Avital 2000 Manual de usuario

Model 2000

Installation Guide

Rev. N/C 1.0

table of contents

Bitwriter™, Code Hopping™, DEI®, Doubleguard®, ESP™, FailSafe®, Ghost Switch™, Learn Routine™, Nite-

Lite®, Nuisance Prevention Circuitry®, NPC®, Revenger®, Silent Mode™, Soft Chirp®, Stinger®, Valet®,

Vehicle Recovery System®, VRS®, and Warn Away®are all Trademarks or Registered Trademarks of

Directed Electronics, Inc.

what is included

■The control module

■Two 2-button remote transmitters

■The plug-in status LED

■The plug-in Valet/program switch

■The 12-pin primary harness

■The 6-pin door lock harness

■The 2-pin starter kill harness

■The owner’s guide

■The installation guide

What Is Included . . . . . . . . . . . . . . . . . . . . . 2

Primary Harness (H1), 12-Pin Connector . . . . . 3

Door Lock Harness (H2), 6-Pin Connector . . . . 3

Starter Kill Harness (H3), 2-Pin Connector . . . 4

Primary Harness (H1) Wire Connection Guide. . 4

Plug-In LED and Valet/Program Switch. . . . . . . 7

Door Lock Harness (H2) Wire Connection Guide. . 8

Identifying the Door Lock System . . . . . . . . 8

At the Switch . . . . . . . . . . . . . . . . . . . . . 9

Type A Door Locks: Positive-Triggered,

Relay Driven System . . . . . . . . . . . . . . . . . 9

Type B Door Locks: Negative-Triggered,

Relay Driven System . . . . . . . . . . . . . . . . . 9

Testing Reversing Polarity Systems . . . . . . . 10

Type C Door Locks: Reversing Polarity System. 11

Type D Door Locks: Adding One or More

After-Market Actuators . . . . . . . . . . . . . . . 12

Type E Door Locks: Electrically-Activated

Vacuum. . . . . . . . . . . . . . . . . . . . . . . . . 13

Type F Door Locks: One-Wire System

(Cut to Lock, Ground to Unlock) . . . . . . . . 14

Type G Door Locks: Positive Multiplex . . . . . 14

Type H Door Locks: Negative Multiplex . . . . 15

Type A Progressive Door Unlock . . . . . . . . 17

Type B Progressive Door Unlock . . . . . . . . . 18

Starter Kill Harness (H3)

Wire Connection Guide . . . . . . . . . . . . . . . . 18

Transmitter/Receiver Learn Routine. . . . . . . . 19

To Advance From One Channel to Another . . 20

To Exit Learn Routine . . . . . . . . . . . . . . . 20

Transmitter Configuration . . . . . . . . . . . . . . 20

Operating Settings Learn Routine . . . . . . . . . 21

To Access Another Feature . . . . . . . . . . . . 22

To Exit the Learn Routine . . . . . . . . . . . . . 22

Features Menu . . . . . . . . . . . . . . . . . . . . . . 22

Feature Descriptions . . . . . . . . . . . . . . . . . . 23

Troubleshooting . . . . . . . . . . . . . . . . . . . . . 23

Wiring Quick Reference Guide . . . . . . . . . . . 24

primary harness (H1), 12-pin connector

The primary harness is the standard 12-pin harness used by DEI security systems. Two pins in the harness do not

have wires (H1/5 and H1/7). The functions of all the wires that are used in the primary harness are outlined in

this section. The wire connections are described in the Primary Harness (H1) Wire Connection Guide section.

______

door lock harness (H2), 6-pin connector

______

*NOTE: VIOLET and VIOLET/BLACK are common at the fuse holder.

VIOLET* UNLOCK #87 NORMALLY OPEN (INPUT)

BLUE/BLACK UNLOCK #30 COMMON (OUTPUT)

BROWN/BLACK UNLOCK #87A NORMALLY CLOSED

VIOLET/BLACK* LOCK #87 NORMALLY OPEN (INPUT)

GREEN/BLACK LOCK #30 COMMON (OUTPUT)

WHITE/BLACK LOCK #87A NORMALLY CLOSED

H2/A

H2/B

H2/C

H2/D

H2/E

H2/F

RED/WHITE (-) 200 mA CHANNEL 2 VALIDITY OUTPUT

RED (+)12V CONSTANT POWER INPUT

BROWN (-) HORN HONK OUTPUT

YELLOW (+) SWITCHED IGNITION INPUT

BLACK (-) CHASSIS GROUND INPUT

BLUE (-) 200 mA SECOND UNLOCK OUTPUT

BLACK/WHITE (-) 200 mA DOMELIGHT SUPERVISION OUTPUT

WHITE/BLUE (-) 200 mA CHANNEL 3 VALIDITY OUTPUT

WHITE (+) LIGHT FLASH OUTPUT

ORANGE (-) 500 mA GROUND-WHEN-ARMED OUTPUT

H1/1

H1/2

H1/3

H1/4

H1/5

H1/6

H1/7

H1/8

H1/9

H1/10

H1/11

H1/12

starter kill harness (H3), 2-pin connector

______

primary harness (H1) wire connection guide

This wire supplies (-) ground as long as the system is armed. This output ceases as soon as the system is dis-

armed. This wire can be used to turn on an optional sensor or to ready an optional accessory, such as a pager module.

