2006 FORD TRANSIT service

Standard Exhaust Heat Shields
CAUTION: Standard heat shields are
available from your local dealer and
can easily be fitted. Additional heat
shields may be required over the
modified exhaust system,
particularly in areas of close
proximity to the floor.
NOTE: For further information please contact
your local National Sales Company
representative, or Local Ford Dealer. If they are
unable to help you then please contact the
Vehicle Converter Advisory Service at
[email protected].
FordTransit 2006.5 (April 2006–)
Date of Publication: 12/2006
3 Powertrain
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4.3 Charging System
4.3.1 General Information and
Specific Warnings
The Transit electrical system is a 12-Volt supply
with a negative earth return. The alternator and
battery equipment used as standard are
designed for normal operations with the type of
engine fitted. Higher capacity batteries are
available as standard production options and
special vehicle options. Before installing additional
electrical equipment check that the battery
capacity, harness load capability, and alternator
output are suitable for the extra load.
The battery capacity and charge available from
the alternator must be adequate to ensure
engine cranking in unfavorable climatic conditions
but excessive battery capacity could damage
the starter motor.
The Transit utilizes multiplexed vehicle electronics
- it is recommended that the appropriate Ford
proprietary accessory systems are used.
Inappropriate or incorrect connection of
additional equipment could cause mis-operation,
or damage to the vehicle, and so invalidate any
warranty.
Additional connection points are provided
specifically for customer use (except M1 and M2
Bus), and are located on the outside of the
driver's seat base.
Do not jump-start the vehicle directly from the
battery. Use designated jump-start points. Refer
to the owners literature.
4.3.2 Power Management
Settings
There are four Power Management Settings
available:
•Factory
•Transport
•Normal
•Crash
Factory and Transport modes are only active
with ignition off; with ignition on, the vehicle
operates with full functionality. When in Transport
mode, the interior lights, clocks, and power
locking and alarms (where fitted) do not work.
It is possible to switch from Transport Mode to
Normal Mode without the use of any ancillary
equipment, but not vice versa. To change mode,
the brake pedal must be depressed five times,
and the hazard warning switch operated twice
(in any combination) within 10 seconds.
WARNING: It is not possible to return
the transport setting without using
the vehicle's diagnostics.
At the end of production, the vehicle is
configured to the transport setting to minimize
power consumption. As part of the Pre Delivery
Inspection process at the Ford dealership, the
vehicle is reconfigured to normal operation.
4.3.3 Electrical Conversions
Operator requirements for additional and
specialised electrical equipment varies. The
vehicle converter/modifier must, therefore,
consider the following points when designing the
installation:
•Legality and regulatory conformity of the base
vehicle.
•Drive-ability and serviceability of the base
vehicle.
•The effect of regulations governing the
proposed conversion including National
Legislation in the country of sale.
•The method of integrating the circuit into the
base vehicle.
•No additional circuits are to be run alongside
the electrical circuits (shown in blue in the
figure below) associated with the
Management System (shown in green in the
figure below), due to the possible Electro
Motive Force (EMF) effect on the circuits.
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•Before disconnecting the battery, check
availability of radio key code.
•Fuses – when auxiliary electrical systems are
to be added to the vehicle it is mandatory that
the additional circuit design includes the
necessary fuses.
•The Special Vehicle Option auxiliary fuse box
is recommended.
Refer to: 4.13 Fuses and Relays (page 119).
4.3.4 Fitting of Equipment
Containing an Electric Motor
WARNINGS:
When equipment containing an
electrical motor is connected, it
must be connected via a blocking
diode or relay to prevent “back
Electro Motive Force (EMF)” being
applied to the auxiliary terminal.
When electric motors are to be
fitted, account must be taken of the
potentially high currents that a
motor can draw.
CAUTION: The following must be
observed:
•All motors must be driven via relays with
contacts rated at least 3 times the maximum
rated current of the motor.
•All motor supply circuits must be individually
fused with the proper fuse rating for the
motor.
•All power wiring must be rated for at least 3
times the rating of the motor and installed as
far away as possible from any existing vehicle
wiring.
•All motors fitted should be fully suppressed to
ensure electrical interference does not affect
the vehicle systems.
•Add EMC emissions statement to CE
approval.
4.3.5 Vehicle Electrical Capacity
- Alternator
WARNING: Do not cut into the
alternator wires or use the
alternator as a source to obtain a
'D+ Signal'
An engine run signal is available from the Central
Junction Box by installing a T-piece jumper
harness (Ford Part Number 6C1V-14A411-F_).
Refer to: 4.14 Special Conversions (page 131).
4.3.6 Charge Balance Guidelines
The base vehicle is fitted with a 150A alternator.
