2006 FORD TRANSIT service

For Chassis Cab with tail lift design as described
above it is recommended to use unique body
sub-frame for fixing to Chassis Cab structure. For
connection between sub-frame Chassis Cab
body structure please refer to Figure E74696.
For Chassis Cab with under-slung tail lift load
capacity is up to 1000kg at 1000mm from rear
end of chassis frame to center of load if mounted
and functioning on centre line of vehicle. If
mounted and functioning off center line or at the
side of the vehicle load capacity is reduced to
500kg at 1000mm from side/rear end to center
of load.
Greater off-sets and/or loads require additional
stabilizing equipment such as outriggers or
ground jacks. It is recommended not to increase
vehicle body stress over limit as given by load
factors above. If uncertain please consult your
local national sales representative or the Vehicle
Converter Advisory Service [email protected].
It is the Vehicle converters responsibility to fit a
decal to the converted vehicle stating that the
equipment must not be used without
outriggers/ground jacks in operating position. It
is also the vehicle converters responsibility to
guarantee safe functioning of the equipment.
For hydraulic tail lifts as used for general loading
or more specialized for wheel-chair lifts please
refer to Figure E75874.
5.1.7 Partitions (Bulkhead) - Driver
and Front Passenger(s)
Protection on Van, Bus and Kombi
The following two figures show the standard
bulkhead fixing locations on B-pillar. These are
hexagonal holes for M6 thin sheet rivet type nuts.
The standard range of Ford Regular Production
Option bulkheads can be retro-fitted at these
points.
Conversely a Ford Regular Production Option
bulkheads can also be removed.
Ford Regular Production Option bulkheads do
have a clearance between bulkhead and body
structure to allow natural body flexing and an air
circulation from the cab to the rear load space
for ventilation control.
Air circulation and body flexing must be also given
consideration when engineering an alternative
bulkhead. It is not recommended to restrict
driver’s or passengers’s seat adjustment travel.
It is the vehicle converter’s responsibility to ensure
local current legislation, governing bulkheads and
protective window grilles, is met. It is also the
converter’s responsibility to ensure legal load
constraint requirements if using a non Ford
Regular Production Option bulkhead.
Low Roof Bulkhead Fixing Holes
FordTransit 2006.5 (April 2006–)
Date of Publication: 12/2006
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192E75919

