Hi Don .. On I phone now .. Longer response later . I just want to point out that when charging increases ( in amps ) the voltage at the ign terminal of VR rises .. And the VR then cuts back . How much it cuts is a parameter G ( gain) and a time delay ( how fast ). ( complicated and for later ) . But anything that lets that voltage right there rise more than normal per amp of charge will cause cycling . That means bulkhead connectors ( replace with #10 solid wire on cars trucks with them --endemic problem 70's dodge trucks--wire burns at poor contact flag terminal ) and block to frame ground jumper is critical . I have used in adition two wire (-) cables , grounding battery (-) to body at radiator . Also a battery with high internal resistance (old) adds to this . It is somewhat normal . Design of regulator , especially time constant , any added loads on ignition terminal etc . I have had miswiring of ballast resistor where vr is fed off wrong end (lower v = excessive charge!) and had swapped wires on new ign switch ( ign s and s, 67 dart ) cause problems . Many cars have been messed with . A more powerful ( thicker core ? ) alternator will output more amps for same field v . That can screw up G factor . Cause overshoots in Vand cycling as it ( correctly) cuts back as V goes up too fast . Understanding how it works is step one ? A simple thing like poor battery post connections can cause this . Adding loads ( headlights ) damps the rise in V .. it may calm down . Diodes are good or bad .. Ohmmeter test finds that but have to be free of winding . On Jun 12, 2015, at 10:22 AM, "'Don Verity' d.verity@xxxxxxx [Chrysler300]"<Chrysler300-noreply@xxxxxxxxxxxxxxx> wrote:
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