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Even if I had a 60A now I would run the alt output directly to the batteries, the only reason this was done was in the original (60A) configuration the PCB (protection control box) would protect the system in-case somebody connected the batteries backwards. In the case of the alternator it would...

Those contactors fail all the time on 60A installations, pushing it to 100A would not be wise.

That was my point, not running the 100/200/300A charging current through the run relay/contactor. The instructions are very clear about abandoning the #568 wire and using the 5A for ign. sense in the 200A installation instructions. The 100A uses the same regulator and should be wired the same...

Here is how the 200A is wired, the 100A should be wired the same way, notice that 568 and 5A both go to the ign. sense terminal BUT you will notice the X on the 568 wire, that means it is not connected in this application. EDIT, what this chematic does not show is there should also be a heavy...

The relay that is burned up in your start box is easy enough to replace but of course you need to run the 100A output terminal directly to the batteries with a large enough wire to handle 100A

The ign. sense wire 568 and the old 60A charge wire 5A are both powered by the same relay, when converted to 100/200/400A alt. the wire 5A should go to ign. sense and the wire 568 should be taped off and abandoned. The reason the 5A is switched to ign. sense is because the wire 568 will not...

The reason the fan will not run is because the voltage going to the 60A alt (wire 5A) is controlled by the same relay the powers the fan and it is fried because the 100A alt has been charging the batteries through it.

The 60A alternators output went through a start box relay so there was no voltage on the output terminal unless the vehicle was in the run position. When it was converted to 100A there should have been a large wire run directly from the alternator output terminal to the batteries, the start box...

What is shown in the fist image at the top is 568 being cut (you can see the X on it) and what you don't see is 5A (just out side of view) also connected to the IGN. terminal, this is as the conversion instructions that came with the conversion kit say to do. 568 is the original IGN. lead for...

The original charge wire (5A I believe) coming from the EESS is used on the 200A conversion to excite the alternator so you for sure do not want to remove it. If the alternator is a 200A and is not charging check to make sure there is 24V at the large output stud and if it does make sure there...