Instrumentation, Message Center and Warning Chimes

Special Tool(s)

	Fluke 77-1V Digital Multimeter FLU77-4 or equivalent
	Instrument Gauge System Tester 014-R1063 or equivalent
	Vehicle Communication Module (VCM) and Integrated Diagnostic System (IDS) software with appropriate hardware, or equivalent scan tool
	Flex Probe Kit NUD105-R025D or equivalent

Principles of Operation

NOTE: When installing a new Instrument Panel Cluster (IPC), it is necessary to upload the module configuration to the scan tool. Following installation of the IPC , download the module configuration from the scan tool into the new IPC . Refer to Section 418-01 to carry out Programmable Module Installation (PMI). It is also necessary to carry out a parameter reset procedure whenever a new IPC or PCM is installed. Refer to Section 419-01B .

The IPC , message center and warning chimes utilize a microprocessor to control the gauge and indicator functions. Data is sent to the IPC over the Medium Speed Controller Area Network (MS-CAN) and the High Speed Controller Area Network (HS-CAN) bus lines and through hardwired circuitry from individual components. The IPC uses each input to output an action to the gauges or indicators.

It is very important to understand:

• where the input originates.
• all the information necessary in order for a feature to operate.
• which module(s) receive(s) the input or command message.
• does the module which received the input control the output of the feature, or does it output a message over the communication network to another module.
• which module controls the output of the feature.

Instrument Panel Cluster (IPC)

IPC Gateway Function

The IPC acts as a gateway module by receiving information in one format and transmitting it to other modules using another format. For example, the IPC receives the vehicle speed data from the PCM over the HS-CAN , converts the data into an MS-CAN message and sends (gateways) the message to other network modules such as the HVAC module, the Audio Front Control Module (ACM), and the SJB . This enables network communication between modules that do not communicate using the same network ( HS-CAN or MS-CAN ).

IPC Network Messages

The IPC uses input messages from other modules to control the gauges, informational indicators and warning indicators over the communication networks. If a required message is missing or invalid for less than 5 seconds, the gauge or indicator that requires the message remains at the last commanded state based upon the last known good message. For example, if the brake status message is missing for less than 5 seconds and the brake warning indicator was on, the indicator remains in the on state until the next good message is received. If the message remains missing or invalid for more than 5 seconds, the IPC sets a U-code DTC and the output becomes a default action for the indicator or gauge. Each indicator or gauge utilizes a different default strategy depending on the nature of the indication. Refer to the normal operation descriptions located before each individual pinpoint test for further description of the default action specific to each indicator or gauge. If the messaged input to the cluster returns at any time, the normal function of the gauge or indicator resumes.

NOTE: Whenever a network message is suspected as missing and confirmed by a missing message DTC (U-code), it is important to look for other symptoms that may also be present in the IPC and throughout the vehicle. Once a DTC is set in the IPC , it may be helpful to review the complete message list available in Section 418-00 to see what other modules also rely on the same message and run the self-test for those modules. If the message is missing from other modules, the same DTC may also be set in those modules. Confirmation of missing messages common to multiple modules may indicate that the originating module is the source of the concern or the communication network may be experiencing some problems.

IPC Configuration

The IPC contains items that are configurable. All configurable items are configured at the end of the line production and only available for configuration using PMI or As-Built data. Refer to Section 418-01 for PMI module configuration.

IPC Software Flashing

The IPC is capable of receiving updated software after the end of line production. This updating is called software flashing and is only carried out when a TSB provides the direction to do so. Follow all instructions in the TSB when flashing the IPC when carrying out the flashing procedure.

IPC Prove-Out

The IPC and other vehicle modules carry out a display prove-out to verify that all module controlled warning/indicator lamps and monitored systems are functioning correctly within the IPC . When the ignition switch is cycled to the ON position with the engine off, the indicators illuminate to prove-out according the following table:

Information And Message Center

The message center is an integral part of the IPC that receives and acts upon much of the same information that is input and used to operate the IPC gauges, informational. indicators, warning indicators and warning chimes. The message center is a 2-line display located in the center (optional or GT500 IPC ) or the right side (base IPC ) of the IPC . All message center functions are controlled by a 3-button or 5-way message center switch, which is hardwired to the IPC . The message center switch consists of 3 buttons and a resistor ladder with a different resistor associated with each switch button. The IPC sends out a reference voltage to the message center switch and monitors the voltage drop that results from the voltage flowing through the resistor when a message center button is pressed. The voltage drop varies depending upon the resistance of each button, providing a specific indication to the IPC which switch is pressed.

Electronic Compass (Without Navigation)

The compass display (located in the Front Display Interface Module (FDIM)) receives battery voltage from the SJB . The compass module (integral to the auto-dimming interior mirror) provides hardwired vehicle directional inputs to the IPC , which sends the compass information to the FDIM over the Medium Speed Controller Area Network (MS-CAN). The compass is capable of self-calibrating. This decreases the need to manually set the compass. If the compass is displaying a heading (and not displaying the C or CAL indicator), the compass is in auto-calibration mode. In this mode, the compass automatically calibrates for changes in vehicle magnetics over the life of the vehicle. This auto-calibration mode makes sure the compass heading is always accurate. If the compass displays the C or CAL indicator for an extended period of time (longer than 5 seconds), this indicates the compass has been placed in the manual calibration mode and therefore, requires manual calibration.

Warning Chimes

The IPC uses inputs that are hardwired to individual components and messages that are sent from the other modules over the HS-CAN or MS-CAN to control the warning chime functions.

Warning Chime Characteristics

Each warning chime has unique characteristics to identify and differentiate each warning chime. The warning chimes use volume, chime frequency, length of time the chime sounds and the number of chime tones to identify which chime is sounding. The IPC prioritizes the chimes according to a preset hierarchy programmed into the IPC software. When more than one chime request is received by the IPC , the most important chime sounds. If a lower priority chime is currently sounding, the higher priority request takes over and replaces the lower priority chime.

There are 3 different chimes as listed below:

• Repetitive
• Single tone
• Tick-tock

The following table provides a summary of the chime characteristics:

  IPC Chime Characteristics

Air Bag Secondary Warning Chime

The air bag secondary warning chime warns that the air bag warning indicator light does not work correctly. The IPC monitors the air bag warning indicator status internally. When a fault is present in the air bag warning indicator and the IPC receives an air bag warning indicator on request from the Restraints Control Module (RCM), the air bag secondary warning chime sounds.

The air bag secondary warning chime inputs are:

• Ignition state.
• Air bag warning indicator chime request communicated by the RCM to the IPC .

Belt-Minder®

The Belt-Minder® is configurable. To configure without using a scan tool, refer to Belt-Minder® Deactivating/Activating in this section.

The Belt-Minder® feature supplements the current safety belt warning function and is enabled after the current safety belt warning is complete. The Belt-Minder® reminds the driver that the driver or passenger safety belt is unbuckled by intermittently and simultaneously sounding a chime and illuminating the safety belt warning indicator in the IPC once the vehicle speed has exceeded 9.7 km/h (6 mph). The Belt-Minder® remains active for 5 minutes from the time it is started.

