No fusible link was part of the recall wire as I recall, not really needed there to parallel the alternator output feed to splice 1. In the stock system, stock alternator, the battery is the only source of power with enough current potential to light up the 12 ga unfused wiring in the event of a short circuit. The stock fusible link would blow on a short in either alternator feed wires.
I had to wrap my head around it, but once I did, I understood. Your wiring diagram helped with that.
Didn’t think about it at the time, I could have emphasized in the videos more, this C-body recall approach as an alternative to the “Shunt wire” (direct alternator to battery) by-pass on other platforms as well that use that same fuse box. Includes ’70-74 E-bodies, ’71-74 B-bodies. A little more work for the older fuse boxes but could be done. Pretty simple to install, relieves much current stress on the single alternator feed Packard terminals, retains the factory circuit protection, and does not mess with the ammeter accuracy.
There's no reason why this can't be applied to other bodies. As you say, those are the easiest ones to do.
Yes, the engineers that created original design for that bulkhead charge path connection got it right. The early sixties bulkhead screw terminal connector. Aways believed the bean counters made the call to use Packard’s instead, likely saved a fraction of cent and a few seconds on the assembly line per car. Then again, nothing about these cars was ever designed to last more than a few years, until the next trade-in.
