Borg Warner 1356 PTO Style Transfer Case [Canada]

I've seen the documentation on the function I called "PTO", but didn't find it just now when I was looking.  Perhaps Bill will chime in.

And, I'll be using a '96 EEC-V ECU.  If I remember correctly it is from a 351W, but it'll be told that it is working with a 460.

Truth be told, I've lost track of the documentation and plans I'd put together.  But, I do hope to get back to that early next year.

As for free energy, I'm not at all suggesting I'll get 130 amps out of the alternator at idle.  Just that I don't want to have to run the engine at 3000 RPM to get full output from the alternator.  And the "PTO" function that I'm remembering, although my rememberer isn't what it used to be, raises the "idle" speed enough that a 3G will be delivering more than the current 60 amp 1G could deliver at full tilt.

Steve83 wrote

Do you have any documentation on an EEC-IV PTO function?

I've been tracking it down, but still have further to go.  I found some interesting things in my 1996 EVTM and a book I have called Professional Technician's Seminar (A Service Of Standard Motor Products) 1996 Ford Engine Performance.

One thing that I've noted is that the '96 EVTM says the circuit in question is:

Not used on the 4.9L

Used on the 5.0L & 5.8L under 8500, and it is called Customer Use, is Circuit 323, has a LB/Y wire, and is on pin 4

Is not used on the 5.8L o/8500; 7.5L o/14,000 49 State; or 7.5L Super Duty 50 States.  And pin 4 is IDM, not Customer Use

Is used on 7.5L California F250/350, is called Power Take Off Circuit, is circuit # 323, LB/Y, and is on pin 4

But, even on those where the circuit is used it is not shown in the schematics in the EVTM.

As for the PTS book, it shows pin 4 used as "PTO (M)" for all of the engines on the pickups, and it gives some voltages for testing purposes in various conditions.  Further, there is a diagnostic procedure on the circuit as well as a diagram showing pin 4 to a switch and the other side of the switch going to Ignition Start/Run, meaning 12v.  And, it says that the switch is "aftermarket installed", which might be why it doesn't shown in the EVTM.  In addition, it says "PTO signals to the PCM that additional load is being supplied to the engine."

And, I found this on the Super Motors website:

The '96 V8 "Customer Use" pin #4 (323 LB/Y) is for a PTO indicator light circuit to change EEC strategies & self-diagnostics for stationary hi-RPM use.
https://fordbbas.com/non-html/1997/c24_25_p.pdf
POWER TAKE-OFF CIRCUIT INSTALLATIONS REQUIRES:
  1) VOLTAGE WHEN PTO IS OPERATING
  2) VOLTAGE OFF WHEN PTO IS OFF, OR WHEN IGNITION IS OFF
  3) PCM / PTO CIRCUIT MUST BE ELECTRICALLY ISOLATED FROM THE SOLENOID, OR PCM DAMAGE COULD RESULT

1. Splice circuit 640, R/Y, located on the driver side under the instrument panel, labeled "Power Take-Off Circuit," to the body builder installed wire that connects to the positive side of the PTO indicator switch or PTO control relay.
2. Splice circuit 323, LB/Y, located on the driver side underhood, labeled "Power Take-Off Circuit," to the body builder-installed wire that connects to the positive (Switched) side of the PTO indicator light.
Failure to properly connect this wire may result in erroneous emissions codes and illumination of the "Check Engine" light during PTO operation.

In electrically actuated systems, the wire labeled "Power Take-Off Circuit," must be isolated from the solenoid or PCM DAMAGE COULD RESULT.

Gary Lewis wrote

Is not used on the 5.8L o/8500; 7.5L o/14,000 49 State; or 7.5L Super Duty 50 States.  And pin 4 is IDM, not Customer Use
...
But, even on those where the circuit is used it is not shown in the schematics in the EVTM.

Right: those heavy trucks are not OBD-II (EEC-V); they're EEC-IV, so they don't have that circuit, programming, or NEED for either.  The purpose of that input is to tell the EEC not to worry about emissions because the truck isn't on the road.  The PTO function is intended to be used only when the truck's engine is driving stationary equipment, like a generator or a truck-mounted hydraulic crane (like for utility work).  So all the OBD-II-required emissions monitoring is temporarily disabled.

And since the factory didn't connect anything to that pin (other than a taped wire), there's nothing to show in the EVTM.

Gary Lewis wrote

And, I found this on the Super Motors website...

Yes, that's what I found a few years ago, and added to that caption.

Steve - I'd not noticed that the 5.8L o/8500, 7.5L o/14000, and the 7.5L Super Duty 50 States didn't have OBD-II.  But, you are right, the EVTM shows a 6-pin data link connector for those instead of the 16-pin OBD-II.

Things are going to get "interesting" as I start marrying the computer to the wiring harness.  I currently have a '96 5.0L/E4OD computer and a '96 California wiring harness.  I'll have to check to see what vehicle the computer came from to make sure it supports Customer Use/PTO.  And, it looks like I'll have to move a number of pins around on the CA harness to match whatever computer I use.  

Since we were discussing the PTO locations earlier, thought I'd post up this old girl.

F350 with a trans mounted PTO. Looks like they have a lever coming up through the floor.

https://www.kijiji.ca/v-cars-trucks/mississauga-peel-region/1980-ford-f350-dump-truck/1408327010?enableSearchNavigationFlag=true

PS: Gary will spot those clear front signals...

Looks like today is Bullnose PTO day.

This one has all the bells and whistles! PTO driven compressor and generator/welder, and maybe PTO hydraulic pump as well?

Looks like the compressor and welder are belt driven off a PTO shaft, and there's a lever there to clutch them in.

https://www.kijiji.ca/v-cars-trucks/st-albert/1986-ford-f-350-service-truck/1407821112?enableSearchNavigationFlag=true

Truck is really low miles as well...but that engine and trans may very well still have lots of hours on them from service use.

First, I didn't spot the clear turn signals.    But, that fits with it being an '80.

And I see the lever on the first one, but it is hard to see on the second one.

Anyway, thanks for the examples.  I'd often wondered how that worked.