While activated, the Belt-Minder® chime provides a series of 6 chime/safety belt warning indicator flash sequences that when combined make up a chime cycle. Each chime/safety belt warning indicator sequence consists of a one-second chime tone and safety belt warning indicator on/off state. The Belt-Minder® chime and the safety belt warning indicator sound and flash for 6 seconds, then the chime stops and the safety belt warning indicator remains on for 30 seconds. The IPC repeats the chime cycle for 5 minutes.

If the vehicle speed drops below 5 km/h (3 mph) once the Belt-Minder® chime has activated, the chime turns off and the safety belt warning indicator remains on. When the vehicle speed exceeds 9.7 km/h (6 mph) again, the Belt-Minder® chime resumes.

The IPC also provides a toll booth feature which allows the driver or passenger to unbuckle their safety belt after the safety belts were initially buckled, providing 1 minute without warnings after the vehicle exceeds 9.7 km/h (6 mph) again with a safety belt unbuckled.

When a MyKey® programmed key is in use, the driver cannot configure the Belt-Minder® off. Once the Belt-Minder® is activated, the Belt-Minder® continues to chime periodically (does not time out after 5 minutes) and the audio system is muted until the driver and passenger safety belts are fastened. Refer to Section 419-01B for more information on the MyKey® feature.

The Belt-Minder® warning chime inputs are the:

• Ignition state
• Driver or passenger safety belt warning chime request communicated by the RCM to the IPC through the HS-CAN .

Headlamps On Warning Chime

The headlamps on warning chime warns that the headlamps are on when the driver door is ajar and the key is removed from the ignition lock cylinder. The headlamps on warning chime sounds if the driver door is ajar and the headlamp switch is in the PARK or HEADLAMP position when the ignition is OFF with the key out.

The headlamps on warning chime stops sounding when any one of the above conditions are removed.

The headlamps on warning chime inputs are:

• Ignition state.
• Key-in-ignition status to the SJB .
• Door ajar input from the driver door ajar switch to the SJB .
• Headlamp switch input to the SJB .
• Headlamps on chime request communicated by the SJB to the IPC through the MS-CAN .

Key-In-Ignition Warning Chime

The key-in-ignition warning chime warns that the key is still in the ignition lock cylinder when the driver door is ajar. The key-in-ignition warning chime sounds when the driver door is ajar, the key is in the ignition lock cylinder and in the OFF or ACC position.

The key-in-ignition warning chime stops sounding when the driver door is closed, the key is removed from the ignition lock cylinder, or if the ignition switch is turned to the ON position.

The key-in-ignition warning chime inputs are:

• Ignition state.
• Key-in-ignition switch position to the SJB .
• Door ajar input from the driver door ajar switch to the SJB .
• Key-in-ignition chime request communicated by the SJB to the IPC through the MS-CAN .

Message Center Warning Chime

The message center warning chime feature draws the driver's attention to the message center display to view a new warning message or message center warning indicator displayed. The IPC provides a single one-second tone whenever a new warning message is displayed in the message center. If multiple warning messages are present, the IPC sounds a chime for each of the warning messages that are present.

Parking Brake Warning Chime

The parking brake warning chime warns that the parking brake is engaged when the vehicle is in motion. The parking brake warning chime sounds if the ignition is in RUN mode, the parking brake is engaged, and the vehicle speed is more than 5 km/h (3 mph).

The parking brake warning chime stops sounding if the parking brake is released, the ignition is not in the RUN mode, if the vehicle speed is less than 5 km/h (3 mph), or after 90 seconds from the time the chime is activated.

The parking brake warning chime inputs are:

• Ignition state.
• Parking brake switch status communicated by the SJB to the IPC through the MS-CAN .
• Vehicle speed data communicated by the PCM to the SJB through the MS-CAN .
• Parking brake warning chime request communicated by the SJB to the IPC .

Performance Shift Warning Chime

The performance shift warning chime provides an audible alert to inform the driver to shift the transmission gear. The chime is configured through the message center independently of the visual performance shift indicator. The chime feature on/off status and the desired rpm for the chime to sound are configurable items. The IPC uses engine data rpm sent to the IPC over the HS-CAN communication lines and compares the value against the customer preset engine rpm to determine when to sound the chime. When the actual engine rpm matches the preset engine rpm, the IPC sounds the chime.

Perimeter Alarm Chime

The perimeter alarm chime warning alerts the driver that the perimeter alarm is armed when the driver door is unlocked with a key. The perimeter alarm warning chime is only functional when a key is used to unlock the driver door. If the Integrated Keyhead Transmitter (IKT) key is used to unlock the door, the perimeter alarm is disarmed and the perimeter alarm warning chime does not sound. The perimeter alarm warning chime sounds for 12 seconds when the driver door is opened and turns off when the perimeter alarm is disarmed (either by using the IKT key or turning the key to the ON position). After the 12-second chime duration, the chime stops sounding and the perimeter alarm activates, sounding the horn and flashing the turn signal lights.

The perimeter alarm chime inputs are:

• Ignition state.
• Passive Anti-Theft System (PATS) armed/disarmed status.
• Driver door ajar input to the SJB .
• Perimeter alarm chime request from the SJB to the IPC through the MS-CAN .

Safety Belt Warning Chime

The safety belt warning chime warns that the safety belt is not fastened. The safety belt warning chime sounds for 6 seconds when the driver's safety belt is not fastened and the ignition switch is transitioned from the OFF or ACC position to the ON or START position.

The safety belt warning chime stops sounding when the safety belt is fastened, when the ignition is switched from the ON or START position to the OFF or ACC position, or when the chime has sounded for approximately 6 seconds.

The safety belt warning chime inputs are:

• Ignition state.
• Driver's safety belt warning chime request communicated by the RCM to the IPC through the HS-CAN .

Turn Signal Left On Warning Chime

The turn signal left on warning chime warns that the turn signal has not been cancelled. The turn signal left on warning chime sounds if the left or right turn signal is on and the vehicle has traveled more than 3.2 km (2.0 miles).

The turn signal left on warning chime stops sounding if the turn signal is turned off, or if the ignition is switched to the OFF or ACC position.

The turn signal left on warning chime inputs are:

• Ignition state.
• Turn signal on data communicated by the SJB to the IPC through the MS-CAN .
• Odometer rolling count data communicated by the PCM to the IPC through the HS-CAN .

Turn/Hazard On Tone

Since the turn/hazard flasher is an electronic function of the SJB , the on/off sound that used to be present with standard bi-metal flashers is no longer present. To provide an audible sound and indicate that the RH/LH turn or hazard indicators are on, the IPC provides a tick-tock tone along with the visual turn signal indicators.

The turn/hazard on tone inputs are:

• Left turn indicator signal from the SJB to the IPC through the MS-CAN .
• Right turn indicator signal from the SJB to the IPC through the MS-CAN .

Inspection and Verification

1. Verify the customer concern.

2. Visually inspect for obvious signs of mechanical or electrical damage.

  Visual Inspection Chart

3. If an obvious cause for an observed or reported concern is found, correct the cause (if possible) before proceeding to the next step.

4. NOTE: Make sure to use the latest scan tool software release.

   If the cause is not visually evident, connect the scan tool to the Data Link Connector (DLC).

