2006 FORD TRANSIT ABS

Ground Points Table - Chassis Cab
HarnessTypeTorqueFord Part
Number
Fixing
Type
LocationGround
Point
(GP)
14401Misc. Power
Electric
12NM +/-
1.8
W705661 S437MScrew
M6
Engine Bay LHSGP29
14401Misc. Power
Electric
12NM +/-
1.8
W705661 S437MScrew
M6
Engine Bay RHSGP31
14401Misc. Power
Electric
12NM +/-
1.8
W705661 S437MScrew
M6
A-Pillar LHSGP33
14401Misc. Power
Electric
12NM +/-
1.8
W705661 S437MScrew
M6
A-Pillar RHSGP38
14301Battery Clamp55NM +/-
8.3
W706542 S409MScrew
M10
Under Driver
Seat
GP8
14401Airbag12NM +/-
1.8
W705661 S437MScrew
M6
Cab Dash-panel
RHS
GP12*
14401Misc. Power
Electric
12NM +/-
1.8
W705661 S437MScrew
M6
Cab Dash-panel
RHS
GP13
14K024Radio7NM +/-
2.0
W520201 S437Nut M6Cross Car Beam
LHS
GP14
14K024Misc. Power
Electric
7NM +/-
2.0
W520201 S437Nut M6Cross Car Beam
RHS
GP15
14K024Misc. Power
Electric
7NM +/-
2.0
W520201 S437Nut M6Cross Car Beam
LHS
GP16
14303Engine Ground40NM +/-
6.0
W704960 S415Screw
M10
Engine Bay LHSGP19
9K499ABS/TCS/IVD
(ESP)
12NM +/-
1.8
W705661 S437MScrew
M6
GP20*
9K499Power Control
Module
12NM +/-
1.8
W705661 S437MScrew
M6
GP21
9K499Misc. Power
Electric
12NM +/-
1.8
W705661 S437MScrew
M6
GP22
NOTE: Maximum number of eyelets per ground
is 2, exceptthose marked with an *: the
Restraint Control Module (Airbag) and Anti-lock
Brake System (ABS) which have dedicated
grounds.
FordTransit 2006.5 (April 2006–)
Date of Publication: 12/2006
4 Electrical
143E773938 E7739431

NOTE: A power take off layout can only be
implemented on vehicles fitted with an ABS
braking system. Manual braking systems employ
a transmission speed sensor to determine vehicle
speed & the RPM speed control software
contains vehicle speed restrictions which prohibit
RPM speed control operation if vehicle speed is
detected above very low levels (approx 2.5 mph).
A vehicle fitted with an ABS braking system
derives vehicle speed via the vehicles wheel
speed sensors, so the transmission can operate
normally without effecting RPM speed control
operation.
3 Modes of Operation
There are 3 principle modes in which this feature
can operate, they are:
1.3 speed mode – this provides the end user a
choice of up to 3 preset RPM values to select
from. The end user cannot easily override
these values so there is minimal risk of damage
to ancillary equipment due to it being run at
speeds it was not designed for. Very limited
vehicle speed is allowable while in this mode
(up to 2.5mph approx)
2.Variable speed mode – this provides the end
user with RPM speed ramp up & down
buttons. The end user is free to select RPM
values between 1300-3000rpm in 25rpm
steps. A single press results in a 25 rpm jump.
If a ramp button is held depressed by the end
user then the rate of change is 250rpm/sec.
Very limited vehicle speed is allowable while in
this mode (up to 2.5mph approx)
3.Idle up speed – this mode allows the engines
normal idle to be increased to any value (in 25
rpm steps) in the range 900-1200rpm. There
is not a vehicle speed restriction in this mode
as the intended use is to raise the engine idle
to reduce the likelihood of engine stall when
ancillary equipment is being run from the
engine during normal drive operations. Eg
refrigerator units used to keep the cargo bay
cool.
NOTE: Items 1) & 2) will be available from Nov
2006, while item 3) should be available from Jan
2007. Any latest generation diesel Transit can be
updated to include item 3) Idle up speed with a
simple calibration update once it becomes
available.
System Availability
This feature is built into the latest Powertrain
Control Module (PCM) software on all diesel
engine variants.
By default the feature is not enabled unless the
vehicle is specifically ordered with the feature
from the factory.
Vehicles which have not been ordered with this
feature may have the feature enabled at a dealer
via the IDS diagnostics system. The dealer should
charge for this service.
How to control this feature
A loop of wire (green/white) is provided in the
main electrical loom to permit control of the RPM
Speed Control software. Cutting this loop will
provide two wires to connect a control box to the
PCM.
The control box needs to switch resistors into the
circuit across the two green/white wires which
formally formed the loop prior to being cut. This
sort of circuit is known as a resistance ladder. The
PCM software monitors the green/white wire
circuit & when certain resistances are detected
they are interpreted as various inputs which
control the feature. The switch box can be
located where it’s ideally required for the vehicle
conversion in question, rather than having to be
mounted on the Instrument Panel (IP). If the
converter chooses to locate the switch box in a
location which is subject to an adverse
environment then the converter should design
the switch box to withstand with these conditions.
How to locate the green/white loop
The main electrical loom enters the vehicle cab
from the engine bay on the left hand side of the
vehicle via a large diameter hole in the engine bay
/ cabin bulkhead. This hole is just above the left
hand front suspension turret. See following Figure
E88307
FordTransit 2006.5 (April 2006–)
Date of Publication: 12/2006
4 Electrical
158

