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.
FordTransit 2006.5 (April 2006–)
Date of Publication: 12/2006
4 Electrical
95
Resistance Ladder
Resistance Ladder Circuit
DescriptionItem
To Green / White Wire1
Stop Engine2
RPM 1 on / off or Variable Control 'Idle'3
RPM 2 on / off or Variable Control 'Negative (-)'4
RPM 3 on / off or Variable Control 'Positive (+)'5
RPM control Armed or Increased Idle on / off6
The resistance ladder circuit acts as a potential
divider. The PCM has an internal reference
voltage of 5 volts. Current passes through an
internal 320 ohm resistor (not shown above) prior
to passing through the resistance ladder. There
is also a (second) 220 nF capacitor internally
within the PCM between the 320 ohm resistor &
ground (not shown above) & this is to reduce
EMC effects.
With all the switches open there a total resistance
in the green/white loop of approx 4330 ohms &
this corresponds to normal driving operation (as
does short circuit – the condition prior to the loop
being cut).
Starting from the right of the diagram, when the
key switch is closed only 2110 ohms is in the
circuit & the PCM software recognizes this as the
RPM mode being armed & ready for operation
(Key switch closed = on, open = off). A key switch
is recommended in this position for a couple of
reasons:
•If the control box is located externally on the
vehicle, the requirement for a key avoids any
passers by being able to put the vehicle into
RPM Speed Control mode by simply pressing
a button.
•Using a key switch where the key can be
removed in either the ‘on’ or ‘off’ condition
could be used as an aid to anti theft. If the
operator uses a key to put the vehicle into
RPM Speed control mode & then removes the
key, then the vehicle cannot quickly & easily
be taken out of RPM speed control mode. If
a foot pedal is pressed while in either the 3
speed or variable speed modes, the vehicles
engine will stall & therefore the vehicle can not
easily be driven away & stolen.
When in 3 speed mode pressing any of the
middle 3 switches (with the feature armed) results
in the engine RPM jumping to the corresponding
RPM value held in memory (defaults of 1100, 1600
or 2030rpm) for the 3 switch positions. A second
consecutive press of the same button returns to
normal idle.
When in variable speed mode the same 3 buttons
act as ramp up, ramp down & return to idle
selections respectively.
FordTransit 2006.5 (April 2006–)
Date of Publication: 12/2006
4 Electrical
16065432E88295711