5. NOTE: The Vehicle Communication Module (VCM) LED prove-out confirms power and ground from the DLC are provided to the VCM .

   If the scan tool does not communicate with the VCM :
   • Check the VCM connection to the vehicle.
   • Check the scan tool connection to the VCM .
   • Refer to Section 418-00 , No Power To The Scan Tool, to diagnose no power to the scan tool.

6. If the scan tool does not communicate with the vehicle:
   • Verify the ignition key is in the ON position.
   • Verify the scan tool operation with a known good vehicle.
   • Refer to Section 418-00 to diagnose no response from the PCM.

7. Carry out the network test.
   • If the scan tool responds with no communication for one or more modules, refer to Section 418-00 .
   • If the network test passes, retrieve and record the continuous memory DTCs.

8. Clear the continuous DTCs and carry out the self-test diagnostics for the IPC , ABS module, PCM, SJB and Restraints Control Module (RCM).

9. If the DTCs retrieved are related to the concern, go to DTC Charts. For all other DTCs, refer to the DTC Chart in Section 419-10 .

10. If no DTCs related to the concern are retrieved, GO to Symptom Chart - Instrument Panel Cluster (IPC) , GO to Symptom Chart - Information And Message Center or GO to Symptom Chart - Warning Chimes .

Instrument Panel Cluster (IPC) Dealer Test Mode

To enter the IPC self-diagnostic mode, begin with the ignition key in the OFF position. Press and hold the message center RESET button. Turn the key to the RUN position and hold the RESET button until the display indicates ENGINEERING TEST MODE, usually within 3 to 5 seconds. Press the RESET button once to advance through each stage of the self-test. To exit the IPC dealer test mode, turn the ignition to the OFF position.

NOTE: If the message center detects a non-resettable fault condition that it is reporting out on such as door ajar, the dealer test mode session cannot be entered until the fault condition has been corrected and the message removed. If the dealer test mode session is interrupted by the fault condition display (such as door ajar), the session can be resumed by pressing the RESET button.

NOTE: Some of the displays listed in the table below use xxx's to represent a numeric or alpha-numeric value. The value may display the same amount of characters represented by the xxx's or there may be more/less depending on the type of display. For example: VEHICLE SPEED xxxx.x MPH may display VEHICLE SPEED 25 MPH. Note that there were 4 x's in the display description but only 2 digits in the actual display.

 Dealer Test Mode Data — Base IPC

 Dealer Test Mode Data — Optional IPC

DTC Charts

Diagnostics in this manual assume a certain skill level and knowledge of Ford-specific diagnostic practices. Refer to Diagnostic Methods in Diagnostic Methods in Section 100-00 for information regarding these diagnostic practices.

 Instrument Panel Cluster (IPC) DTC Chart

 Body Control Module (BCM) DTC Chart

 PCM DTC Chart

Symptom Chart

Diagnostics in this manual assume a certain skill level and knowledge of Ford-specific diagnostic practices. Refer to Diagnostic Methods in Diagnostic Methods in Section 100-00 for information regarding these diagnostic practices.

Pinpoint Tests

Pinpoint Test A: The Instrument Panel Cluster (IPC) Is Inoperative

Diagnostics in this manual assume a certain skill level and knowledge of Ford-specific diagnostic practices. Refer to Diagnostic Methods in Diagnostic Methods in Section 100-00 for information regarding these diagnostic practices.

Refer to Wiring Diagrams Cell 60 , Instrument Cluster for schematic and connector information.

Normal Operation

With the ignition switch in the START or RUN position, the Instrument Panel Cluster (IPC) receives voltage from the Smart Junction Box (SJB). With the ignition switch in the OFF position, the IPC receives its keep-alive memory voltage from the SJB .

The IPC sets DTC U300A:94 in continuous memory and on-demand if the RUN/START input, circuit CBP36 (BU/BN) is open or if the SJB fuse 36 (5A) has failed.

This pinpoint test is intended to diagnose the following:

• Fuse
• Wiring, terminals or connectors
• IPC

PINPOINT TEST A: THE IPC IS INOPERATIVE

NOTICE: Use the correct probe adapter(s) when making measurements. Failure to use the correct probe adapter(s) may damage the connector.

NOTE: Failure to disconnect the battery when instructed results in false resistance readings. Refer to Section 414-01 .

Pinpoint Test B: Incorrect Fuel Gauge Indication

Diagnostics in this manual assume a certain skill level and knowledge of Ford-specific diagnostic practices. Refer to Diagnostic Methods in Diagnostic Methods in Section 100-00 for information regarding these diagnostic practices.

Refer to Wiring Diagrams Cell 60 , Instrument Cluster for schematic and connector information.

Normal Operation

The fuel tank is a saddle tank design with 2 variable resistance senders, driven by floats, that provide resistances related to fuel level in each side of the fuel tank to the Instrument Panel Cluster (IPC). The fuel level is determined using variable resistance fuel sender units, with an approximate resistance range between 180 ohms ± 4 ohms at empty (E) and 10 ohms ± 2 ohms at full (F). The IPC provides a reference voltage to the fuel pump module (LH side) and the fuel level sensor (RH side) through individual signal circuits and receives a return through the signal return circuits from both the fuel pump module and fuel level sensor. As the fuel level changes, a float actuates a variable resistor on the fuel pump module and the fuel level sensor, raising or lowering the fuel level signal voltage depending on the resistance of the fuel level sender (float and card) or fuel level sensor. The IPC monitors the changes in voltage from both senders and commands the fuel gauge with a corresponding movement of the pointer. If the IPC detects the fuel level sensor circuitry is open, the fuel gauge defaults to the fuel pump module value only and the fuel gauge defaults to the empty (E) position. If the IPC detects the fuel pump module circuitry is open, the fuel gauge defaults to the empty (E) position.

The IPC uses 4 different operating modes to calculate the fuel level:

• Anti-slosh (default mode)
• Ignition OFF fueling
• Ignition ON fueling
• Recovery

After a fuel fill up, the time for the fuel gauge to move from empty (E) to full (F) ranges from 2 seconds to 55 minutes depending on which operating mode the fuel gauge is in.

The default fuel gauge mode is called the anti-slosh mode. To prevent fuel gauge changes from fuel slosh (gauge instability due to changes in fuel sensor readings caused by fuel moving around in the tank), the fuel gauge takes approximately 55 minutes to go from empty (E) to full (F).

The ignition OFF fueling mode (2 seconds to read empty [E] to full [F]) requires 3 conditions be met:

• The ignition must be in the OFF mode when refueling the vehicle.
• At least 15% of the vehicle's fuel capacity must be added to the fuel tank.
• The IPC must receive a valid ignition ON fuel sensor reading within one second of the ignition being put into the RUN mode. The key ON sample readings are considered valid if the fuel sensor reading is between 10 ohms ± 2 ohms and 180 ohms ± 4 ohms.

If these conditions are not met, the fuel gauge stays in the anti-slosh mode, which results in a slow to read full (F) event.

The ignition ON fueling mode (approximately 90 seconds to read empty [E] to full [F]) requires the following conditions be met:

• Engine speed is greater than 0 rpm.
• The transmission is in PARK (P).
• The ignition is in the RUN mode.
• At least 15% of the vehicle's fuel capacity must be added to the fuel tank.

