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This may not be 100% accurate, but I believe it is. Please point out any discrepancy.

All production 150's came with a 12v battery - 14v electrical system (a "15v" alternator[?] would still be part of a 12v-14v regulated system, but I don't think I've ever seen one rated as such).

1959 150 - came with a 20 amp generator.

1960 150 thru 1966 150F came with a 35 amp generator standard on Trainer, optional on other models. The IPC allows use of 35 amp generator/voltage regulator/circuits and circuit protection on 1959 thru 1966 models (BUT, all components in charging and other circuits must be appropriate for the load).

1964 150D and up - Battery mounted on firewall (previously mounted behind seat).

1967 150G and up - 60 amp alternator standard all models (only 60 amp alternators were ever listed in the IPC).

BTW, George, your 150H is a 1968 model by s/n. The FAA doesn't recognize "year model", only date of airworthiness certification. It was made airworthy in 1967, but it is still a 1968 model according to Cessna (just like there are 2013 model cars and trucks on the market in 2012). When ordering parts, make sure you use the serial number and order parts for a 1968 model.

The 1960's series 172's tracked closely with the 150's of the time in terms of equipment. I had a 35 amp generator & last year upgraded it to a Plane Power 50 amp alternator and solid state regulator. Plane Power guys was very easy to work with (unlike Jasco who seem uninterested). And, check to see if the Jasco doesn't require you to install an airscoop to keep it cool. I had to source a 50 amp gauge and found a pretty good one at a salvage yard.

I couldn't be happier with the PP alt. Solid voltage on the bus (unlike my generator) and all the power I can use.

Great upgrade, you save some weight too. It helps to have someone who *really* knows their stuff w/ electrics. I had Titus...'nuff said.