable link, both red and black wires that go through the bulkhead through to new holes drilled in the firewall. Eliminate the connectors and bypass the amp gauge by soldering both the red and black wires together, completing the electrical loop under the dash.”
George Reneau decided to get his 1967 Coronet operating right, so he went to Mark at Mad Electrical.
Dodge designed their electrical system to run from the alternator through the bulkhead connector P black wire to the amp gauge on the dash.
This is where you also power the fuse box, light switch, and ignition switch.
Then, out of the amp gauge, back through the bulkhead connector Z red wire to a fusable link to the starter relay, finishing at the battery positive terminal.
It's no wonder nothing has enough voltage. Bad connections at the firewall, a bad amp gauge rating, and too small wiring rating with voltage drops everywhere contributes to the problems.
“Now all voltage from the alternator runs to a power point at the starter relay, distributed to the battery directly with a straight shot to under-dash power. This builds a separate power point up near the front of the car to run relays for the electric radiator fans, headlamps, ignition system, and the air conditioning system. Now I have a full charging voltage close to 13.0 to 14.2 volts to run everything. Headlights are bright white, no more hard starting due to the ignition being starved for voltage, the fans run at full speed, and the battery is always charged. In the interior, the dash lights are as bright as they should be.
https://www.hotrod.com/articles/1967-dodge-coronet-a-440-times-two/
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