In ignition ON fueling mode, a 30-second timer activates after the transmission is put into the PARK (P) position. When the 30-second time has elapsed and at least 15% of the vehicle's fuel capacity has been added, the fuel gauge response time is 60 seconds to read from empty (E) to full (F). When the transmission is shifted out of PARK (P), the fuel gauge strategy reverts to the anti-slosh mode. The ignition ON fueling mode prevents slow to read full events from happening if the customer refuels the vehicle with the ignition in the RUN mode.

Recovery mode is incorporated into the IPC strategy to recover from a missing fuel level input after a refueling event. Missing fuel level inputs result from intermittent opens in the fuel sensor or its circuits. Recovery mode (empty [E] to full [F] approximately 20 minutes) is initiated when the following 2 conditions are met:

• The IPC is in the anti-slosh (default) mode.
• The actual fuel level in the tank is greater than what is being displayed by the fuel gauge.

 Instrument Panel Cluster (IPC) DTCs

 PCM DTCs

This pinpoint test is intended to diagnose the following:

• Wiring, terminals or connectors
• Fuel pump module (LH side)
• Fuel level sensor (RH side)
• Fuel level sender (float and card)
• Fuel tank transfer tube
• Fuel tank
• IPC

PINPOINT TEST B: INCORRECT FUEL GAUGE INDICATION

NOTICE: Use the correct probe adapter(s) when making measurements. Failure to use the correct probe adapter(s) may damage the connector.

Pinpoint Test C: The Engine Temperature Gauge Is Inoperative

Diagnostics in this manual assume a certain skill level and knowledge of Ford-specific diagnostic practices. Refer to Diagnostic Methods in Diagnostic Methods in Section 100-00 for information regarding these diagnostic practices.

Normal Operation

The PCM uses the Cylinder Head Temperature (CHT) sensor to measure the engine temperature. The Instrument Panel Cluster (IPC) receives the engine temperature data from the PCM over the High Speed Controller Area Network (HS-CAN) communication bus. The IPC monitors the engine temperature data received from the PCM and commands the engine temperature gauge indication with a corresponding movement of the pointer.

If the engine temperature data is missing for 5 seconds or less or if the IPC receives invalid engine temperature data for 5 seconds or less, the IPC defaults the engine temperature gauge to the last setting, based upon the last known good temperature status message. If the IPC does not receive the engine temperature status message from the PCM for more than 5 seconds, the IPC sets DTC U0100:87 in continuous memory and defaults the temperature gauge to cold (C). If the engine temperature data is deemed invalid by the IPC for 5 seconds or more, the IPC sets DTC U0401:68 and defaults the engine temperature gauge to cold (C).

NOTE: If DTC U0100:87 is set in the IPC , other observable symptoms can be an inoperative tachometer, speedometer or odometer.

This pinpoint test is intended to diagnose the following:

• PCM
• IPC

PINPOINT TEST C: THE ENGING TEMPERATURE GAUGE IS INOPERATIVE

Pinpoint Test D: Incorrect Engine Temperature Gauge Indication

Diagnostics in this manual assume a certain skill level and knowledge of Ford-specific diagnostic practices. Refer to Diagnostic Methods in Diagnostic Methods in Section 100-00 for information regarding these diagnostic practices.

Normal Operation

The PCM uses the Cylinder Head Temperature (CHT) sensor to measure the engine temperature. The Instrument Panel Cluster (IPC) receives the engine temperature data from the PCM over the High Speed Controller Area Network (HS-CAN) communication bus. The IPC monitors the engine temperature data received from the PCM and commands the engine temperature gauge indication with a corresponding movement of the pointer.

Fail-Safe Cooling

The PCM provides 2 modes or levels of fail-safe cooling for gasoline engines, which provides a visual indication to the driver that the engine is overheating while reducing the engine power to lower the engine temperature. When the PCM sends the IPC a fail-safe mode 1 or 2 command, the IPC drives the temperature gauge to the full hot (H) position.

If the engine temperature data is missing for 5 seconds or less or if the IPC receives invalid engine temperature data for 5 seconds or less, the IPC defaults the engine temperature gauge to the last setting, based upon the last known good temperature status message. If the IPC does not receive the engine temperature status message from the PCM for more than 5 seconds, the IPC sets DTC U0100:87 in continuous memory and defaults the engine temperature gauge to cold (C). If the engine temperature data is deemed invalid by the IPC for 5 seconds or more, the IPC sets DTC U0401:68 and defaults the engine temperature gauge to cold (C).

NOTE: If DTC U0100:87 is set in the IPC , other observable symptoms can be an inoperative tachometer, speedometer or odometer.

This pinpoint test is intended to diagnose the following:

• PCM concern
• IPC

PINPOINT TEST D: INCORRECT ENGINE TEMPERATURE GAUGE INDICATION

Pinpoint Test E: The Tachometer Is Inoperative

Diagnostics in this manual assume a certain skill level and knowledge of Ford-specific diagnostic practices. Refer to Diagnostic Methods in Diagnostic Methods in Section 100-00 for information regarding these diagnostic practices.

Normal Operation

The PCM uses the Crankshaft Position (CKP) sensor to measure the engine rpm. The PCM sends the Instrument Panel Cluster (IPC) data over the High Speed Controller Area Network (HS-CAN) communication bus to command the tachometer gauge according to the data.

If the engine rpm data is invalid for 5 seconds or less or if the IPC does not receive the engine rpm data for 5 seconds or less, the IPC defaults the tachometer to the last setting, based upon the last known good rpm message. If the IPC does not receive the engine rpm data from the PCM for more than 5 seconds, the IPC sets DTC U0100:87 in continuous memory and defaults the tachometer to 0 rpm. If the engine rpm data is deemed invalid by the IPC for 5 seconds or longer, the IPC sets DTC U0401:68 and defaults the tachometer to 0 rpm.

NOTE: If DTC U0100:87 is set in the IPC , other observable symptoms can be an inoperative speedometer, temperature gauge or odometer.

This pinpoint test is intended to diagnose the following:

• PCM
• IPC

PINPOINT TEST E: THE TACHOMETER IS INOPERATIVE

Pinpoint Test F: Incorrect Tachometer Indication

Diagnostics in this manual assume a certain skill level and knowledge of Ford-specific diagnostic practices. Refer to Diagnostic Methods in Section 100-00 for information regarding these diagnostic practices.

Normal Operation

The PCM uses the Crankshaft Position (CKP) sensor to measure the engine rpm. The PCM sends the Instrument Panel Cluster (IPC) data over the High Speed Controller Area Network (HS-CAN) communication bus to command the tachometer according to the data.

If the engine rpm data is invalid for 5 seconds or less or if the IPC does not receive the engine rpm data for 5 seconds or less, the IPC defaults the tachometer to the last setting, based upon the last known good rpm message. If the IPC does not receive the engine rpm data from the PCM for more than 5 seconds, the IPC sets DTC U0100:87 in continuous memory and defaults the tachometer to 0 rpm. If the engine rpm data is deemed invalid by the IPC for 5 seconds or longer, the IPC sets DTC U0401:68 and defaults the tachometer to 0 rpm.