Glass Racking on Outside of Van

Glass Racking on Outside of Van - Through Fixed to Internal Racking (Recommended Minimum )
DescriptionItem
Top Load Bearing Attachments (2x)1
Lower Load Bearing Attachments Through Body side to Internal Racking (2x)2
New Through Bolts (2 bolts per top attachment and 1 bolt per lower attachment)2
For designing glass carrying rack on body side
outer following unique requirements are
recommended:
•Do not fix the rack to the drip rail
•Construct internal rack and bolt through the
body side to the internal rack, see figure
E75923 below
•Location in the drip rail gutter, if used, must be
protected to prevent future corrosion
5.1.9 Front End Integrity for
Cooling, Crash, Aerodynamics
and Lighting
Cooling
Continuous air flow through the front end and
engine compartment is not to be hindered by
adding any additional equipment. If uncertain
please consult the Vehicle Converter Advisory
Service [email protected].
Crash
Do not cut, drill or weld any parts that are load
path relevant in case of crash. Do not add material
in the crash zone. This could affect the crash
sensor calibration.
The side airbag system is not permitted if:
•A swiveling device is fitted on the front seats.
•A side wall or any other additional material or
structure is attached to the B-pillar inner and/or
outer area.
Lighting:
Do not alter the lighting system.
FordTransit 2006.5 (April 2006–)
Date of Publication: 12/2006
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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:
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5.6.2 Heated Windshield and
Heated Rear Window
WARNING: The base system should
not be tampered with (controlled by
Central Junction Box and multiplex
architecture) and no feeds taken
from the associated wiring or
controller.
These options are not suitable for aftermarket
or Vehicle Converter fit.
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].
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5.7.5 Roof Racks
Roof racks may be fitted to all van, bus and kombi
variants as illustrated in figure E75917, providing
the following is satisfied:
•The carried load does not exceed 100kg (Body
Builder to ensure owner’s hand book identifies
this limitation).
•The carried load does not exceed 300mm
load height (converter to ensure owner’s
information book identifies this limitation).
•The load is evenly distributed (converter to
ensure owner’s information book identifies this
limitation).
•The rack and subsequent carried load is
supported in the roof drip rails irrespective of
rack retaining method.
•The unit load on the roof drip, under worst
case loading, must not exceed 75kg per rack
foot.
•The rack is clamped to the drip rail at six (6)
points per illustration, or alternatively bolted
through the roof panel with minimum six (6)
M8 bolts, self locking nuts and 3mm X 50mm
square spread plates.
•The rack leading edge preferably should not
be located forward of the rear edge of the
driver’s door, or “B” pillar as shown.
Double Cab
The forgoing limitations are based on ensuring
body structure integrity, vehicle handling, braking
and plated axle weights. Such considerations
must also be applied to any double cab
applications, in particular steering, braking and
front axle plated weight and the extra continuous
loads on the “A” pillar, which should not exceed
60 kg total incremental load.
Ensure that the planned loaded vehicle operates
within its designed Center of Gravity condition.
For details please consult the Vehicle Converter
Advisory Service [email protected].
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5.10 Corrosion Prevention
5.10.1 General
Avoid drilling into closed frame body members
to avoid the risk of corrosion from swarf.
If drilling is required, however:
•Re-paint metal edges and protect against
corrosion after cutting or drilling operations.
•Endeavor to remove all swarf from inside the
side member and treat to prevent corrosion.
•Apply corrosion protection inside and outside
of the chassis frame.
5.10.2 Repairing Damaged Paint
After cutting or reworking any sheet metal on
the vehicle the damaged paint must be repaired.
Ensure all materials are compatible with the
relevant Ford specifications and maintain the
original performance where possible. Consult
the Vehicle Converter Advisory Service
[email protected] for specifications.
5.10.3 Under Body Protection and
Material
WARNING: Do not over-coat or
contaminate surfaces of
components such as brakes or
catalytic converters.
Ensure all materials are compatible with the
relevant Ford specifications and maintain the
original performance where possible.
Some proprietary products affect the original
coatings. For specifications of corrosion
protection materials, please consult your local
National Sales Company representative or the
Vehicle Converter Advisory Service
[email protected].
5.10.4 Painting Road Wheels
WARNING: Do not paint wheel clamp
surfaces in contact with other
wheels, brake drum or disc, hub and
holes or surface under wheel nuts.
Any further treatment in these areas
may affect the wheel clamp
performance and the vehicle safety.
Mask the wheel when changing the
color or repairing paint.
5.10.5 Contact Corrosion
When using different materials with a different
electrochemical potential, ensure that materials
are isolated from each other to prevent contact
corrosion caused by a potential difference.
Use appropriate isolation materials.
Where possible, choose materials with low level
of electrochemical potential difference.
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•It is recommended that the altered extension
has a similar closed section, material thickness
and properties to the existing chassis frame.
•An equivalent open section for the extension
assembly is at the vehicle converters
discretion.
•Lightening holes in new extension and cross
members are discretional.
•Do not weld original chassis frame except as
specified when adding reinforcing tubes,
please refer to Figure E745171.
•Do not drill the top or bottom surface of the
chassis frame, including the flanges turned
out, except as recommended above for
continuity of closure.
•Any alternative finish such as hot dip
galvanizing is at the discretion of the Body
Builder providing it does not have a detrimental
effect on the original Ford product.
Refer to: 5.10 Corrosion Prevention (page 221).
5.11.5 Frame Drilling and Tube
Reinforcing
The chassis frame may be drilled and reinforcing
spacer tubes may be welded in place, providing
the following is applied:
•Adhere to all details shown in Figure E74517.
•Drill and weld only side walls of the chassis
frame.
•Locate and drill holes accurately, using a drill
guide to ensure holes are square to frame
vertical centre line (note: allow for side member
draft angle).
•Drill undersize and ream out to size.
•Endeavor to remove all swarf from inside side
member, and treat to prevent corrosion.
•Fully weld each end of the tube and grind flat
and square, in groups if applicable. Be aware
of side member draft angle.
•Apply corrosion protection inside and outside
of the chassis frame.
Refer to: 5.10 Corrosion Prevention (page 221).
•Holes should be in groups of two (2), either
vertically spaced at 30 to 35mm from chassis
frame top and/or bottom surface, or
horizontally at 50mm minimum pitch, 30 to
35mm from top and/or bottom chassis frame
surface, please refer to Figure E74517.
•Always use M10 bolts with grade 8.8 minimum.
•Do not position tubes at the medium chassis
frame height, this may create “oil canning” of
the deep section side walls.
•Where possible, the outrigger moments should
be resolved by matching inner cross members
between the chassis side members inline with
the outriggers, please refer to Figure E74577-
Low Floor.
•A diameter of 16.5mm is the maximum
allowable hole size in the chassis frame side
wall, irrespective of the usage.
Avoid drilling into closed frame body members
to avoid the risk of corrosion from swarf.
Refer to: 5.10 Corrosion Prevention (page 221).
Drilling and welding of frames and body structure
have to be conducted following the program
guidelines. Please consult the Vehicle Converter
Advisory Service [email protected] for details.
5.11.6 Ancillary Equipment - Sub
Frame Mounting
Typical sub-frames and longitudinal members for
flatbed and low or drop-side bodies or equipment
exceeding the standard or Regular Production
Order frame length should adhere to the following
guidelines:
•Flat-beds and low bodies mounted on integral
longitudinal members (channel or box section
metal – not wood) must use both sides of all
frame mounting brackets, see Figure E74575.
•Longitudinal members must be relieved at the
front end if they are to contact the chassis
frame top surface, to minimize stress
concentrations, see Figure E74575. However,
it is preferable to mount the longitudinal onto
the mounting brackets, with a clearance to the
chassis frame top surface.
•Each set of brackets must use two (2) x M10
bolts grade 8.8 minimum.
•The rear two (2) sets of chassis frame
mounting holes / locations should have a full
bolt torque with 100% grip. The attachment to
the remaining forward chassis frame holes /
locations must be precisely located and
retained, but allow some relative flexing
between the sub-frame and chassis frame.
For example, clamp control devices such as
conical washer stacks or machine springs with
self locking fasteners.
•Minimum floor heights will require wheel arch
boxes to clear the rear tires, see Vehicle Data
sheets for relevant tire jounce.
•Chassis frame, for example: clamp control
devices such as conical washer stacks or
machine springs with self locking fastenings.
•Minimum floor heights will require wheel arch
boxes to clear the rear tires.
Pedestal mounted low or drop side bodies – (not
illustrated)
For bodies or equipment not exceeding the
standard or Regular Production Order chassis
frame length.
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