It is recommended to conduct a charge balance
calculation in case the conversion comprises a
high number of electrical consumers or high
electrical consumption is expected.
4.3.7 Circuit Diagrams
For circuit diagrams for Auxiliary Fuse Box
Connections and Standard Ford relays.
Refer to: 4.13 Fuses and Relays (page 119).
Full vehicle wiring and circuit diagrams are in the
Ford Workshop Manual.
NOTE: For further information please contact
your local National Sales Company
representative, or Local Ford Dealer. If they are
unable to help you then please contact the
Vehicle Converter Advisory Service at
[email protected].
FordTransit 2006.5 (April 2006–)
Date of Publication: 12/2006
4 Electrical
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Pull-in us actuvated within 70 ms of switching to
key position II
Pull-out is activated when switching to key
position I, or 0, and in key position II when no
engine run signal is sensed within 120 secs.
It is not possible to change state within 500 ms.
Removal of the Battery Disconnect
Switch (on twin battery models) and
wiring of batteries in parallel for high
current applications.
For vehicles equipped with a twin battery system,
wiring of the two batteries in parallel is not
recommended. If higher current is required,
680Ah batteries can be fitted (or a deep cycle
battery in lieu of the non-start relevant battery
only). Where a single passenger seat is fitted,
further batteries (1 or 2) can be installed in the
pedestal and added in parallel to the
non-start-relevant battery, although due
consideration then needs to be given to
increased current availability in the event of a
short circuit. Additional batteries should not be
installed under a passenger bench seat.
if this requirement is imperative, it would be
possible to disconnect the battery disconnect
switch and put the start-relevant and
non-start-relevant batteries in parallel using a
shorting bar (available from the Ford Delerships,
part number 6C1T-14A439-A*). There is one
important consideration when replacing the
battery disconnect switch with a shorting bar:
•Where the vehicle is configured for
twin-battery operation, the Central Junction
Box will detect if the battery disconnect switch
is missing (or has been removed), or the
mating connector short-circuited, and although
the vehicle will be functional, Diagnostic
Trouble Codes will be generated that will
flag-up during service. Hence if a shorting bar
is fitted, the vehicle needs to be reconfigured
(via the Dealership and Dealership Hotline).
Single to Dual Battery Conversion
For vehicles equipped with a single battery, it is
possible to upgrade to a twin battery system -
the connector for the battery disconnect switch
is present on all vehicles. In addition to
reconfiguring the vehicle for twin battery
operation (at a Dealership), the following battery
cables and components are required:
DescriptionPart Number
start relevant battery negative to vehicle ground point cable (right hand)
replaces C_ part
6C1T-14301-A_
start relevant battery negative to vehicle ground point cable (lefthand)
replaces D_ part
6C1T-14301-E_
start relevant battery negative to non-start relevant battery negative cable6C1T-14280-E_
pre-fuse box bus bar to non-start-relevant battery positive cable6C1T-14300-D_
Battery disconnect switch6C1T-10B728-A_
If a requirement exists (camper conversions for
example), it may be viable to order vehicles
installed with a single battery, a battery disconnect
switch, and a kit of harnesses – detailed above –
to be fitted by the installer.
Where required, e.g. for camper conversions,
gas-sealed battery boxes (with exterior venting)
are available. Ford part numbers:
6C1T-10N669-A_ (lefthand); 6C1T-10N669-B_
(right hand); 6C1T-10N725-A_ (lid).
The battery disconnect switch isolates the
auxiliary battery/batteries from the rest of the
base vehicle electrical system when the engine
is stopped.
The battery disconnect switch, together with
associated wiring and hardware, can be fitted as
part of an accessory kit (available from your local
Ford dealer) in the pre-fuse box.
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4.8 Tachograph
The factory-fit Tachograph option uses a
Siemens VDO system. It is recommended,
therefore, that any vehicle that requires a
tachograph is sent to an authorised Siemens
VDO Tachograph Service Centre for system
installation and calibration.
Details of all recommended Service Centers can
be found on Siemens web site. This site also
contains details of current regulations and
tachograph operation.
4.8.1 Legislation
WARNING: All tachographs require
the same wiring connections as this
is controlled by tachograph
legislation.
There are two types of tachograph available, See
below diagrams, E75501 mechanical (MTCO)
and E75502 digital (DTCO). The type of
tachograph required by the customer will depend
on the legislation in the country of use.
Mechanical (MTCO) Tachograph
FordTransit 2006.5 (April 2006–)
Date of Publication: 12/2006
4 Electrical
109E75501

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
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The software in the PCM responds to the change
of state, so it is recommended that these 3
middle switches be non-latching push button
micro switches. When going from idle to an
elevated RPM the execution of the command
will occur as the button is released. When going
to idle the execution of the command occurs as
the button is pressed.