NOTE: If DTC U0100:87 is set in the IPC , other observable symptoms can be an inoperative speedometer, temperature gauge or odometer.

This pinpoint test is intended to diagnose the following:

• PCM concern
• IPC

PINPOINT TEST F: INCORRECT TACHOMETER INDICATION

Pinpoint Test G: The Speedometer Is Inoperative

Diagnostics in this manual assume a certain skill level and knowledge of Ford-specific diagnostic practices. Refer to Diagnostic Methods in Section 100-00 for information regarding these diagnostic practices.

Normal Operation

The Instrument Panel Cluster (IPC) receives the vehicle speed signal from the PCM over the High Speed Controller Area Network (HS-CAN) communication bus. The PCM receives vehicle speed from the Output Shaft Speed (OSS) sensor and uses axle ratio and tire Vehicle Identification (VID) block to generate the vehicle speed data sent to the IPC . The IPC monitors the vehicle speed input from the PCM and commands the speedometer with a corresponding movement of the pointer.

If the vehicle speed data is missing for 5 seconds or less or if the IPC receives invalid vehicle speed data for 5 seconds or less, the IPC defaults the speedometer to the last setting, based upon the last known good vehicle speed message. If the IPC does not receive the vehicle speed data from the PCM for more than 5 seconds, the IPC sets DTC U0100:87 in continuous memory and defaults the speedometer to 0 km/h (0 mph). If the vehicle speed data received is deemed invalid by the IPC for 5 seconds or longer, the IPC sets DTC U0401:68 and defaults the speedometer to 0 km/h (0 mph).

NOTE: If DTC U0100:87 is set in the IPC , other observable symptoms can be an inoperative tachometer, temperature gauge or odometer.

This pinpoint test is intended to diagnose the following:

• PCM
• IPC

PINPOINT TEST G: THE SPEEDOMETER IS INOPERATIVE

Pinpoint Test H: Incorrect Speedometer Indication

Diagnostics in this manual assume a certain skill level and knowledge of Ford-specific diagnostic practices. Refer to Diagnostic Methods in Section 100-00 for information regarding these diagnostic practices.

Normal Operation

The Instrument Panel Cluster (IPC) receives the vehicle speed signal from the PCM over the High Speed Controller Area Network (HS-CAN) communication bus. The PCM receives vehicle speed from the Output Shaft Speed (OSS) sensor and uses axle ratio and tire Vehicle Identification (VID) block to generate the vehicle speed data sent to the IPC . The IPC monitors the vehicle speed input from the PCM and commands the speedometer with a corresponding movement of the pointer.

A configurable item such as tire size could affect the accuracy of the speedometer.

If the vehicle speed data is missing for 5 seconds or less or if the IPC receives invalid vehicle speed data for 5 seconds or less, the IPC defaults the speedometer to the last setting, based upon the last known good vehicle speed message. If the IPC does not receive the vehicle speed data from the PCM for more than 5 seconds, the IPC sets DTC U0100:87 in continuous memory and defaults the speedometer to 0 km/h (0 mph). If the vehicle speed data received is deemed invalid by the IPC for 5 seconds or longer, the IPC sets DTC U0401:68 and defaults the speedometer to 0 km/h (0 mph).

NOTE: If DTC U0100:87 is set in the IPC , other observable symptoms can be an inoperative tachometer, temperature gauge or odometer.

This pinpoint test is intended to diagnose the following:

• Tire size configuration
• Axle ratio configuration
• PCM concern
• IPC

PINPOINT TEST H: INCORRECT SPEEDOMETER INDICATION

Pinpoint Test I: The Virtual Accelerometer/Track Applications Functions Are Inoperative (If Equipped)

Diagnostics in this manual assume a certain skill level and knowledge of Ford-specific diagnostic practices. Refer to Diagnostic Methods in Section 100-00 for information regarding these diagnostic practices.

Normal Operation

The Instrument Panel Cluster (IPC) receives the accelerometer data from the ABS module and the brake pedal applied status from the PCM over the High Speed Controller Area Network (HS-CAN) communication bus.

If the accelerometer data is invalid or unknown for more than 5 seconds, the IPC sets DTC U0415:00 (invalid) or U0415:81 (unknown) in continuous memory and defaults the marker (red dot) in the accelerometer display off. If the accelerometer data is missing for more than 5 seconds, the IPC sets DTC U0121:00 in continuous memory and defaults the marker (red dot) in the accelerometer display off.

This pinpoint test is intended to diagnose the following:

• Stability/traction control concern
• ABS concern
• IPC

PINPOINT TEST I: THE VIRTUAL ACCELEROMETER/TRACK APPLICATIONS FUNCTIONS ARE INOPERATIVE (IF EQUIPPED)

Pinpoint Test J: A Virtual Gauge Is Inoperative (Except Accelerometer And Voltage Gauges) (If Equipped)

Diagnostics in this manual assume a certain skill level and knowledge of Ford-specific diagnostic practices. Refer to Diagnostic Methods in Section 100-00 for information regarding these diagnostic practices.

Normal Operation

The Instrument Panel Cluster (IPC) receives data from the PCM over the High Speed Controller Area Network (HS-CAN) communication bus to control the air/fuel ratio, boost/vacuum (GT500), inlet air temperature, oil temperature and transmission oil temperature virtual gauges. The IPC monitors the data received from the PCM and commands the appropriate gauge indication.

If a virtual gauge data is missing for less than 5 seconds, the IPC defaults the gauge to the last setting, based upon the last known good message received. If the IPC does not receive the virtual gauge data from the PCM for 5 seconds or more, the IPC sets DTC U0100:87 in continuous memory and defaults the menu display to dashes (------) and the gauge to the lowest setting.

This pinpoint test is intended to diagnose the following:

• PCM input
• IPC

PINPOINT TEST J: A VIRTUAL GAUGE IS INOPERATIVE (EXCEPT ACCELEROMETER AND VOLTAGE GAUGES) (IF EQUIPPED)

Pinpoint Test K: The Virtual Voltage Gauge Is Inoperative (If Equipped)

Diagnostics in this manual assume a certain skill level and knowledge of Ford-specific diagnostic practices. Refer to Diagnostic Methods in Section 100-00 for information regarding these diagnostic practices.

Normal Operation

The Instrument Panel Cluster (IPC) uses the B+ hot at all times voltage from the Smart Junction Box (SJB) to measure and display the current operating voltage.

This pinpoint test is intended to diagnose the following:

• Wiring, terminals or connectors
• IPC

PINPOINT TEST K: THE VIRTUAL VOLTAGE GAUGE IS INOPERATIVE (IF EQUIPPED)

Pinpoint Test L: The Odometer Is Inoperative

Diagnostics in this manual assume a certain skill level and knowledge of Ford-specific diagnostic practices. Refer to Diagnostic Methods in Section 100-00 for information regarding these diagnostic practices.

Normal Operation

The Instrument Panel Cluster (IPC) receives the odometer rolling count data from the PCM over the High Speed Controller Area Network (HS-CAN) communication bus. The IPC monitors the odometer rolling count input from the PCM and commands the odometer with a display in the message center display area.

