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That’s all the delay relay/timer needs, constant power and a ground trigger from the door pin switch circuit, yellow output wire goes to the lamps. Wiring diagram is in the FSM, under accessories should you change your mind.

On an E-body, the time delay relay turns on the mentioned headlight switch title lamp and the ignition switch light only. Nothing to do with interior or map lighting. While triggered by the door switch circuit, its not part of it and can be removed, or in this case omitted, without effecting any...

It's a latter replacement switch, see the instructions at the end of this video.

Some more load testing for this "Shunt wire" by-pass. 120+ amps on the stock wiring before any circuit protection opens?

You bet. You will want to clean out the remnants if that missing brush from anywhere near the bearing before reassembly.

The brush assemblies have to be removed before disassembling and/or reassembling the case halves, you will need new brushes. Looks like you reassembled it with the brushes in place, are now damaged, needing replacement.

Yes, Tuff Stuff is good, run them as well. You’ve had it apart then? Once more, you removed the green field wire and grounded the terminal to the alternator case? Disconnect both field wires, check for continuity between the two field terminals. Make sure there is no continuity between either...

With the other field terminal grounded? Alternator is bad.

Did you perform a full field test? Disconnect the green field wire from the alternator and ground the terminal, make sure there is battery voltage on the blue field wire with the key on, is there higher than battery voltage at the alternator output stud while running with a full 12 volts applied...

What do you have on the other field terminal (blue wire)?

Sounds like a full field test is the next order of business. Remove the green field wire from the alternator and ground the terminal, see what the resulting output voltage is. Be sure there is battery voltage present on the other field terminal (blue wire). Be really careful with those mentioned...

Load testing this "Shunt wire" underhood by-pass, Safer?

There’s been some recent renewed discussions circulating lately about the “Shunt wire”, or under-hood direct battery to alternator, by-pass for the original Chrysler charging system. More claims of a simple fix that makes the stock charging system and related wiring/components safer by having...

To be clear, an all-stock 60amp charging system from this time would have a “Fleet By-pass” from the factory. A bulkhead by-pass, no charge path Packard’s at the bulkhead connector. I’m a “as designed” proponent but the bulkhead charge path Packard’s are, and have always been, the weakest link...

Keep in mind that described “engine bay by-pass”, performed as most folks promoting it suggest, exposes all the factory unfused wiring to more than double the current potential on the event of a short thanks to Ohm’s law as applied to parallel circuits. Connect the added loads on the alternator...

Maybe it has been mentioned here already I didn’t see. The only way to do voltage drop tests accurately is with some current flowing. Need to take these measurements with the engine running and some loads turned on. Static or engine off results will not necessarily reflect correct high...

Not a fan of these conversions, at least a pristine E-body Rallye cluster ammeter wasn’t cannibalized for another one of these voltmeter conversions. Did that ammeter find a good home? Would have liked to have had one like that for my current E-body project.

Wasn’t specifically addressing what you have done. There are weak spots in this original design, Packard terminals used in the charge path at the bulkhead connector being the weakest link by far. Then again nothing about these cars were designed to still be around 50+ years later. BtW, When I...

By far, the most “pushed” by-pass option I see is a “under-hood” or “engine compartment” straight alternator to battery add-on by-pass using large diameter cables. No other changes to the stock charging system. Promoted as removing current stress from all stock wiring and connections. With or...

Heat is the result of current and resistance. If you maintain your current and resistance below their accepted design limits for this system, there won’t be any heat. You describe wires melting, as original, 12 ga charging system wiring melting is an indication of excessive current for that...