2006 FORD TRANSIT wheel

4.4 Battery and Cables
4.4.1 Battery Information
In order to protect the battery system from direct
ground shorts, a special fuse is incorporated into
the battery positive feed, in the pre-fuse box
under the driver’s seat.
This fuse is not repairable – use only a Ford
replacement part.
Where extra batteries are required on vehicles
with a single battery installation, the battery
disconnect switch (split charge relay) and
associated wiring/hardware — fitted as standard
to vehicles equipped with dual batteries — can
be added.
Batteries – Additional – Heavy Duty
High current consumption may require a
heavy-duty battery or an additional battery.
Factory fitted Special Vehicle Options are available
for heavy-duty and/or extra batteries with the
battery disconnect switch (split charge relay).
The batteries can be retrofitted.
See diagram E74522 - Battery disconnect switch
(split charge relay) circuit.
Deep Cycle Battery (not for use as
primary, start-relevant battery)
A Special Vehicle Option is available. Please
contact your local National Sales Company
representative for availability and details.
•The deep cycle battery is used in conjunction
with the battery disconnect switch (split charge
relay) in applications where power to ancillary
circuits would heavily discharge the main
vehicle battery(s).
•Installation should be under the driver's seat.
When the deep cycle battery is installed, the
battery disconnect switch (split charge relay)
must be used.
•When the Deep Cycle Battery is installed it is
recommended that the Special Vehicle Option
auxiliary fuse box is fed from the customer
connection points.
Battery Part Numbers and Usage
SizeQuantityTypeBattery Part Number
Single Battery Installation Front Wheel Drive
T71680 CCA (70Ah @20 hour rate)98AB-10655-D_ (Turkey)
T71700 CCA (80Ah @20 hour rate)6G9N 10655 P_ (Southampton)
Dual Battery Installation Rear Wheel Drive and Front Wheel Drive with specific options
T62590 CCA (60Ah @20 hour rate)98AB-10655-C_ (Turkey)
T62590 CCA (60Ah @20 hour rate)6G9N 10655 N_ (Southampton)
Dual Battery Installation Rear Wheel Drive -29°C Territories
T72680 CCA (70Ah @20 hour rate)98AB-10655-D_ (Turkey)
T72700 CCA (80Ah @20 hour rate)6G9N 10655 P_ (Southampton)
Deep Cycle Battery
H82(90Ah @20 hour rate;70Ah@5 hour rate)V3C15-10655-A_
Battery Rules:
•Batteries in parallel must be of the same type
and capacity.
•Starter and deep cycle batteries may only be
mixed through an isolator.
•For External charging of batteries ensure that
the maximum voltage of 14.6V is not
exceeded.
NOTE: Deep cycle batteries can be drained but
high loads can damage them. Always observe
circuit set-up outlined in diagram E74522 -
Battery disconnect switch (split charge relay).
FordTransit 2006.5 (April 2006–)
Date of Publication: 12/2006
4 Electrical
98

4.5 Climate Control System
WARNING: Do not use propylene
glycol based coolant
•Never secure hoses or tubes to the
transmission fill or dip stick or to any fuel
system or brake component
•Do not route heater or refrigerant lines near or
directly over any exhaust system component,
including the exhaust manifolds.
•Avoid routing of hoses in the wheelhouse or
stone kick-up arch. However, if routing is
required in these areas, shield against stone
pecking as appropriate.
•Do not route hoses near sharp edges. Utilize
guards to protect against cutting or chafing.
FordTransit 2006.5 (April 2006–)
Date of Publication: 12/2006
4 Electrical
106

4.11 Exterior Lighting
Where the following text makes reference to the
addition of wires
Refer to: 4.14 Special Conversions (page 131).
(Adding Connectors, Terminals and Wiring)
WARNING: Make sure that the
modified vehicle complies with all
relevant legal requirements.
4.11.1 Reversing Lamps
These are hard-wired, activated by the reversing
switch on the transmission and passing through
the Central Junction Box where the signal is
sensed. A marginal increase in current (via a relay
or buffered electrical input) is permissible to
trigger a rear-view camera system, or audible
device.
4.11.2 Additional External Lamps
All power for additional exterior lamps must be
taken through the Auxiliary Fuse Box with a
suitable switch and / or relay as required.
Refer to: 4.13 Fuses and Relays (page 119).
• If CAT 6 directional indicators are to be fitted,
the Central Junction Box will need to be
configured for this.
• The load on the reversing lamps should not
exceed a total of 3A (42W).
Lighting Loads
Trailer TowLong Wheel-
base/
Extended
Frame /
Chassis Cab
/ Van
Head
Lamp
Leveling
VehicleMax.
Load
Controlling
Device
Central Junction
Box (CJB)
Outputs
-40~-2x10W60WRelay (F79)Licence Plate Supply
10W
(+2x10W)**
9W^9W15W63WRelay (F76)position Lamp Left (+
Leveling)
10W**9W^9W15W43WRelay (F75)position Lamp Right
(+ Leveling)
---21W + 21W*63WHigh Side
Driver
Direction Indication
Front Left
---21WDirection Indication
Rear Left
---21W + 21W*63WHigh Side
Driver
Direction Indication
Front Right
---21WDirection Indication
Rear Right
Symbols used
Front Dl + Turn Signal side Repeater*
Turn Signal Side Marker (5W) + Roof Marker (4W)^
6 x Side Marker (5W) + 2 x End Outline Marker (5W)~
Worst cases; left supply includes licence plate**
For trailer tow lighting relating to that system.
Refer to: 4.14 Special Conversions (page 131).
(Electrics for Tow bar)
Head Lamps
5AF75
7.5AF76
7.5AF79
FordTransit 2006.5 (April 2006–)
Date of Publication: 12/2006
4 Electrical
116

