I looked it up. Probably should have done so before posting. But it says on Summit’s site it is for a C or D body 440 with the 60 amp alternator. I had a ‘68 New Yorker and a ‘68 Imperial that I pulled the 440’s out of back in the 80’s. They both were fully loaded with the power stuff, but I don’t remember them having having that box. So I guess they were 35 amp. The cop car I parted did have a big cast iron GM looking alternator. I think it’s up in the attic. That had all kinds of different stuff than the civilian cars. It had a straight through connection for the alternator to the amp gauge with no bulkhead disconnect.
Mine might have had that as well now that I think about it. I probably left it in the car as both my 70’s had the electronic, and I planned on upgrading my ‘68 road runner as well. I guess it’s pretty kool that you can still get a brand new one... that’s made in USA.
GM alternator regulator used a field relay terminal to initially energize the rotor and to operate the GEN indicator lamp. This feature was usec on their origional design, where the field connections plugged into the back of the unit. Later GM alternators with the internal regulator, plugged in the voltage reference connections in the SIDE o the alternator. Mopar sometimes used a Leece-Neville alternator on high current applications, which was significantly larger than the standard Mopar unit. YES.....the voltage regulator has nothing to do with the amperage generated by the alternator. Just my opinion of course......
Great choice for a pre 1970 MOPAR. This is the electronic equilivant of the MECHANICAL voltage regulator used on 1969 and older MOPAR cars using the single GREEN wire alternator field connection. The small black square transistor shown on the right side of the second pix, is the switching transistor to control the field voltage. It looks origional but works great....... Just my opinion of course.
I’m hoping it works! Probably Chinese... but it will bolt right in, in about ten minutes. I did contemplate using the heavy duty one. Then I thought if I’m going to drill for a different regulator, I’d go ‘70 and up like I put in my ‘68 wagon. I had a really clean engine harness I grabbed out of a rear ended ‘70 Coronet 4 door 318 car that only had 40k on it. The front end was perfect, and at the time I thought someone building a Superbird could you the fenders and hood. I went back a week later... and they had run it through the crusher.
