light FORD TRANSIT 2006 7.G Body And Equipment Mounting Section Manual

4.14.8 Additional Vehicle Signals
/ Features
Reverse Signal
A reverse signal is available on the tail light
connector. In order to avoid electrical issues due
to leakage, and to ensure connector
compatibility, a mating connector with
seals/plugs and pre-crimped wire & terminal
should be used. For Additional information refer
to Adding Connectors, Terminals and Wiring in
this manual.
NOTE: It is not recommended that signal is used
to drive auxiliary equipment directly – a relay (max
300mA) should be used. The existing reverse
light load is close to the threshold and is
hard-wired through the Central Junction Box for
current sensing to generate the appropriate CAN
message.
Chassis Cab (for information only)
ColorWire CSAFunctionPin
Black-Yellow1.5Ground1
Violet-White1.5Brake Light2
Yellow-Green0.5Park Light3
Green-Orange0.75Direction Indicator4
Green-Brown0.75Reverse Light5
Red0.75Fog Light6
Van, Bus and Kombi (for information only)
ColorWire CSAFunctionPin
Green-Brown0.75Reverse Light1
Green-Orange0.75Direction Indicator2
Yellow-Green0.5Park Light3
Violet-White1.5Brake Light4
Black-Grey / Black-Green1.5Ground5
0.75Fog Light6
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Trailer Light Connector
Reverse Signal on Tail Light Connector
DescriptionItem
Reverse SignalPin 5
In addition, the reverse signal is also available
directly from the Central Junction Box (max.
300mA), but there is no free pin available. For
details, please refer to Figure E84705, connector
C2 (Brown)
Refer to: 4.1 Communications Network (page 90).
and the following Figure E84724 pin 15. The only
way to access this signal at this location
would be via a splice into the existing
wire.
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148E84716 5E84723

Connector C2
DescriptionItem
Reverse SignalPin
15
Third Brake/Stop Light
A signal for a third brake / stop light is also
available on the tail light connector (see Reverse
Signal). It can be used directly to feed an LED
stop light, or a conventional stop light with a bulb
(maximum 21W)*
In order to avoid electrical issues due to leakage,
and to ensure connector compatibility, a mating
connector with seals/plugs and pre-crimped wire
& terminal should be used.
For connectivity, see following Figure E84725,
also the details given in the section for Reverse
Signal and in Adding Connectors, Terminals and
Wiring.
Pin for the Third Brake/Stop Light
DescriptionItem
Brake /Stop Light SignalPin 2
The use of the trailer tow connector is not
recommended. IF it must be used, please see
the following figure E4726.
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Pin Brake Light on Trailer Tow in-line connector at Rear of Vehicle
DescriptionItem
Third Stop LightPin 8
*If an existing third brake/stop lamp is already
fitted, or if the power exceeds 21W, an
intermediate relay must be used.
For Van, Bus and Kombi, the signal should be
derived from the 6-way connector to the rear
light assembly, pin 4.
Additional Position Lights at the Rear
of the Vehicle
The feed for position lights only at the rear
(bottom / top) can be taken from the licence plate
lighting connectors: left and right. For the correct
pin, please refer to Figure E84727; the maximum
load is 10W per side.
NOTE: Any additional position lights should be
taken from the licence plate lights, and no other
source.
In order to avoid electrical issues due to leakage,
and to ensure connector compatibility, a mating
connector with seals/plugs and pre-crimped wire
& terminal should be used. See Adding
Connectors,Terminals and Wiring.
NOTE: Position lamps (front and rear) only
function with the lighting switch in positions 1 or
2; however, the same bulbs are also used for the
parking lamps. There are two operating modes
for the latter, both with the ignition key removed.
1.Ignition off, master light switch to position ‘P’:
all 4 lamps are on.
2.Ignition off, master light switch off, move turn
indicator stalk to either left or right position (and
leave in): tell-tale and chime will operate briefly
and parking lamps (2) on the side selected will
be on.
The position and parking functions operate
independently.
When the position lights are extinguished, the
side marker and end-outline markers turn off
simultaneously, in line with InterRegs No 48, which
states the following:
5.11 - The electrical connections must be such
that the front and rear position lamps, the
end-outline marker lamps, if they exist, the
side-marker lamps, if they exist, and the rear
registration plate lamp can only be switched on
and off simultaneously. This condition does not
apply when using front and rear position lamps,
as well as side-marker lamps when combined or
reciprocally incorporated with said lamps, as
parking lamps and when side-marker lamps are
permitted to flash.
