Battery Miantainer

[LouG]

I went to hardwire mine onto the Mustang, looking at the manual it goes into great depth about the battery control system. This made me hold back in case the constant low voltage/amps input from the maintainer interferes with it.
Who's fitted one? On the battery or the red covered connector front right engine bay? Any probs?

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[Skye]

https://www.mustang7g.com/forums/threads/ford-performance-5-0-charger-maintainer.168934/

^ This is a thread has several references and feedback.

When the vehicle is powered off, the Body Control Module (BCM) runs a routine which confirms the battery's State of Charge (SoC). When the vehicle is in operation, the BCM monitors the interaction of the alternator, Powertrain Control Module (PCM) and various loads. In general, the Battery Management System (BMS) is like the Oil Life Monitor (OLM), but for the battery.

Tenders can be installed and used without interfering with BMS. Problems often occur when attachments are made directly to the battery; this can bypass the Hall Effect sensor located on the negative battery cable. The Hall sensor is what monitors the battery's SoC, charge and discharge of the battery.

While the positive tender lead (+) can be attached directly to the battery or fuse panel position, the negative tender lead (-) should be attached to a chassis ground. Most tie it down on the strut tower ground.

By attaching to a chassis ground, the electrons leaving the tender and being sent towards the battery must take the path involving the Hall sensor. This allows the BCM to correctly monitor the charging and SoC of the battery.

Edit,

Two examples.

In the first, tender leads are attached directly to the battery posts. Electrons leaving the tender and going into the battery are not accounted for by the BMS. Further, the charging current on the battery side of the system could be believed by BMS that the battery is discharging.

In the second, (+) tender lead is on the battery, while the (-) is on the chassis. Now, any electron movement is accounted for by BMS. In a sense BMS sees this charging force just like it does when the alternator is charging the battery.

 

[Starship Enterprise]

I use the alligator clamps for my tender. I pull the red cover off the + terminal and there’s a nice flat blade to clip on to. Then up and to the left is an isolated ground post. It literally takes me 5 seconds.

 

[LouG]

https://www.mustang7g.com/forums/threads/ford-performance-5-0-charger-maintainer.168934/

^ This is a thread has several references and feedback.

When the vehicle is powered off, the Body Control Module (BCM) runs a routine which confirms the battery's State of Charge (SoC). When the vehicle is in operation, the BCM monitors the interaction of the alternator, Powertrain Control Module (PCM) and various loads. In general, the Battery Management System (BMS) is like the Oil Life Monitor (OLM), but for the battery.

Tenders can be installed and used without interfering with BMS. Problems often occur when attachments are made directly to the battery; this can bypass the Hall Effect sensor located on the negative battery cable. The Hall sensor is what monitors the battery's SoC, charge and discharge of the battery.

While the positive tender lead (+) can be attached directly to the battery or fuse panel position, the negative tender lead (-) should be attached to a chassis ground. Most tie it down on the strut tower ground.

By attaching to a chassis ground, the electrons leaving the tender and being sent towards the battery must take the path involving the Hall sensor. This allows the BCM to correctly monitor the charging and SoC of the battery.

Edit,

Two examples.

In the first, tender leads are attached directly to the battery posts. Electrons leaving the tender and going into the battery are not accounted for by the BMS. Further, the charging current on the battery side of the system could be believed by BMS that the battery is discharging.

In the second, (+) tender lead is on the battery, while the (-) is on the chassis. Now, any electron movement is accounted for by BMS. In a sense BMS sees this charging force just like it does when the alternator is charging the battery.

Great stuff, that's what I was trying to get my head around.

 

[turtletim]

I have used a generic 1.25A tender with small alligator clamps. Attached clamps to the positive terminal outside the battery box and the negative post provided outside as well. Worked fine as designed as far as I can tell. The manual says you can use those locations as well.

 

[alscar]

I went to hardwire mine onto the Mustang, looking at the manual it goes into great depth about the battery control system. This made me hold back in case the constant low voltage/amps input from the maintainer interferes with it.
Who's fitted one? On the battery or the red covered connector front right engine bay? Any probs?

Fwiw I had the Dealer ( I discussed it with the workshop Manager ) connect my CTEK adapter directly to both battery terminals as I have done with most of my other cars.
Simple plug in at that point without any need to get to the battery itself.

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