If the IPC does not receive the odometer rolling count data or if the rolling count data is deemed invalid from the PCM for less than 5 seconds, the IPC displays the mileage based upon the last good known input.

If the IPC does not receive the odometer rolling count data or if the rolling count data is deemed invalid from the PCM for 5 seconds or longer, the IPC sets DTC U0100:87 in continuous memory and defaults the odometer display to all dashes (-----).

If the Non-Volatile Memory (NVM) is corrupted, the message center displays ERROR.

NOTE: If DTC U0100:87 is set in the IPC , other observable symptoms can be an inoperative speedometer, tachometer or temperature gauge.

This pinpoint test is intended to diagnose the following:

• PCM
• IPC

PINPOINT TEST L: THE ODOMETER IS INOPERATIVE

Pinpoint Test M: The Low Oil Pressure Warning Indicator Is Never/Always On

Diagnostics in this manual assume a certain skill level and knowledge of Ford-specific diagnostic practices. Refer to Diagnostic Methods in Section 100-00 for information regarding these diagnostic practices.

Refer to Wiring Diagrams Cell 60 , Instrument Cluster for schematic and connector information.

Normal Operation

The Instrument Panel Cluster (IPC) provides a reference voltage to the engine oil pressure switch. When the oil pressure is within normal ranges, the engine oil pressure switch closes to ground, pulling the reference voltage low in the IPC . The IPC senses the low reference voltage and turns off the low oil pressure warning indicator. When the engine oil pressure is low, the engine oil pressure switch opens, sending the reference voltage high in the IPC . The IPC senses the high voltage and turns the low oil pressure warning indicator on.

This pinpoint test is intended to diagnose the following:

• Wiring, terminals or connectors
• Engine oil pressure switch
• Base engine oil pressure concern
• IPC

PINPOINT TEST M: THE LOW OIL PRESSURE WARNING INDICATOR IS NEVER/ALWAYS ON

NOTICE: Use the correct probe adapter(s) when making measurements. Failure to use the correct probe adapter(s) may damage the connector.

NOTE: Failure to disconnect the battery when instructed results in false resistance readings. Refer to Section 414-01 .

Pinpoint Test N: The Engine Over-Temperature Warning Indicator Is Never/Always On (Base IPC )

Diagnostics in this manual assume a certain skill level and knowledge of Ford-specific diagnostic practices. Refer to Diagnostic Methods in Section 100-00 for information regarding these diagnostic practices.

Normal Operation

The Instrument Panel Cluster (IPC) receives the engine over-temperature command from the PCM over the High Speed Controller Area Network (HS-CAN) communication bus. If the PCM detects an engine over-temperature condition or has entered into the fail-safe cooling mode, the PCM sends a command to the IPC to turn the engine over-temperature warning indicator on. The PCM incorporates 2 strategies for fail-safe cooling in the event that the engine has reached an over-temperature condition. The first strategy is when the PCM provides engine operation but takes on the limp home strategy. The second strategy is when the PCM determines that the engine is sufficiently over-temperature and is about to be shut down by the PCM.

If the engine over-temperature status message is missing or invalid for less than 5 seconds, the engine over-temperature warning indicator remains in the last on/off state, based upon the last known good engine over-temperature status message received. If the engine over-temperature message is invalid for more than 5 seconds, the IPC sets DTC U0401:68 in continuous memory and defaults the engine message center indicator on.

If the engine over-temperature status message is missing for more than 5 seconds, the IPC sets DTC U0100:87 in continuous memory and defaults the engine over-temperature warning indicator on.

NOTE: If DTC U0100:87 is set in the IPC , other observable symptoms can be an inoperative speedometer, tachometer or odometer.

This pinpoint test is intended to diagnose the following:

• PCM
• IPC

PINPOINT TEST N: THE ENGINE OVER-TEMPERATURE WARNING INDICATOR IS NEVER/ALWAYS ON (BASE IPC )

Pinpoint Test O: The Brake Warning Indicator is Never On

Diagnostics in this manual assume a certain skill level and knowledge of Ford-specific diagnostic practices. Refer to Diagnostic Methods in Section 100-00 for information regarding these diagnostic practices.

Refer to Wiring Diagrams Cell 60 , Instrument Cluster for schematic and connector information.

Normal Operation

The Instrument Panel Cluster (IPC) uses 3 basic messaged inputs to control the brake warning indicator. The first 2 are the parking brake warning indicator switch and brake fluid level switch. The third is for the Electronic Brake Distribution (EBD), controlled by the ABS module. The parking brake warning indicator switch and the brake fluid level switch status are sent from the Smart Junction Box (SJB) over the Medium Speed Controller Area Network (MS-CAN) communication bus. The EBD message is sent from the ABS module over the High Speed Controller Area Network (HS-CAN) communication bus lines. The parking brake warning indicator switch and brake fluid level switch are both hardwired to the SJB . The parking brake warning indicator switch and the brake fluid level use an external ground circuit.

The SJB provides a reference voltage to both the parking brake warning indicator switch and the brake fluid level switch. When the parking brake is applied, the parking brake warning indicator switch closes to ground, pulling the parking brake input circuit low. When a low brake fluid level condition exists, the low brake fluid level switch closes to ground, pulling the brake fluid level input circuit low. The SJB monitors the parking brake and the brake fluid level inputs sending the SJB a message to turn the brake warning indicator on or when the parking brake is applied. When the ABS module detects a base brake system concern or other ABS-related concerns that affect the EBD function, the ABS module sends a message to the IPC to illuminate both the ABS warning indicator and the brake warning indicator.

This pinpoint test is intended to diagnose the following:

• Wiring, terminals or connectors
• Parking brake warning indicator switch
• Brake fluid level switch
• SJB
• IPC

PINPOINT TEST O: THE BRAKE WARNING INDICATOR IS NEVER ON

NOTICE: Use the correct probe adapter(s) when making measurements. Failure to use the correct probe adapter(s) may damage the connector.

NOTE: Failure to disconnect the battery when instructed results in false resistance readings. Refer to Section 414-01 .

Pinpoint Test P: The Brake Warning Indicator is Always On

Diagnostics in this manual assume a certain skill level and knowledge of Ford-specific diagnostic practices. Refer to Diagnostic Methods in Section 100-00 for information regarding these diagnostic practices.

Refer to Wiring Diagrams Cell 60 , Instrument Cluster for schematic and connector information.

Normal Operation

The Instrument Panel Cluster (IPC) uses 3 basic messaged inputs to control the brake warning indicator. The first 2 are the parking brake warning indicator switch and brake fluid level switch. The third is for the Electronic Brake Distribution (EBD), controlled by the ABS. The parking brake warning indicator switch and the brake fluid level switch status are sent from the Smart Junction Box (SJB) over the Medium Speed Controller Area Network (MS-CAN) communication bus. The EBD message is sent from the ABS module over the High Speed Controller Area Network (HS-CAN) communication bus lines. The parking brake warning indicator switch and brake fluid level switch are both hardwired to the SJB . The parking brake warning indicator switch and the brake fluid level use an external ground circuit.