How to change the 3 pre-set default
RPM values in the 3 speed mode
1.Enter ‘learn mode’ (see directions above)
2.Arm the RPM speed controller (turn the key
switch to ‘on’)
3.Press & release the brake pedal once
4.Press & release the RPM button that requires
re-programming
5.Use the accelerator pedal to rev the engine to
the new desired RPM speed & hold at this
speed (only speeds between 1200 to 3000
rpm can be selected in 3 speed mode)
6.Press & release the same RPM button to reset
the stored RPM speed to the current engines
RPM
7.Release the accelerator pedal
8.Repeat steps 4) to 7) for the remaining RPM
buttons
The 3 RPM speeds should now be
re-programmed to the new RPM speeds. The
new settings can be saved & learn mode exited
(see below)
NOTE: If the engine RPM responds to the initial
RPM button press, then the vehicle has not
entered ‘learn mode’ correctly & you will have to
restart the procedure. If the engine stalls out at
the brake or accelerator pedal inputs then the
vehicle was not in, or has dropped out of ‘learn
mode’ & you will have to restart the procedure.
How to save new settings & exit
from ‘Learn mode’
1.From within the ‘learn mode’ & with the RPM
Speed Control switch box ‘armed’, press the
clutch pedal repeatedly until the engine stalls.
2.Restart the engine & test the new settings,
repeat above procedures if necessary
NOTE: The engine stalling indicates that the
settings should have been saved & the vehicle
has exited from ‘learn mode’. Learn mode
however is very specific that the exact steps are
taken in the correct order & within certain time
limits otherwise the learn procedure fails & it may
take several attempts to get this order & timing
correct & a successful modification from the
default settings.
Some Reasons why RPM speed
Control operation may stop or fail
The RPM Speed control software monitors
vehicle information during operation in RPM
speed control mode & will drop out of RPM speed
control and / or stall the engine should any
adverse signals be detected. For example:
•If the engine temperature becomes too hot
then RPM speed control will stop in order to
protect the engine.
•If the engine oil light illuminates then RPM
speed control will stop in order to protect the
engine
•If the low fuel level light illuminates then RPM
speed control will stop so that the vehicle can
be driven to a refueling point.
•If the vehicle speed exceeds approx 2.5 mph
wile in 3 speed or variable speed modes, then
RPM speed control may stop. RPM speed
control should normally be operated with the
hand brake on, but some uses may require a
low level of vehicle ‘creep’ during RPM speed
control operation. Note that there is no sensing
of the park brake on this version of RPM speed
controller to facilitate this type of operation.
•The software monitors for ‘stuck on’ buttons
on the control switch box, this may result in
RPM speed control being halted. A button that
is held down for too long may be registered
by the software as a ‘stuck’ button.
•The software monitors the foot pedals, if
depressed these may stall the engine if in 3
speed mode or variable speed mode (does
not apply to idle up speed)
•If the control switch box circuitry significantly
exceeds 2110 ohms or there is a short circuit
then RPM speed control will not be possible.
•If a PTO conversion has been attempted on a
vehicle with a non ABS braking system then
RPM speed control will fail due to vehicle
speed being registered via a transmission
speed sensor and / or the need to press the
clutch in order to put the vehicle in gear while
in RPM speed control mode.
4.14.10 Adding Connectors,
Terminals and Wiring
Additional Rear Speakers
NOTE: The connectors on the Instrument Panel
harness (14K024) and the main harness (14401)
are reversed between Left Hand Drive (LHD) and
Right Hand Drive (RHD) vehicles, hence different
sets of terminals/wires are required to cover all
the markets.
FordTransit 2006.5 (April 2006–)
Date of Publication: 12/2006
4 Electrical
162

Terminal Insertion RHD

1. Withdraw the secondary lock plate by levering up the tabs at the four corners -
the lock plate only needs to be slid back past the first set of detents
2. Insert the wires with the pre-crimped
terminals into the correct cavities
according to color - the terminals are
polarized and will only fit one way.
3. Push back the secondary lock plate so that the tabs are fully engaged over the
four corner detents
FordTransit 2006.5 (April 2006–)
Date of Publication: 12/2006
4 Electrical
164E84893x4 E84894