The final button (the one on the left in Fig. 4) acts
as an ‘emergency’ vehicle engine stop. It is
recommended that this be a red & oversize
non-latching micro switch button. The execution
of this command will occur as the button is
pressed.
All wiring connecting the PCM to the resistance
ladder control box should be shielded & twisted
(33 twists / m) to reduce EMC effects
All resistors should have a tolerance of +/- 5% or
better
Switch contact, connectors & loom (loom
between the green/white wires & the control
box) total resistance must be no greater than 5
ohm max.
The PCM to resister ladder control switch box
loom should not come within 100mm of any other
harness, especially any carrying heavy loads.
Designs which do not require all the button
switches must still have the complete resistor
network with the switches positioned correctly
within the network.
The resistance ladder is acting as a potential
divider
The 220 nF capacitor is used in the circuit to
reduce EMC effects on the system
A suitable two way quality connector should be
used to connect the control box to the two
green/white wires
How to change the default settings
By default, when the feature is first enabled
(either via factory order or via dealer IDS tools),
it will be set to the 3 speed mode of operation
with preset RPM values of 1100, 1600 & 2030rpm
for the 3 speeds.
There are two methods by which these defaults
can be modified:
1.via the IDS diagnostics system at a Ford dealer
(there may be a charge for this)
2.via an inbuilt vehicle ‘learn mode’
Via the IDS system the mode of operation can
freely be changed between any of the 3 modes
of operation, the feature can even be turn off
(disabled). The 3 default RPM speeds can also
be modified.
Via the vehicle ‘learn mode’ the 3 speed mode
& the variable speed mode can be freely
interchanged, however it is not possible to select
the idle up speed mode via the vehicle learn
mode. The 3 default RPM speeds can also be
modified via ‘learn mode’
It is not possible via either method above, to
change the step value of 25rpm per press or the
250 rpm per sec for a held down button, in the
variable rpm speed mode.
Via IDS The RPM Speed Controller menu is under
the tool box tab, then Powertrain, then service
functions, then PCM. The IDS on screen menus
will guide the dealer through the options & setup.
How to enter vehicle ‘Learn mode’
1.Make sure that the RPM Speed controller
switch box is connected but turned off (not
‘armed’)
2.Start the engine (vehicle out of gear & no foot
pedals being pressed, handbrake on)
3.Wait a couple of seconds for the instrument
panel start up diagnostic lights to extinguish
4.Press & release the clutch pedal
5.Press & release the brake pedal
6.Repeat steps 4) & 5) a further four times
(clutch & brake pressed a total of five times
sequentially each)
NOTE: Steps 4) to 6) have to be started within
10 seconds of the engine start
The vehicle should now be in ‘learn mode’
How to Select between modes
1.Enter ‘learn mode’ (see directions above)
2.Arm the RPM speed controller (turn the key
switch to ‘on’)
If the vehicle is already in 3 speed mode (the
initial default):
3.Press & release the brake pedal five times
The vehicle should now be in variable speed
mode. The new settings can be saved & learn
mode exited (see below)
Alternatively
4.Press & release the brake pedal once
The vehicle should now be in 3 speed mode.
The new settings can be saved & learn mode
exited (see below)
Using this method it is easy to change between
these two modes of operation for the RPM
speed controller
NOTE: If the engine stalls out at the initial brake
pedal input then the vehicle was not in, or has
dropped out of ‘learn mode’ & you will have to
restart the procedure.
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Date of Publication: 12/2006
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5.1.2 Back Panel Removal
When planning and specifying the base vehicle
and the conversion, select the Special Vehicle
Option, which has a detachable cab back panel.
Please consult your local National Sales
Representative for availability.
5.1.3 Integrated Bodies and
Conversions
For integral structures such as ambulances or
motor-homes with increased rear overhang built
onto the chassis the following applies:
•Reduced departure angles, e.g. rear entry
step, should be discussed with the end user
/ customer. Consider removable components
to avoid damage on ferries or low-loaders.
•Unique spare wheel stowage may be required
if obscured by rear step, check for
accessibility.
•The recommended dimensions for
wheelhouses on conversions are outlined in
Figure. E74528, E74529 and E74530.
However, in case a specific conversion
requires wheelhouse dimensions smaller than
described below, please consult the Vehicle
Converter Advisory Service ([email protected])
for an individual solution.
Cab Van Floor Vehicle
Wheelhouse Dimensions for Cab Van Floor Vehicle
268mmF418mmA
242mmG448mmB
696mmH164mmC
89mmJ194mmD
328mmK141°E
75mmrCenter line of Vehicle1
Section through Centre of WheelhouseX
FordTransit 2006.5 (April 2006–)
Date of Publication: 12/2006
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177E74528rBFGHJKACDEEX1XX-X