The SJB provides a reference voltage to both the parking brake warning indicator switch and the brake fluid level switch. When the parking brake is applied, the parking brake warning indicator switch closes to ground, pulling the brake fluid level input circuit low. When a low brake fluid level condition exists, the low brake fluid level switch closes to ground pulling the brake fluid level input circuit low. The SJB monitors the parking brake and the brake fluid level inputs, sending the IPC a message to turn the brake warning indicator on when the parking brake is applied, when the brake fluid level is low, or if the SJB detects an open in the brake fluid level signal or return circuits. When the ABS module detects a base brake system concern or other ABS-related concerns that affect the EBD function, the ABS module sends a message to the IPC to illuminate both the ABS warning indicator and the brake warning indicator.

If the brake fluid level or parking brake status messages are missing for more than 5 seconds, the IPC sets DTC U0140:87 and defaults the brake warning indicator on. If the IPC does not receive the ABS status message or the EBD message from the ABS module for more than 5 seconds, the IPC sets DTC U0121:87 and defaults the ABS warning indicator on.

• DTC B2479 (Park Brake Switch Circuit Short to Ground) — an on-demand DTC that sets when the SJB detects a short to ground on the parking brake warning indicator switch input circuit.
• DTC C1125 (Brake Fluid Level Sensor Input Circuit Failure) — a continuous and on-demand DTC that sets in the SJB if the SJB detects an open or a short to ground on the brake fluid level input circuit.

NOTE: If DTC U0140:87 is set in the IPC , other symptoms can also be present such as Tire Pressure Monitoring System (TPMS), instrument panel backlighting, and door ajar indication.

NOTE: Whenever the IPC receives an EBD message from the ABS module, the IPC illuminates both the brake warning indicator and the ABS warning indicator simultaneously.

This pinpoint test is intended to diagnose the following:

• Wiring, terminals or connectors
• Parking brake warning indicator switch
• Brake fluid level switch
• ABS concern
• SJB
• IPC

PINPOINT TEST P: THE BRAKE WARNING INDICATOR IS ALWAYS ON

NOTICE: Use the correct probe adapter(s) when making measurements. Failure to use the correct probe adapter(s) may damage the connector.

Pinpoint Test Q: The ABS Warning Indicator Is Never/Always On

Diagnostics in this manual assume a certain skill level and knowledge of Ford-specific diagnostic practices. Refer to Diagnostic Methods in Section 100-00 for information regarding these diagnostic practices.

Normal Operation

The ABS module provides ABS status to the Instrument Panel Cluster (IPC) over the High Speed Controller Area Network (HS-CAN) communication bus. If a fault condition exists in the ABS, the ABS module sends the IPC a command to either flash the ABS warning indicator or to turn it on. If the ABS status message is missing for less than 5 seconds, the IPC defaults the ABS warning indicator to the last on/off state, based upon the last known good ABS status message received. If the ABS status message is missing for more than 5 seconds, the IPC sets DTC U0121:87 and defaults the ABS warning indicator on.

This pinpoint test is intended to diagnose the following:

• ABS module
• IPC

PINPOINT TEST Q: THE ABS WARNING INDICATOR IS NEVER/ALWAYS ON

Pinpoint Test R: The Air Bag Warning Indicator Is Never/Always On

Diagnostics in this manual assume a certain skill level and knowledge of Ford-specific diagnostic practices. Refer to Diagnostic Methods in Section 100-00 for information regarding these diagnostic practices.

Normal Operation

The Instrument Panel Cluster (IPC) receives the Supplemental Restraint System (SRS) status from the Restraints Control Module (RCM) over the High Speed Controller Area Network (HS-CAN) communication bus. If a SRS concern is detected, the RCM sets a DTC and sends a message to the IPC to turn on the air bag warning indicator.

If the SRS status message is missing for less than 5 seconds, the IPC defaults the air bag warning indicator to the last on/off state, based upon the last known good SRS status message received.

If the SRS status message is missing for more than 5 seconds, the IPC sets DTC U0151:87 and defaults the air bag warning indicator on.

This pinpoint test is intended to diagnose the following:

• RCM
• IPC

PINPOINT TEST R: THE AIR BAG WARNING INDICATOR IS NEVER/ALWAYS ON

Pinpoint Test S: The Safety Belt Warning Indicator Is Never/Always On

Diagnostics in this manual assume a certain skill level and knowledge of Ford-specific diagnostic practices. Refer to Diagnostic Methods in Section 100-00 for information regarding these diagnostic practices.

Normal Operation

The Restraints Control Module (RCM) monitors the safety belt position through the safety belt buckle switch. The RCM provides the safety belt buckle status to the Instrument Panel Cluster (IPC) over the High Speed Controller Area Network (HS-CAN) communication bus.

If the IPC does not receive the safety belt buckle switch status from the RCM for less than 5 seconds, the IPC defaults the safety belt warning indicator to the last on/off state, based upon the last known good safety belt status message received.

If the IPC does not receive the safety belt buckle switch status from the RCM for more than 5 seconds, the IPC sets DTC U0151:87 and defaults the safety belt warning indicator off.

This pinpoint test is intended to diagnose the following:

• RCM
• IPC

PINPOINT TEST S: THE SAFETY BELT WARNING INDICATOR IS NEVER/ALWAYS ON

Pinpoint Test T: The Door Ajar Warning Indicator Is Never/Always On

Diagnostics in this manual assume a certain skill level and knowledge of Ford-specific diagnostic practices. Refer to Diagnostic Methods in Section 100-00 for information regarding these diagnostic practices.

Normal Operation

The Instrument Panel Cluster (IPC) receives the door ajar status for the LH and RH front door from the Smart Junction Box (SJB) over the Medium Speed Controller Area Network (MS-CAN) communication bus. When the IPC receives a message from the SJB that one or more doors are open or ajar, the IPC turns on the door ajar warning indicator.

If the door ajar status message is missing for less than 5 seconds, the door ajar warning indicator remains in the last indication mode (on or off) based upon the last known good message received.

If the door ajar status message is missing for more than 5 seconds, the IPC sets DTC U0140:87 and defaults the door ajar warning indicator on.

NOTE: If DTC U0140:87 is set in the SJB , other symptoms can also be present in the IPC such as high beam indicator, RH/LH turn indicators, instrument panel backlighting and Tire Pressure Monitoring System (TPMS).

This pinpoint test is intended to diagnose the following:

• Interior lighting concern
• SJB
• IPC

PINPOINT TEST T: THE DOOR AJAR WARNING INDICATOR IS NEVER/ALWAYS ON

NOTICE: Use the correct probe adapter(s) when making measurements. Failure to use the correct probe adapter(s) may damage the connector.

Pinpoint Test U: The Malfunction Indicator Lamp (MIL) Is Never/Always On

Diagnostics in this manual assume a certain skill level and knowledge of Ford-specific diagnostic practices. Refer to Diagnostic Methods in Section 100-00 for information regarding these diagnostic practices.