This wire should be connected to the (+) parking light wire. This output is protected with a 10 amp fuse. Never

increase the value of the light flash fuse. If more current is required, use an external relay.

NOTE: When connecting this wire to a (-) parking light wire, a relay is required. See the following

diagram for the relay application.

H1/2 WHITE (+) light flash output

H1/1 ORANGE (-) ground-when-armed output

BLACK STARTER KILL OUTPUT

BLACK STARTER KILL INPUT

H3/1

H3/2

This wire provides a (-) 200 mA output whenever the transmitter code controlling Channel 3 is received. This

output will continue as long as that transmission is received. Use for options such as 551T Valet® Start system,

529T or 530T power window controllers, etc.

IMPORTANT! Never use this wire to drive anything except a relay or a low-current input! The tran-

sistorized output can only provide 200 mA of current, and connecting directly to a solenoid, motor,

or other high-current device will cause it to fail.

Connect this wire to the optional domelight supervision relay as shown below:

IMPORTANT! This output is only intended to drive a relay. It cannot be connected directly to the

domelight circuit, because the output cannot support the current draw of one or more light bulbs.

This output is used for progressive door unlock. A progressive unlock system unlocks the driver's door when the

unlock (disarm) button is pressed and unlocks the passenger doors if the unlock (disarm) button is pressed again

within 15 seconds after unlocking the driver's door. The BLUE wire outputs a low current (-) pulse on the second

press of the unlock button of the transmitter. This negative unlock output is used to unlock the passenger doors.

Please refer to the Type A Progressive Door Unlock and Type B Progressive Door Unlock diagrams in the Door Lock

Harness (H2) Wire Connection Guide section of this manual.

Connect the H1/8 BLACK wire to bare metal, preferably with a factory bolt rather than your own screw (screws

tend to either strip or loosen with time). We recommend grounding all your components to the same point in

the vehicle.

H1/8 BLACK (-) chassis ground connection

H1/6 BLUE (-) 200mA second unlock output

H1/4 BLACK/WHITE (-) domelight supervision relay output

H1/3 WHITE/BLUE (-) channel 3 output

Connect this wire to an ignition source. This input must show (+)12V with the key in run position and during

cranking. Make sure that this wire cannot be shorted to the chassis at any point. This wire will trigger the system

if the ignition is turned on before the unit is disarmed (doors unlocked with the remote). It will also honk the

vehicle’s horn and flash the parking lights (if connected).

NOTE: Feature 4 (Security Features) must be turned on in order for this wire to trigger the system.

See Features Menu section of this guide.

This wire supplies a (-) 200 mA output that can be used to honk the vehicle horn. It outputs a single pulse to

confirm that the doors are locked if the lock button on the remote is pressed more than once. It also outputs

two pulses to confirm that the doors are unlocked if the unlock button on the remote is pressed more than two

times. This wire also outputs pulses for 30 seconds whenever the Panic Mode is activated. If the vehicle has a

(+) horn circuit, an outboard relay can be used to interface with the system, as shown in the following diagram.

H1/10 BROWN (-) horn honk output

H1/9 YELLOW (+) ignition input

Before connecting this wire, remove the supplied fuse. Connect to the positive battery terminal or the constant

12V supply to the ignition switch.

NOTE: Always use a fuse within 12 inches of the point you obtain (+)12V power. Do not use the

15A fuse in the harness for this purpose. This fuse protects the module itself.

When the system receives the transmitter code controlling Channel 2 for longer than 1.5 seconds, the red/white

wire will supply an output as long as the transmission continues. This is often used to operate a trunk/hatch

release or other relay-driven functions.

IMPORTANT! Never use this wire to drive anything but a relay or a low-current input! The transis-

torized output can only supply 200 mA of current. Connecting directly to a solenoid, motor, or other

high-current device will cause it to fail.

plug-in LED and valet/program switch

The LED and the Valet/Program switch both plug into the control module. The status LED plugs into the white

two-pin port, while the Valet®/Program switch should be plugged into the blue two-pin port. The status LED and

Valet®/Program switch each fit into 9/32-inch holes.

