2006 FORD TRANSIT handbrake

Camper Conversion
Refer to: 1.14 (page 34).
Van conver-
sion
Refer to: 1.16 (page 44).
Refer to: 1.17 Towing (page 54).
Refer to: 2.6 Brake System (page 62).
(Relocated Handbrake).
Refer to: 3.8 Fuel System (page 88).
Refer to: 4.4 Battery and Cables (page 98).
Refer to: 4.14 Special Conversions (page 131).
Refer to: 5.1 Body (page 175).
(Integrated Bodies and Conversions).
Refer to: 5.5 Seats (page 209).
(Rear Seat Fixings Positions - Kombi).
Refer to: 5.7 Roof Opening Panel (page 214).
Refer to: 1.14 (page 34).
Multi Purpose
Vehicle
Conversion
Refer to: 1.16 (page 44).
Refer to: 1.17 Towing (page 54).
Refer to: 2.6 Brake System (page 62).
(Relocated Handbrake).
Refer to: 3.8 Fuel System (page 88).
Refer to: 4.4 Battery and Cables (page 98).
Refer to: 4.14 Special Conversions (page 131).
Refer to: 5.1 Body (page 175).
(Integrated Bodies and Conversions).
Refer to: 5.5 Seats (page 209).
(Rear Seat Fixings Positions - Kombi).
Refer to: 5.7 Roof Opening Panel (page 214).
Refer to: 1.14 (page 34).
Chassis
Conversion
Refer to: 1.16 (page 44).
Refer to: 1.17 Towing (page 54).
Refer to: 2.6 Brake System (page 62).
(Relocated Handbrake).
Refer to: 3.8 Fuel System (page 88).
Refer to: 4.4 Battery and Cables (page 98).
Refer to: 4.14 Special Conversions (page 131).
Refer to: 5.1 Body (page 175).
(Integrated Bodies and Conversions).
Refer to: 5.5 Seats (page 209).
(Rear Seat Fixings Positions - Kombi).
Refer to: 5.7 Roof Opening Panel (page 214).
Refer to: 5.1 Body (page 175).
(Cab Van Floor).Cab Van FloorRefer to: 5.11 Frame and Body Mounting (page 222).
(Spare Tire Access and Mounting).
FordTransit 2006.5 (April 2006–)
Date of Publication: 12/2006
1 General Information
19

2.7 Parking Brake
WARNINGS:
Do not modify the brakes
Do not splice into the parking brake
cable
CAUTION: Make sure that a new
parking brake cable is fitted if
modification to the wheelbase
impacts the existing parking brake
cable.
2.7.1 Relocated Parking Brake
Lever
For improved walk through capability it is
recommended to have the standard handbrake
moved to the outer side between the driver door
and the driver seat. If the handbrake is moved
the wiring will need to be modified/extended to
accommodate this.
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]..

Recommended Relocated Parking Brake Lever location
FordTransit 2006.5 (April 2006–)
Date of Publication: 12/2006
2 Chassis
63E76770

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

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.
FordTransit 2006.5 (April 2006–)
Date of Publication: 12/2006
4 Electrical
161