Darryl's question is important. Is the 66 283 now in place? If yes, then it likely has a 10SI externally regulated alternator.
You could go the external regulator route, but I'd simply switch the 10SI for a 12SI internally regulated unit. It would be the easiest way to patch into your engine, engine to body harness. Dead simple wiring.
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65 Laurentian post, 67 Grande Parisienne 4 door HT.
Darryl's question is important. Is the 66 283 now in place? If yes, then it likely has a 10SI externally regulated alternator.
You could go the external regulator route, but I'd simply switch the 10SI for a 12SI internally regulated unit. It would be the easiest way to patch into your engine, engine to body harness. Dead simple wiring.
Very good advice to switch to an internal regulated alternator, very cheap and easy to find, get one for a mid 70s Chev. You dont use the voltage regulator on the rad support. Wiring schematic is readily available on a Google search. Does the 60 have an ammeter? Dont think you can wire that to work.
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63 Parisienne sport coupe (The Big GTO), black, maroon interior, 409 4 speed; former owner of a 59 El Camino, 63 Corvette SWC, 62 Chev Bel Air SC. 1963- Pontiac top selling car in Canada
Mahone Bay, NS Still not old enough to need an automatic
You can bypass the ammeter on a one wire alternator conversion. I did it on my 62 Parisienne before I sold the car in 2010.
There are lots of info items online on how to do it, though I can't remember the details now. I'm thinking about doing it on my 55 Chevy for greater power and reliability.
63 Parisienne sport coupe (The Big GTO), black, maroon interior, 409 4 speed; former owner of a 59 El Camino, 63 Corvette SWC, 62 Chev Bel Air SC. 1963- Pontiac top selling car in Canada
Mahone Bay, NS Still not old enough to need an automatic
Unsure where you'll find a dedicated ignition switched power wire in the 60 harness for the field. #1 connection. Not sure how it works at the generator or regulator. A 59/60 guy will know.
You could always just run a shunt over from the coil positive, provided it's a decent enough of a wire running from the coil to the cowl plug and up to the ignition switch.
The short wire from #2 terminal to the output lug is the "Sensing" wire. Shortening it in this manner will work just fine on a simple system. Imop, always go with the 3 wire style, the alternator will respond instantly to varying loads.
Unsure where you'll find a dedicated ignition switched power wire in the 60 harness for the field. #1 connection. Not sure how it works at the generator or regulator. A 59/60 guy will know.
You could always just run a shunt over from the coil positive, provided it's a decent enough of a wire running from the coil to the cowl plug and up to the ignition switch.
The short wire from #2 terminal to the output lug is the "Sensing" wire. Shortening it in this manner will work just fine on a simple system. Imop, always go with the 3 wire style, the alternator will respond instantly to varying loads.
In the past on older vehicles I used the alternator plug from an AMC application because it has a diode in the field wire. On older cars if you use the coil positive terminal to feed the alternator regulator you wont be able to shut the engine off because once the alternator starts charging it will back feed 12 volts to the coil, thats why the one wire alternator became popular on some applications.
Paul
-- Edited by Prefectca on Friday 31st of December 2021 01:02:33 PM
Ah, right you are Paul! Wonder if the better solution would be to just come off the fusepanel ign switched?
Is there not an ign switched wire at the regulator in the 60?
You would need to wire to the accessory terminal if there is one on a 60, I cant remember its been awhile since I worked on one. I believe any terminal in the fuse box market ign will be on the same circuit as the ignition coil. There isnt an ignition input on a generator charging system. The generator produces voltage on its own when it turns and that voltage produced closes the contacts in the cut out relay inside the voltage regulator and starts the charging process. I find it interesting that your wiring diagram shows the diode in the wire. The plug with the diode is still available and would be the easier way to wire it other than a one wire. I would use a one wire alternator, just make sure it has a small enough pulley so that it will charge at idle. If the one wire alternator doesnt turn fast enough the regulator wont kick in.
We have an electronics supply in town that has everything.
How does the alternator field energize with no current going to that #1 plug Vince?
I have used diodes rated for 6 amps. They used to be cheap, less than a buck each. I bought the connector just for convenience because usually I needed the plug anyway.
Interesting article, my generator is almost new but my charging light flickers at low rpm/idle and was thinking of changing to an internally regulated version anyway. Read the MAD articles a while ago on 1vs 3 wire options but all the discussion here is very helpful to understand the issues. Thanks!!
Hey Uber Guru,
Thanks for your interest.
If you check out my User profile, I've explained a bit about my Vista top Parisienne.
I found it in a garage just of the Danforth in Toronto. Most people think barn finds are found in some remote location in the country. That's not necessarily so. This one was in a garage on Garnoch Street where it was parked since 1972. There are back alleys in that section of town and the car had been locked away all this time. A neighbour filmed our recovery and I've posted the link in my profile. Check it out!
A neighbour filmed our recovery and I've posted the link in my profile. Check it out!
I just watched the cool video.
And then I read a whole pile of ridiculous, critical comments made by people who obviously don't have a clue......wow............ they bombarded you with idiocy.
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1966 Strato Chief 2 door, 427 4 speed, 45,000 original miles
1966 Grande Parisienne, 396 1 of 23 factory air cars