Status LED Valet®/Program Switch

H1/12 RED/WHITE channel 2, (-) 200mA output

H1/11 RED (+)12V constant power input

door lock harness (H2) wire connection guide

The system has door lock relays on-board, and can directly interface with most electric power door lock systems

drawing 30 amps or less. It can also drive aftermarket actuators directly. (Some vehicles require that an after-

market actuator be added to the driver’s door to allow system control, see Type D wiring section).

The easiest way to determine which type of door lock system you are working with is to remove the master

locking switch itself, which is usually on the driver’s door or on the center console. Once you have determined

which type of factory door lock circuit you are working with, and the color codes of the switch wires to be used,

you can usually simplify the installation by locating the same wires in the vehicle’s kick panel. If no central

locking switch is found, the installation may require a door lock actuator.

NOTE: Always retest the wires in the kick panel to be sure they function the same way as the wires

on the switch.

There are eight common types of door lock circuits (some vehicles use more unusual systems):

■Type A: Three-wire (+) pulse controlling factory lock relays. Most GM, some Ford and Chrysler, 1995 Saturn,

some new VW, newer BMW.

■Type B: Three-wire (-) pulse controlling factory lock relays. Most Asian vehicles, early Saturn, some BMW and

Porsche.

■Type C: Directly-wired reversing-polarity switches. The switches are wired directly to the motors. This type

of system has no factory relays. Most Fords, many GM two-doors cars and trucks, many Chryslers.

■Type D: Adding one or more aftermarket actuators. These include slave systems without an actuator in the

driver’s door, but with factory actuators in all the other doors. Type D also includes cars without power locks,

which will have actuators added. All Saabs before 1994, all Volvo except 850i, all Subaru, most Isuzu, and

many Mazdas. Some mid-eighties Nissans, pre-1985 Mercedes-Benz and Audi.

■Type E: Electrically-activated vacuum systems. The vehicle must have a vacuum actuator in each door. Make

sure that locking the doors from the driver's or passenger side using the key activates all the actuators in

the vehicle. This requires a slight modification to the door lock harness. Mercedes-Benz and Audi 1985 and

newer.

■Type F: One-wire system - cut to lock, ground to unlock. This system is found in late-model Nissan Sentras,

some Nissan 240SX, and Nissan 300ZX 1992 and later. It is also found in older Mitsubishis, and some early

Mazda MPV’s.

■Type G: Positive (+) multiplex. This system is most commonly found in Ford, Mazda, Chrysler and GM vehi-

cles.

■Type H: Negative (-) multiplex. The system is most commonly found in Ford, Mazda, Chrysler and GM vehi-

cles. The door lock switch or door key cylinder may contain either one or two resistors.

identifying the door lock system

■Three-wire switches will have either a constant ground input or a constant (+)12V input, along with the

pulsed lock and unlock outputs to the factory relays.

■Many BMW’s and VW’s have no external switch. The switches are inside the actuator, and instead of pulsing,

the proper wires will flip-flop from (+)12V to (-) ground as the door locks are operated.

■Direct-wired switches will have a (+)12V constant input and one or two (-) ground inputs, along with two

output leads going directly to the lock motors.

This system is common in many Toyota, Nissan, Honda, and Saturn models, as well as Fords with the keyless-

entry system (some other Fords also use Type B).

The switch will have three wires on it, and one wire will test ground all the time. One wire will pulse (-) when

the switch locks the doors, and the other wire will pulse (-) when the switch unlocks the doors. This type of

system is difficult to mistake for any other type.

type B: negative-triggered, relay-driven system

type A: positive-triggered, relay-driven system

at the switch

Use these instructions if the power door lock switch has four or five heavy-gauge wires. This type of switch has

two outputs that rest at (-) ground.

IMPORTANT! To interface with these systems, you must cut two switch leads. The relays must dupli-

cate the factory door lock switches’ operation. The master switch will have one or two ground inputs,

one (+)12V input, and two switch outputs going directly to the slave switch and through to the

motors. These outputs rest at (-) ground. The lock or unlock wire is switched to (+)12V, while the

other wire is still grounded, thus completing the circuit and powering the motor. This will discon-

nect the switch from the motor before supplying the motor with (+)12V, avoiding sending (+)12V

directly to (-) ground.

It is critical to identify the proper wires and locate the master switch to interface properly. Locate wires that

show voltage when the switch is moved to the lock or unlock position. Cut one of the suspect wires and check

operation of the locks from both switches. If one switch loses all operation in both directions then you have cut

one of the correct wires and the switch that is entirely dead is the master switch. If both switches still operate

in any way and one or more door motors have stopped responding entirely, you have cut a motor lead. Reconnect

it and continue to test for another wire. Once both wires have been located and the master switch identified, cut

both wires and interface as described in the following paragraphs.

WARNING! If these wires are not connected properly, you will send (+)12V directly to (-) ground,

possibly damaging the system or the factory switch.

testing reversing polarity systems

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