CENTRAL DOOR LOCKING

CENTRAL LOCKING

INDEX


GENERAL........................ PAGE 3

NEGATIVE SWITCHING................ PAGE 4

POSITIVE SWITCHING................ PAGE 4

REVERSE POLARITY SWITCHING......... PAGE 5

MERCEDES BENZ VACUUM SYSTEM........ PAGE 5

ONE WIRE SYSTEM................. PAGE 6

ADDING AFTERMARKET DOOR MOTORS...... PAGE 7


CENTRAL DOOR LOCKING

CENTRAL LOCKING - GENERAL


CentraI Iocking wires - This is an area which a lot of installers find most frustrating. The trick
is to identify which sort of system is employed in the vehicle.

Basically there are only a handful of different factory door lock circuits which fall into distinct
categories, such as Negative PuIse, Positive PuIse, and Reverse PoIarity. A few systems
use Vacuum and/or Vacuum/eIectric designs. More recently there are some vehicles which
use a singIe wire system, with an open circuit to lock and a negative pulse to unlock (or visa
versa), or dual voltage switching.

The first thing to do is establish that there is a solenoid in the driver's door. As a general rule
of thumb, if you can fully lock the whole car by using the key in the front passenger door, or if
there is a switch inside that will do the same, then there will be no need to install an extra
solenoid in the driver's door.

The next thing to do is establish which switching system is employed. Remember that all your
interface has to do is duplicate the action of the factory door lock switch(es), even if they are
located in the door lock actuators themselves. Using your multimeter, find out what is
happening on the central locking wires. Then test which wires you think are the correct wires
using a 5A fused wire for negative or positive switching. That way if you've got the wrong
wires, all you will do is blow the fuse and not the central locking control module. As a general
rule, switching wires are usually thin wires and motor wires are of thicker gauge.

f the security system you are installing does not have on-board central locking relays, but
instead has Iow current negative output wires, take care when trying to connect to some
negative switching systems. Some cars require a high current negative pulse to work the
central locking, so you will require additional relays if these are not included in the alarm
system.

f you find it appears to be neither negative or positive, then it may be reverse polarity. This will
involve cutting the two solenoid control wires and putting them through the normally closed
contacts of the alarm interface relays, wired so that the alarm will break the contact and feed a
positive pulse to the door solenoid for lock and unlock. The factory switch will then operate the
other doors. Some installers refer to this as the "flow through method.

Some interfaces will require the addition of a solenoid to lock the driver's door at the same
time as negatively switching the central locking control module in the vehicle, e.g. some Volvo
and Nissan models.


The foIIowing diagrams wiII show how to wire up additionaI reIays for
the centraI Iocking function to operate from systems that have a Iow
current negative output, eg. MX200, MAP1100S, MX40.
For aII other modeIs that have on-board centraI Iocking reIays pIease
refer to the PDF fiIe "centraI door Iocking diagrams" on the web site.

IMPORTANT: ALWAYS ADD A FUSE TO THE NORMALLY OPEN WIRES FOR CDL EVEN
THOUGH ONE MAY NOT BE SUPPLIED WITH THE ALARM.

CENTRAL DOOR LOCKING

30
87
86 85
87a
87
85 86
87a
12 V Fused
(-) Door Unlock Trigger
Factory
Door Lock
Module
NEGATIVE TRIGGER DOOR LOCKS
Door Lock Motors
Door Lock Switch
These relays may be
on-board the alarm
module
30
.
. .
.
.
.
(-) Door Lock Trigger







POSITIVE TRIGGER DOOR LOCKS
30
87
86 85
87a
87
85 86
87a
12 V Fused
(-) Door Unlock Trigger
Factory
Door Lock
Module
Door Lock Motors
Door Lock Switch
These relays may be
on-board the alarm
module
12 v
30
(-) Door Lock Trigger
. .
.
.
. .
.



CENTRAL DOOR LOCKING

30
87
86 85
87a
87
85 86
87a
(-) Door Lock Trigger
12 V Fused
(-) Door Unlock Trigger
REVERSE POLARITY DOOR LOCKS
Door Lock Motors
Driver`s Door Lock Switch
These relays may be
on-board the alarm
module
30
.
12 v
.
.
.
.
.
.
.
.
.
.
.
.
Cut Factory Wires
Passengers Lock Switch
Driver`s Side is Master Switch
.





Cut Iactory wires close to
pump
MERCEDES BENZ VACUUM SYSTEM
87
86 85
87a
30
87
86 85
87a
30
(-) Door Unlock Trigger
(-) Door Lock Trigger
Factory Vacuum Assembly
(Usually Iound in boot or under the
back seat)
Black/Yellow
Yellow
Brown
.
.
To Factory Fused 12 V
R
e
d
B
l
u
e
G
r
e
e
n
.
Blue
Green
These relays maybe on-board the alarm module


CENTRAL DOOR LOCKING

(-) Door Lock Trigger
ONE WIRE DOOR LOCKS
30
87
86 85
87a
12 V
(-) Door Unlock Trigger
Factory
Door Lock
Module
Door Lock Motors
Door Lock Switch
This relay may be
on-board the alarm
module
Cut Factory Wire
.
This system uses an open circuit to lock and a negative pulse to unlock.
Some systems are reversed.
.
.
.


ADDING AFTERMARKET DOOR SOLENOIDS
12 V Fused
30
86 85
87a
87
30
86 85
87a
87
.
.
.
.
.
(-) Door Lock Trigger
(-) Door Unlock Trigger
These relays may be
on-board the alarm
module



f you have established that there is no solenoid in the driver's door, then mount one in the
door with the following considerations:
- Make sure that the solenoid operates freely with the rod connected to the door lock rod, and
is pulling on the right angle.
- Protect the solenoid from possible water damage.
- t is recommended that you use "Loctite on the attachment block screws, and do not over
tighten them, as you may just break the block.
- Make sure that the window goes up and down without contacting the solenoid or loom.
- Use the existing wire tubing to run the solenoid wires into the car. Where possible use
factory type connector pins and spare holes in the door connector blocks.
- Do not run the wires out between the door trim panel and the door frame. f it is too difficult
to run them through the factory boot do not run them straight across to the door frame as
they will eventually break over a period of time. nstead run them on an angle to minimise
the flex. f necessary drill a new hole in the door frame making sure to use a rubber
grommet and anti-corrosion chemicals.
- Do not put the door trim panel back on the door until after you have tested the operation of
the solenoid. Also check the operation once the trim panel has been put back on. Make sure
that there is no binding of the solenoid or the rod.