One wire alternator with original amp meter gauge

[dougt69roadrunner]

I am restoring 1969 Roadrunner with all new wiring from American Autowire. Their new wiring requires a one wire alternator which I have. Problem is with the higher output alternators AAW doesn't allow for use of the original Alternator gauge (Amps) in the instrument cluster. They say it can cause heat at bulkhead and cause fire.

If anyone has ran across this issue I would like to know how you resolved. I have read about replacing the Amp gauge with Bosch voltage gauge but looking for another alternative.

Thank you

 

[V.R.D]

there has always been a problem with the amp meter to catch the mopars on fire as the insulation degraded that separated them from ground and let the amp wires short to ground then the fire dose it to your car. replace with a volt meter and leave the stock looking gage

 

[72RoadRunnerGTX]

There is, aways has been, a lot of Chrysler ammeter misinformation circulating about these cars. Ammeters don’t cause issues on their own. The fiberboard ammeter insulators don’t just degrade over time without terminal nuts being left loose or abused in some way. There are several ways to run upgraded charge path wiring, larger alternators and retain the ammeter function safely. If the ammeter was such an issue, every Chrysler product ever built since the early sixties would have burned to the ground by now. The charge path bulkhead connectors are the weak link in this original electrical system, followed by mis-placed loading at the battery.

 

[V.R.D]

i have seen a lot of mopars burn most were saved but i know of one that burnt the car and garage bad . yes the fiber board will brake down over time and the heat from time and vibration can loosen the nuts , with that said if you go for a higher amp alt the car was designed for 65 to 75 amp so higher could cause problems . there newer parts to fix this and keep the factory look and not burn the car,

 

[72RoadRunnerGTX]

Any damage to the original ammeter insulators is the result of external factors, mainly abuse in one form or another. Leading the way, misplaced loading at the battery placing current levels flowing through the ammeter well outside of its design limits. Loose nuts lead to high voltage-drop and heat, with excessive current flowing as a result this heat will build up and burn the fiberboard. Over-tightened nuts will crush the fiberboard and lead to lose nuts, high voltage drop and heat build-up. In my 50+years around these cars, both professionally at dealers and otherwise, I never saw one car with ammeter insulator issues not caused by direct abuse at the terminations or misloading at the battery. I have no issues reusing stock original fiberboard ammeter insulators that have not been abused or damaged by abuse or otherwise in good condition, the material does not just break down over time unless exposed to poor environmental storage. Many running upgraded wiring and 100/130 amp alternators and many added loads while maintaining little to no battery charging current flowing through the ammeter under normal operating conditions as originally designed.

BTW, any neglected, abused, or poorly maintained automotive electrical system is at risk of burning, nothing about that is specific to these old Mopars. The bulkhead Packard terminals in the charge path are by far the weakest link in this system.