Bypassing the Amp gauge - Question about the MAD Electrical method
Strip away all the other systems and just looking at the power feeds its something like this.
R6 supplies the power when the engine is running.
A1 supplies power when the alternator isn't running, or can't keep up with demand and the voltage drops.
The primary power distribution point is the main splice.
When the key is in run position, the switch is a secondary distribution point making power available to the ignition, the switched side of the fuse box and the instrument panel.
When the engine is running and the alternator is above battery voltage, current flows pretty direct to primary distribution point.
There's no drop in wire size for fusible links and just one connection.
One way to reduce the load and losses at the connection is to make it better. Another is to add a parallel wire through a grommet. It can be spliced in or added to the ammeter connection with a ring terminal.
Current then flows in parallel.
Or if the battery is being recharged.
The concept comes apart when more loads are added to a distribution point in the engine compartment.
We can draw that later if anyone is interested.
A real life example of moving the primary distribution to the engine side is AMC's revamp of the SJ Jeep wiring in 1986.
I've posted that here: 1986 AMC Jeep SJ Charging and Inition Wiring Diagram
It's not the best execution, but the strategy is OK.
Notice every circuit is protected from the battery grounding out. In this case by using fusible links.
Yup. It's actually a pretty good strategy for a car with basic needs. Some weakness in execution, especially the a-body headlight circuit, but the concept isn't bad at all.
Strip away all the other systems and just looking at the power feeds its something like this.
R6 supplies the power when the engine is running.
A1 supplies power when the alternator isn't running, or can't keep up with demand and the voltage drops.
The primary power distribution point is the main splice.
When the key is in run position, the switch is a secondary distribution point making power available to the ignition, the switched side of the fuse box and the instrument panel.
When the engine is running and the alternator is above battery voltage, current flows pretty direct to primary distribution point.
There's no drop in wire size for fusible links and just one connection.
One way to reduce the load and losses at the connection is to make it better. Another is to add a parallel wire through a grommet. It can be spliced in or added to the ammeter connection with a ring terminal.
Current then flows in parallel.
Or if the battery is being recharged.
The concept comes apart when more loads are added to a distribution point in the engine compartment.
We can draw that later if anyone is interested.
A real life example of moving the primary distribution to the engine side is AMC's revamp of the SJ Jeep wiring in 1986.
I've posted that here: 1986 AMC Jeep SJ Charging and Inition Wiring Diagram
It's not the best execution, but the strategy is OK.
Notice every circuit is protected from the battery grounding out. In this case by using fusible links.
