Things you Find

Wagon of Death said
LHD still, and yes 68 Barracuda....new harness would probably make sense but it appears I wouldnt be using most of it anyway, dont need any of the alternator wiring, nor the water temp switch, the oil pressure switch , the distributor/coil wiring, thats all covered with the MSD, gauges all Autometer...Im tipping the voltage reg is unused too now...Ill have to look at the wiring diagram to see if the wiring for that needs to be a complete "circuit" ... the One Wire fom the alternator was straight to the battery, soon to be to the starter motor pole, so I wont be using the alternator wire through the bulkhead, also the fusible link joins to that spade connector also in the photo that I think goes back to the starter relay, Ill test that in the morning...if this is the case, wouldnt that be the power feed to the back of the dash?

And Michael...the 360 is a retro fit, mine was originally a slant 6 car, with a V8 factory harness added it seems

Well I'm not sure what you got there now.
In the factory scheme, the one fusible link protects everything but the starter relay and starter from a battery short to ground.
The alternator provides power to everything without a fusible link restricting flow, except battery charging.

I don't know what the advantage is of taking the alternator wire to the starter.
The disadvantage is subjecting it to more heat.
Any connection between to the battery ought to be protected with a fusible link or equivalent.
One factory method used a terminal block on the firewall. Maybe that will give you some ideas for an approach for your situation.

Oddly, for some reason they used the bulkhead connector for the power feed and disconnected the ammeter to main splice wire. In another, later, approach they disconnected at the bulkhead and used the ammeter post. Its a parallel feed so doesn't hurt if both are connected. One 16 ga fusible link still protects all the 12 and 14 ga wires as well as the alternator output wire.