Ok, for all you 'experts' concern about running all the current up to the dash, into the ammeter and back to the loads, this is a fallacy. The only heavy current for the ammeter needed is the known resistance shunt bar. The tiny wires for the EMF sensing the current can be in the dash, while the shunt bar is anywhere you want.
The best setup would be the shunt bar just in front of the +batt terminal. With the key off, and circuit 30 and 15 not powered, the shunt bar would have no current flow, so no EMF produced across it to deflect the 'ammeter' in the dash. When the key is on, and the 30 bus is energized, there would be a very slight deflection to negative on the ammeter, showing the key loaded currents. AFter the engine is running, and the gen/alt is charging, it will show a slight + indication as the batt is charged.
So, there's no need for all that heavy wiring, just the wire from the batt to the loads needs to pass through the shunt which could be mounted anywhere, preferably near the batt. The current to drive the 'ammeter' remotely is in the microamps.
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Today's Featured Article - Tractor Profile: Allis-Chalmers WD45 (Gas Version) - by Staff. Beginning production in 1953, the WD45 had the same general look as the WD tractor which was produced earlier - but was much more powerful. This was due to the new 4-cylinder "Power Crater" gasoline engine with a 4 x 4-1/2 inch bore and stroke. Some people feel this was one of the most significant tractors offered by Allis-Chalmers in those days. Nothing in its weight or power class could match its performance. In 1954 they began offering the WD45 with the new "Snap-Coupler&quo
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