Design Principle of fixing the Box to the 'B'-Pillar
DescriptionItem
Forward Direction1
Not Recommended Fixing of Box to 'B'-pillar2
Recommended Design Principle of Fixing the Box to 'B'-Pillar3
5.1.6 Hydraulic Lifting Equipment
for Van, Bus, Kombi and Chassis
Cab
General
WARNINGS:
Do not to cut away any structural
member.
Equipped vehicles must be designed
to be stable under “worst case”
operating conditions with support
legs extended (if fitted).
The vehicle converter / modifier is responsible
for:
•Fitting decals, advising on the safe use of the
equipment
•Route electrical and hydraulics separately and
away from original Ford equipment
•Route electrical and hydraulics separately and
away from original Ford equipment
•Use suitable clip to fix on vehicle body and sub
frame
•Offer master switch in the cab to isolate the
hole system
Chassis Cab.
Refer to: 5.11 Frame and Body Mounting (page
222).
(Frame Drilling and Tube reinforcing)
Cranes and Platforms
It is recommended to mount Cranes and aerial
platforms on a full length sub-frame by using all
load compartment tie downs for Van, Bus and
Kombi as shown in Figure E75874 and all
reinforced holes on longitudinal rail for Chassis
Cabs as shown in Figure E75880.
FordTransit 2006.5 (April 2006–)
Date of Publication: 12/2006
5 Body and Paint
1861123E74864

Sub-frame Mounted on Floor - Fixed Mount
DescriptionItem
Sub-frame Longitudinal1
Sub-frame Outriggers2
Floor of Van3
Load Compartment Tie Down (Load Lashing Point)4
It is recommended to design sub frames in way
that there is no adverse strain on the vehicle
structure. For fixing elements please refer to
Figures E75875 and E75876 for Van, Bus and
Kombi and Figure E74696 for Chassis Cabs.
FordTransit 2006.5 (April 2006–)
Date of Publication: 12/2006
5 Body and Paint
1891234E75875

5.3 Body Closures
Authoring Template
5.3.1 Load Compartment Interior
Lining
Do not damage the lock or latch system
(electrical cables, release system) when applying
interior lining.
WARNING: Plan fixing points for
other fitments such as racking to
ensure through bolting can be
achieved. Fixing to the lining
material may be inadequate for
normal safe operation of the vehicle.
The additional weight of the linings on doors may
require additional reinforcements to the door and
pillar at the hinge and check mechanism.
5.3.2 Security, Anti Theft and
Locking System Security
NOTE: It is not recommended to alter the
locking system.
However, in case a modification is required for
the conversions, please consult the Vehicle
Converter Advisory Service [email protected].
To avoid locking system security complications,
it is recommended to discuss with the local Ford
dealer prior to modifications taking place.
The Central Junction Box is designed to work
specifically with the Ford Transit lock and latch
mechanisms and therefore drives latches to lock
and unlock for specific time periods. Additional
power locking functionality should be based
around the use of additional Ford Transit latch
mechanisms. Additional latches can be driven
via relays connected in parallel with existing
latches.
On Chassis Cabs fitted with a high-level
Passenger Junction Box, the cargo door latch
driver is not used by the base vehicle and can
be used by Body Builders wishing to add power
locking capability to the vehicle load space. This
latch can be controlled via the driver's door key
barrel or the cargo unlock button on the remote
key fob (dependent on vehicle configuration).
The following figures outline the areas in which
it is not advisable to drill:
FordTransit 2006.5 (April 2006–)
Date of Publication: 12/2006
5 Body and Paint
203

5.7 Roof Opening Panel
5.7.1 Driver's Standing Head
Room
When planning cab walk-through capability on a
Van, Bus or Kombi, select the Special Vehicle
option, which replaces the front headlining and
parcel shelf in Vans and provides the maximum
height headlining for increased standing head
room height.
For Chassis Cab and Cab Van Floor vehicles, the
Special Vehicle Option “Roof Cutout Preparation”
can be ordered as shown in below Figure
E74678. Please consult your local National Sales
Company representative for availability.

Chassis Cab with Roof Cut Out Preparation
5.7.2 Back Panel Removal
When planning, select the Special Vehicle Option,
which has a detachable cab back panel (Chassis
Cab). Please consult your local National Sales
Company representative for availability.
5.7.3 Cab Roof Removal
For enhanced head room in the cabin of a Single
Chassis Cab, it is recommended to specify the
base vehicle with the Special Vehicle Option Roof
Cutout Preparation Pack, which provides a
perforated roof cut-out (only on Chassis Cabs)
and deletes “B”-pillar roof bow. Alternative
structure is added to comply with seat belt pull
requirements.
A unique Body Builder application where the
original Ford roof and back panel structure are
cut away must have a bolt-on reinforcing 'goal
post' structure or equivalent to resist seat belt
pull loads.
Body Preparation
When it is not possible to specify the Special
Vehicle Option it is advisable to observe the
engineering intent of the Special Vehicle
Engineering design.
Where new add-on bodies are attached to the
cab for an enclosed walk-through, the body
structure must be self-supporting and fixed such
that no local stress is created in the parent cab
structure.
FordTransit 2006.5 (April 2006–)
Date of Publication: 12/2006
5 Body and Paint
214E74678