4.14 Special Conversions
4.14.1 Vehicle Speed Output
(Signal)
At present, this information is only readily available
as a CAN message. However, on Diesel vehicles
it is possible to access a hard-wired output.
In the engine compartment there are three
connectors on the left hand side (viewed from
driving direction). On left hand drive vehicles, the
three connectors are covered with a plastic
shield that can be easily disassembled. On right
hand drive vehicles there is a special metal
security shield fixed with a shear bolt (part
number 6M5Y-12B539-A*). The vehicle speed
signal is available on pin K1 of the middle (brown)
connector, C2 – see Figure E84720 (Additional
Vehicle Signal / Features). This provides a square
wave-form (50% duty cycle) signal, where a
frequency of 138Hz equates to 100km/h.
Note:-
•A hard-wired vehicle speed signal is only
available on diesel engine vehicles.
•Vehicle speed is derived from one of two
sources, the wheel speed sensor (for vehicles
with ABS etc.) or the vehicle speed signal – in
both cases, these are un-calibrated signals.
According to transmission, drive-line and other
vehicle parameters that are set, the
Powertrain Control Module generates a CAN
message of vehicle speed for all vehicle types.
There is No hard-wired vehicle speed signal
on gasoline (petrol) vehicles.
•There is No automated shift transmission for
V4347/8 (there are no plans to introduce this
later in the program).
•VMT6 transmissions will not support fitment
of a vehicle speed sensor.

Connector Position for Vehicle Speed Signal in the Engine Compartment
In order to avoid electrical issues due to leakage,
and to ensure connector compatibility, a
pre-crimped wire and terminal, available as part
of a wiring accessory kit, should be used (kit part
number KT6C1V-14A411-J*). For further
information see 'Adding Connectors, Terminals
and Wiring' in this manual.
FordTransit 2006.5 (April 2006–)
Date of Publication: 12/2006
4 Electrical
131E84714

