Hey,
OK, so I went through my stock harness and found some interesting things. For example, my car was already converted to the one-wire style of alternator. I'm using a CS130 now so I have a bit of work to do on that end (due to a different style plug than the SI style plug that's on there now). Here's my problem...
My alternator harness has a total of three wires coming out of the SI-style plug. Two of them join together into one wire, and that wire has a ring connector on the end. The third wire is connected to the horn relay. All three wires look to be pretty large gauge...maybe 10 gauge or so.
Another one of the wires coming off the horn relay is very long and has a ring connector on the end.
I do not have a wire that comes from the starter solenoid to my coil. I do have the pink resistor wire that comes from the firewall, though. Is that sufficient? I thought that two wires went to the coil. One that sends a full 12v when you turn on the key and energize the starter (to charge the points) and one from the firewall that is a lower voltage (7 or so) so the points aren't burned.
I show on my wiring diagram that three wires connect to my starter solenoid. A yellow (which I don't have) that connects to the coil. A brown that connects to a second terminal and a large gauge purple. Thus, I only have a 12g purple, one brown, and two large ring-terminal red ones. I'm assuming that both ring terminal wires (from the horn relay and alternator) go to the bat(+) terminal on the solenoid and the brown and purple connect together on the switch?
I hope this makes sense. This is how I've wrapped my mind around it. The CS130/SI series of alternators are much higher output than the old units from the factory. Whoever converted my car to a V8 understood that the alternator could fry the stock wiring. Thus, they doubled up the wires to deal with the voltage. Am I off-base?
Thanks for the help. I appreciate it. If I can get this sorted out my car should be running permanently this week.
Thanks,
Colin