Bill wrote:
<<<<<<Rubbish! The wiring diagram for the 1966 Imperial engine compartment
is
basically the same as 1965 :
When the ignition is in the START position, the power runs from the IGN 2
connector on the ignition switch via a 12-gauge brown wire to the bulkhead
connector. From the bulkhead connector, a 12-gauge brown wire runs to the
12-gauge dark blue wire which runs from the ballast resistor to the coil,
thus bypassing the ballast resistor.
When the ignition key is returned to the ON position, power runs from the
IGN connector on the ignition switch by a 12-gauge dark blue wire to the
bulkhead connector. On the engine side, a 12-gauge dark blue wire runs to
the ballast resistor. Power runs through the ballast resistor, then via a
12-gauge dark blue wire to the coil.
According to the 1966 parts catalogue, the 1966 Imperial ballast resistor
was part # 2275 590. The same ballast resistor was used on Imperials in
1965, 1964, 1963, and 1962. And this same ballast resistor was used on ALL
Chrysler Corporation cars, regardless of engine, from 1962 through 1966,
plus the 1961 Valiant and Lancer. It also replaced part # 2196 316 as the
ballast resistor on the 1960 Valiant.
Do not have parts catalogues past 1966, so I do not know what was used after
1966. I suspect, though, the same ballast resistor was used in 1967 and
1968>>>>
I may have gotten a bit off track myself, I thought the
original subject vehicle was a 1969, but you are correct
it was a 1966 model. The 1966 wiring diagram, unlike the 67 & later, does
show a bypass circuit; however, you would need to check the car to be sure,
as Chrysler specified the 2095501 temperature compensated resistor
on some models before 1967 as well. When the temp compensated resistor is
used
no bypass is required, or fitted. The 67 wiring diagrams do not show the
bypass circuit. As you indicated, to check a specific car, look at the
bypass resistor and
note how many wires are connected to the
DISTRIBUTOR SIDE spade terminal. If there is a bypass circuit there will be
two wires; if not, there will be only one wire, which goes directly to the
distributor. Be careful about making assumptions based on published wiring
diagrams for any year, they are notoriously inaccurate in the details on
occasion, even the factory published ones. . Use the diagram as a guide and
check the car. Also, making assumptions about 67-68 models based on 66 info
is ill advised, as they are entirely different cars. By the way, there is
no penalty in using the temperature compensated resistor in a bypass
equipped car, but the converse, using a conventional ballast resistor in a
non-bypass car, could cause hard cold starting due to the low coil primary
voltage. Hope this helps and sorry for any confusion.
regards
Roger and Michael
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