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Licence Plate Lamp Connector
Side (and End Outline) Marker Lights
Side-marker and end-outline lights should be
installed in-line with the relevant vehicle
regulations. Both types of lamp are driven from
the same output on the Central Junction Box
(pin C2-16).
The number of lights per side that can be
supported (without the need for relay-activated
feeds) is typically 4 lights, provided the total load
does not exceed 20W, for example:- a total
additional vehicle load of 40W. There are two
ways to obtain this signal:
1.The chassis cab / cab-van-floor camper
underbody harness (14406) has 2 in-line
breakout connectors – in the middle of the
vehicle and in the area of the rear axle – that
provide feeds to these lights. Each breakout
will support a 10W load, and will connect with
a Ford jumper harness (part number
6C1T-15B484-A*) that provides connectors
to each side of the vehicle for side marker
lights (one harness connects to one left and
one right side marker light, for example:- 5W
per side).
NOTE: These breakout connectors are only
available on cab-van-floor LWB (2 pairs) and
MWB (1 pair) and chassis cab LWB (2 pairs) but
not on chassis cab MWB.
2.Alternatively, and/or in addition to, the feed
for the side-marker and end-outline marker
lights can be taken from the connectors to
the licence plate lights (2-way connector). see
also Adding Connectors, Terminals and Wiring.
NOTE: The feed for side-marker and end-outline
lights must NOT be taken from the position lights
signals. (The Central Junction Box output
provides power for the left and right position
lights, other lights including trailer tow, and will
NOT accept any additional load). The
side-marker and end-outline lights signal must
NOT be used for the roof marker lights.
Side Marker Lights connector
DescriptionItem
Side Marker LampsPin 1
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Roof-Mounted Position Light - Front
The lights operate in conjunction with the normal
position lights, driven by Central Junction Box
outputs (Left Hand: pin C2-28; Right Hand: pin
C2-20).
The roof marker lights are fitted as standard to
chassis cab vehicles, except those ordered for
camper use; on cab-van-floor vehicles, there is
a connector located in the area of the A-pillar
above the sun visor on the left and right hand
sides, that will provide the appropriate signals.
To get access the roof trim needs to be
disassembled. Each connector is capable of
supplying a 5W load.
NOTE: The feed for Roof marker lights must
NOT be taken from the side-marker and
end-outline lights signal.
Roof-Mounted front Position Light
Connector
DescriptionItem
Position Light FrontPin 1

Connector Location for Roof-Mounted Front Position Lights
See also Adding Connectors, Terminals and
Wiring
Fog Light Connector
Connectors are already part of the wiring if the
vehicle is medium or high spec. (for example with
electrical side mirrors). The main light switch will
need to be changed for one that includes this
feature. (There are switches with and without
front fog light function).
Connecting to Lighting - Question
and Answers
1.Chassis cab end outline marker lights,
recommended circuit and max amperage –
see lighting load table. There is NO
Ford-released harness for this, as the
end-outline marker lights normally form part
of the float.
2.Van & cab roof mounted rear lamp cluster
turn indicators, recommended circuit and max
amperage – at present there is an SVO
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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.
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However, it is possible to add an additional lock(s)
– see also the section covering the ‘third button
on key fob’ – but only by utilizing relays (the
electric locks are operated by surface mounted
relays in the Central Junction Box – these are
only capable of powering one lock each, in
addition to which the output of these devices is
current-sensed to check it is within minimum and
maximum limits: I) to verify operation, and ii) as
part of the security system). For camper vehicles,
the Central Junction Box is configured for a
chassis cab vehicle.
Depending on functionality required, the pins
used will emulate the basic locking/unlocking
operation of an existing door. Note, however,
that any additional locks will not be covered by
the vehicle alarm or operate Central Junction
Box controlled lighting, etc. It would be necessary
to splice into either the Central Junction Box
connector or the in-line connector for the door
jumper harness. The coil of the relay (max.
300mA) should be added across the relevant
pin and ground (i.e. one relay for lock all, one
relay for driver door unlock etc.)
The use of Ford Transit lock mechanisms is
strongly recommended as the Central Junction
Box is designed to drive these latches for the
correct amount of time.