harness that provides roof-mounted rear turn
indicators, powered via relays. This should be
used in conjunction with SVO fusebox.
3.Chassis cab LED rear lamp cluster
replacement recommendations, especially
turn indicator relay implications – see lighting
load table. Generally the use of LED equivalent
lighting systems reduces the electrical load on
the vehicle; however, special care needs to
be taken with respect to any change to or
addition of turn indicator lights. Depending on
the current requirements of the LED(s)
compared to the bulb it is replacing, a ballast
resistor may be required, if not already
integrated into the LED lamp assembly.
Without this, bulb outage detection for turn
indicators will be affected, which is a legal
requirement.
Additional turn indicators must be powered
through relays (max 300mA), driven by existing
turn lights. The maximum load that the Central
Junction Box can drive is 3 x 21W per side (front,
rear and CAT 6 turn indicators); but even if the
vehicle is not fitted with the CAT 6 lights, the feeds
for these should not be used as the Central
Junction Box would need reconfiguring, which
could have safety as well as functional
implications.
4.Special Vehicle Option beacon switch: wiring
locations, circuit diagrams and max amperage
– see Special Vehicle Option fuse box
schematic (max current is 15A); there is
provision for the Special Vehicle Option beacon
switch in an empty switch location on the
instrument panel.
5.Rear loom connector detail location and supply
details for retro-fit loom extension for
example:- when extending a medium wheel
base, long wheel base or extended frame
overhang, what connectors do they use to
make a plug and play loom extension? – for
chassis cab vehicles, there is an Special
Vehicle Option extension loom for rear lamps
(part number 6C1V-14408-A*). There is not, at
present, a similar loom for Van, Bus and
Kombi's, although the appropriate mating
connector is now tooled, so this would be
possible.
Miscellaneous Systems
Handbrake on - Cluster Warning Light -
Unless the vehicle is specified with options that
drive the handbrake warning light (for example
ESP, Australia market), the components making
up this system are not fitted. We do not
recommend installation of this feature as an
aftermarket addition. There are several reasons
for this:
1.Not all circuits carry the requisite wire as a give
away:
•The wires might be part of the main vehicle
harness (14401) even if not used – for example
camper vehicles are normally ordered with
power mirrors, and the wires will be present
as a give-away.
•The seat pedestal harness (14K076), however,
is vehicle specific – if the handbrake is not part
of the specification, it will not be present or
give-away. This harness would need to be
changed to the compatible part that also
includes the handbrake warning light circuit.
2.The handbrake switch (part number
2F2T-15852-A*) together with its short jumper
harness (6C1T-15K857-A*) would need to be
obtained and fitted.
3.The handbrake warning light is in all clusters,
but unless the vehicle config. parameter
“parking brake switch” is set, the Central
Junction Box will not read this input, and hence
NO CAN message sent to the cluster.
Reconfiguration can only be done at a Ford
Dealer.
NOTE: If a vehicle already has a handbrake
warning light in the cluster, or one is installed as
per the Ford design, it is not possible to utilize the
wire from the handbrake switch as part of an
interlock circuit (this is a pull up resistor input that
provides a wetting current of 20mA – anything in
excess of this, for example through additional
circuitry, will almost certainly damage the Central
Junction Box). If there is no handbrake switch
installed, it would be possible to add one and
utilize this as part of a separate circuit, up to a
maximum current of 500mA through the switch.
Reverse Sensors (Rear Park Aid
Module)- The factory-fit option is a CAN-based
system, but for Van, Bus, and Kombi vehicles
only. Stand-alone systems can be installed (for
example for chassis cab conversions), but would
need to utilize the PTA line of the radio if muting
is required.
Fuel Fired Heater (FFH)- Add FFH: wiring is
only present (give-away) in certain harnesses.
There was an aftermarket kit available for this
system on current Transit, which could probably
be “updated” to suit V347/8.
Fuel Fired Heater (FFH) - Programmable
FFH: this utilizes a timer/control module mounted
to the Instrument Panel, which necessitates
having the correct Instrument Panel harness
fitted. Retrofit of this would be a difficult.
For both systems, the appropriate 6C1T-14K132
harness would be required (suffix -A* for
Programmable FFH, and suffix –B* for Add FFH).
Central Locking
Locking is controlled by the Central Junction Box
module. There is current sensing on certain
locking circuit pins as part of the security system
– if these are tampered with, locking cannot be
guaranteed.
FordTransit 2006.5 (April 2006–)
Date of Publication: 12/2006
4 Electrical
154

Third Button on Key Fob

Pin 12 Controlled by Third Button on the Key Fob
DescriptionItem
Key Fob SignalPin
12
Pin 12 on connector C2 of the Central Junction
Box is controlled by the third button on the key
fob – please refer to Figure E84730. This provides
a 1 second 12V pulse when pressed once, and
if pressed again within 3 seconds, a further 12V
pulse for ¼ second. (This second pulse is
basically an emulation of the double locking
system). This signal can be used for a variety of
converter applications, subject to load required.
This feature is only available on Chassis
Cab and Cab-Van Floor vehicles, and
Campers (but not Van, Bus or Kombi or Double
Chassis Cab) vehicles that have a high level
Central Junction Box, part number
6C1T-14A073-C*. Pin C2-12 is part of the circuit
protected by a 15A fuse (F78).
NOTE: There are no micro switches, no current
sensing, or any alarm system functionality
associated with this pin, or any lockset driven by
it.
See also Adding Connectors, Terminals and
Wiring.
4.14.9 Engine RPM (Revs Per
Minute) Speed Controller
System Overview
This feature relates to the new generation Transit
launched in 2006 & is available on all diesel
variants.
This feature enables the engine in the vehicle to
be run at elevated RPM speeds. The power from
the engine can then be used to drive ancillary
equipment. The ancillary equipment may be
powered either via a Front End Accessory Drive
(FEAD) layout (in a similar fashion to the AC
compressor), or via a Power Take Off (PTO)
layout by installing a secondary gearbox between
the output shaft of the vehicles primary
transmission & the rear axle with the secondary
gearbox transmitting power either to the rear
wheels during normal driving or redirecting power
to the ancillary equipment.
FordTransit 2006.5 (April 2006–)
Date of Publication: 12/2006
4 Electrical
15712E84730

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

Floor 'No Drill Zones' under the Floor Fuel Tank.
DescriptionItem
Center line Front Wheel Axle1
Center of 'B'-Pillar2
Floor 'No Drill Zones' Dimensions(mm)
981E1312A
728F7B
1312G535C
290H1000D
FordTransit 2006.5 (April 2006–)
Date of Publication: 12/2006
5 Body and Paint
176E745742211ABCDEAFG