Recent content by 72RoadRunnerGTX

Have a look here, see if this answers any of your questions.

Just to be clear here, in the OP you said the 4-ways and brake lights are working, is that correct? When the 4-ways are on, the front lights are flashing at full intensity and not bleeding to the park or side marker lighting, no faint illumination at all? That the turn signal just stopped...

Electro-mechanical flashers do not require a ground to function, load dependent only. The loads need a good ground but if all four-way bulbs and the brake lights are working normally, can't be a ground problem at all. Would be trying another flasher, a two pronged electronic flasher in the...

If the brake and four ways lights are working, it can only be loss of keyed power at the switch (red wire). The turn signal flasher can be difficult to get to. You can verify this with much less work than trying to get at the flasher as a first step. Check for key-switched power at fuse (both...

Have you verified key-switched power at the fuse for the radio/turn signals? If the four ways and the brake lights work, it’s not a ground issue at all. The pictured column ground wire is for the horn switch and gear shift indicator, if equipped, only,

There has been some recent renewed interest in a modification I did years ago to incorporate an electrically heat assisted six-pack divorced choke using components from later Chrysler carburetor choke systems. Allows for a fully functional six-pack automatic choke while running a cold intake...

Specifically for a ’70, the solenoid power is doubled up at the ign1 terminal at one of the field connectors at the alternator, same circuit at the ballast resistor shown on the ’69 picture above. Interesting type-O, “Three-four barrel carburetors”?

The power for the solenoid is sourced from the Ignition 1 circuit in the engine harness, Ignition run position of the ignition switch. Should only “drop-down” or de-energize when the key is switched off.

The facts remain, for this discussion, the original factory specifications call for a 900-rpm curb idle speed and every six-pack left the factory with a functional idle solenoid to prevent run-on/dieseling. If your custom tune does not run-on, good for you. If your tune, be it close to original...

Doesn’t sound like a very stock motor or tune. Every stock six-pack I’ve owned or tuned in the last 50 years would tend to diesel without a functional correctly adjusted idle solenoid. As a matter of fact, anything requiring anything close to 900 rpm for a curb idle speed would diesel without a...

All OE six-packs came with idle solenoids as a stock correctly tuned (as factory spec’d) six-pack tended to diesel without one no matter what optional equipment or anything related to emissions control. Be sure the solenoid still functions and set as described in the FSM. Original replacements...

Another distributor for genuine Anderson Powerpoles is DX Engineering. A lot of knock-off Powerpoles products out there, especially on Amazon.

A common factory failure point/weak spot for these cars ’70 and up is the Molex connector terminals for the column mounted ignition switch. The subject keeps coming up time and again and is not directly related to bulkhead connectors or charging system issues. These under current rated terminals...

It’s been a couple of years now; pretty sure I sourced that water pump housing from 440source.com but it doesn’t have the logo on it like the current offering has it would appear. Mopar Performance, now Mancini Racing has a similar, aluminum housing well. Any of the driver’s side inlet housings...

No, that’s the original factory BB A/C configuration, the idler bracket is original, idler pulley is reproduction/replacement. Water pump pulley and 4-grove crank pulley is original. BTW, the six-pack air cleaner does in fact clear the standard sized Saden compressor using the pictured BPE brackets.