Function14A631 in-line
Passenger Side
14A631 in-line Drive
Side
Central Junc-
tion Box
Driver door unlock-6C2-7
Passenger door unlock (on
chassis Cab / Cab-Van Floor
only
6-C2-8
Deadlock all55C2-23
Lock all88C2-24
Locking Configurations- The following list
details specific locking scenarios that have been
noted by customers:
1.Raid locking or drive away locking for taxi and
parcel van usage – this is a configurable
parameter in the Central Junction Box (Ford
Dealerships can set this).
2.Slam locking – this is a configurable parameter
in Central Junction Box (marketing want to
sell this as an option, therefore dealerships
can only switch off this feature, but not switch
on).
3.N1 lock reconfiguration into M2 locking, i.e. no
deadlocks – this can be reconfigured to be
central-locking only by a Ford Dealer (via
Dealership hotline).
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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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How to change the 3 pre-set default
RPM values in the 3 speed mode
1.Enter ‘learn mode’ (see directions above)
2.Arm the RPM speed controller (turn the key
switch to ‘on’)
3.Press & release the brake pedal once
4.Press & release the RPM button that requires
re-programming
5.Use the accelerator pedal to rev the engine to
the new desired RPM speed & hold at this
speed (only speeds between 1200 to 3000
rpm can be selected in 3 speed mode)
6.Press & release the same RPM button to reset
the stored RPM speed to the current engines
RPM
7.Release the accelerator pedal
8.Repeat steps 4) to 7) for the remaining RPM
buttons
The 3 RPM speeds should now be
re-programmed to the new RPM speeds. The
new settings can be saved & learn mode exited
(see below)
NOTE: If the engine RPM responds to the initial
RPM button press, then the vehicle has not
entered ‘learn mode’ correctly & you will have to
restart the procedure. If the engine stalls out at
the brake or accelerator pedal inputs then the
vehicle was not in, or has dropped out of ‘learn
mode’ & you will have to restart the procedure.
How to save new settings & exit
from ‘Learn mode’
1.From within the ‘learn mode’ & with the RPM
Speed Control switch box ‘armed’, press the
clutch pedal repeatedly until the engine stalls.
2.Restart the engine & test the new settings,
repeat above procedures if necessary
NOTE: The engine stalling indicates that the
settings should have been saved & the vehicle
has exited from ‘learn mode’. Learn mode
however is very specific that the exact steps are
taken in the correct order & within certain time
limits otherwise the learn procedure fails & it may
take several attempts to get this order & timing
correct & a successful modification from the
default settings.
Some Reasons why RPM speed
Control operation may stop or fail
The RPM Speed control software monitors
vehicle information during operation in RPM
speed control mode & will drop out of RPM speed
control and / or stall the engine should any
adverse signals be detected. For example:
•If the engine temperature becomes too hot
then RPM speed control will stop in order to
protect the engine.
•If the engine oil light illuminates then RPM
speed control will stop in order to protect the
engine
•If the low fuel level light illuminates then RPM
speed control will stop so that the vehicle can
be driven to a refueling point.
•If the vehicle speed exceeds approx 2.5 mph
wile in 3 speed or variable speed modes, then
RPM speed control may stop. RPM speed
control should normally be operated with the
hand brake on, but some uses may require a
low level of vehicle ‘creep’ during RPM speed
control operation. Note that there is no sensing
of the park brake on this version of RPM speed
controller to facilitate this type of operation.
•The software monitors for ‘stuck on’ buttons
on the control switch box, this may result in
RPM speed control being halted. A button that
is held down for too long may be registered
by the software as a ‘stuck’ button.
•The software monitors the foot pedals, if
depressed these may stall the engine if in 3
speed mode or variable speed mode (does
not apply to idle up speed)
•If the control switch box circuitry significantly
exceeds 2110 ohms or there is a short circuit
then RPM speed control will not be possible.
•If a PTO conversion has been attempted on a
vehicle with a non ABS braking system then
RPM speed control will fail due to vehicle
speed being registered via a transmission
speed sensor and / or the need to press the
clutch in order to put the vehicle in gear while
in RPM speed control mode.
4.14.10 Adding Connectors,
Terminals and Wiring
Additional Rear Speakers
NOTE: The connectors on the Instrument Panel
harness (14K024) and the main harness (14401)
are reversed between Left Hand Drive (LHD) and
Right Hand Drive (RHD) vehicles, hence different
sets of terminals/wires are required to cover all
the markets.
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