Normal Operation

The Malfunction Indicator Lamp (MIL) is controlled by the Instrument Panel Cluster (IPC) using data sent from the PCM over the High Speed Controller Area Network (HS-CAN) communication bus. If the MIL status message is missing for less than 5 seconds, the MIL remains in the last on or off state based upon the last known good charging system status message received. If the MIL status message is missing for more than 5 seconds, the IPC sets DTC U0100:87 in continuous memory and defaults the MIL on. If the MIL message is deemed invalid for longer than 5 seconds, the IPC defaults the MIL on.

NOTE: If DTC U0100:87 is set in the IPC , other observable symptoms can be an inoperative speedometer, tachometer or odometer.

This pinpoint test is intended to diagnose the following:

• PCM
• IPC

PINPOINT TEST U: THE MIL IS NEVER/ALWAYS ON

Pinpoint Test V: The Powertrain Malfunction (Wrench) Warning Indicator Is Never/Always On (Base IPC )

Diagnostics in this manual assume a certain skill level and knowledge of Ford-specific diagnostic practices. Refer to Diagnostic Methods in Section 100-00 for information regarding these diagnostic practices.

Normal Operation

The Instrument Panel Cluster (IPC) receives the powertrain malfunction data from the PCM over the High Speed Controller Area Network (HS-CAN) communication bus. The PCM monitors the Electronic Throttle Control (ETC) system status and transmission status. When a fault condition exists in the ETC system or in the transmission, the PCM provides the IPC with a message to turn the powertrain malfunction (wrench) indicator on.

If the ETC or transmission message is missing for less than 5 seconds, the IPC defaults the powertrain malfunction (wrench) indicator to the last on/off state, based upon the last known good ETC or transmission message received.

If the ETC or transmission message is missing for 5 seconds or longer, the IPC sets DTC U0100:87 and defaults the powertrain malfunction (wrench) warning indicator on.

NOTE: If U0100:87 is set in the IPC , other symptoms can also be present such as an inoperative speedometer, tachometer or temperature gauge.

This pinpoint test is intended to diagnose the following:

• ETC concern
• Transmission concern
• PCM
• IPC

PINPOINT TEST V: THE POWERTRAIN MALFUNCTION (WRENCH) WARNING INDICATOR IS NEVER/ALWAYS ON (BASE IPC )

Pinpoint Test W: The Grade Assist Indicator is Never/Always On

Diagnostics in this manual assume a certain skill level and knowledge of Ford-specific diagnostic practices. Refer to Diagnostic Methods in Section 100-00 for information regarding these diagnostic practices.

Normal Operation

The Instrument Panel Cluster (IPC) receives the grade assist status from the Transmission Control Module (TCM) (part of the PCM) over the High Speed Controller Area Network (HS-CAN) communication bus. When the grade assist function is selected on, the TCM sends a message to the IPC to illuminate the grade assist indicator.

If the grade assist message is missing for less than 5 seconds, the grade assist indicator remains in the last on/off state, based upon the last known good grade assist message received.

If the grade assist off message is missing for more than 5 seconds, DTC U0100:87 sets in continuous memory and defaults the grade assist indicator off.

This pinpoint test is intended to diagnose the following:

• Transmission concern
• PCM
• IPC

PINPOINT TEST W: THE GRADE ASSIST INDICATOR IS NEVER/ALWAYS ON

Pinpoint Test X: The Charging System Warning Indicator Is Never/Always On

Diagnostics in this manual assume a certain skill level and knowledge of Ford-specific diagnostic practices. Refer to Diagnostic Methods in Section 100-00 for information regarding these diagnostic practices.

Normal Operation

The charging system indicator is controlled by the Instrument Panel Cluster (IPC) based upon data received from the PCM over the High Speed Controller Area Network (HS-CAN) communication bus.

If the charging system message is missing for less than 5 seconds, the charging system indicator remains in the last indication mode (on or off). If the charging system message is missing for more than 5 seconds, the IPC sets DTC U0100:87 in continuous memory and defaults the charging system warning indicator on.

NOTE: If DTC U0100:87 is set in the IPC , other observable symptoms can be an inoperative speedometer, tachometer or odometer.

This pinpoint test is intended to diagnose the following:

• Charging system concern
• PCM
• IPC

PINPOINT TEST X: THE CHARGING SYSTEM WARNING INDICATOR IS NEVER/ALWAYS ON

Pinpoint Test Y: The High Beam Indicator Is Never/Always On

Diagnostics in this manual assume a certain skill level and knowledge of Ford-specific diagnostic practices. Refer to Diagnostic Methods in Section 100-00 for information regarding these diagnostic practices.

Normal Operation

When the multifunction switch is in the high beam position, a message is sent to the Instrument Panel Cluster (IPC) from the Smart Junction Box (SJB) over the Medium Speed Controller Area Network (MS-CAN) communication bus. Upon receipt of the high beam on message, the IPC illuminates the high beam indicator.

If the high beam status message is missing from the SJB for less than 5 seconds, the IPC defaults the high beam indicator to the last on/off state, based upon the last known good high beam status message received.

If the high beam status message is missing for more than 5 seconds, the IPC sets DTC U0140:87 and defaults the high beam indicator off.

This pinpoint test is intended to diagnose the following:

• High beam concern
• SJB
• IPC

PINPOINT TEST Y: THE HIGH BEAM INDICATOR IS NEVER/ALWAYS ON

Pinpoint Test Z: The LH/RH Turn Indicator Is Never/Always On

Diagnostics in this manual assume a certain skill level and knowledge of Ford-specific diagnostic practices. Refer to Diagnostic Methods in Section 100-00 for information regarding these diagnostic practices.

Normal Operation

When the multifunction switch is in the LH or RH TURN position a message is sent to the Instrument Panel Cluster (IPC) from the Smart Junction Box (SJB) over the Medium Speed Controller Area Network (MS-CAN) communication bus. Upon receipt of the LH/RH turn message, the IPC flashes the LH or RH turn signal indicator on and off.

This pinpoint test is intended to diagnose the following:

• Turn signal concern
• SJB
• IPC

PINPOINT TEST Z: THE LH/RH TURN INDICATOR IS NEVER/ALWAYS ON

Pinpoint Test AA: The Cruise Control Indicator Is Never/Always On

Diagnostics in this manual assume a certain skill level and knowledge of Ford-specific diagnostic practices. Refer to Diagnostic Methods in Section 100-00 for information regarding these diagnostic practices.

Normal Operation

The Instrument Panel Cluster (IPC) receives the cruise control signal from the PCM over the High Speed Controller Area Network (HS-CAN) communication bus. When the cruise control is engaged, the PCM sends a message to the IPC to illuminate the cruise control indicator. If the cruise control message is missing for less than 5 seconds, the IPC defaults the cruise control indicator to the last on/off state, based upon the last known good cruise control message received.

If the cruise control message is missing for more than 5 seconds, the IPC sets DTC U0100:87 in continuous memory and defaults the cruise control indicator off.

NOTE: If DTC U0100:87 is set in the IPC , other observable symptoms can be an inoperative speedometer, tachometer or odometer.

This pinpoint test is intended to diagnose the following:

• PCM
• IPC

PINPOINT TEST AA: THE CRUISE CONTROL INDICATOR IS NEVER/ALWAYS ON

Pinpoint Test AB: The Stability/Traction Control Indicator (Sliding Car Icon) Is Never/Always On

Diagnostics in this manual assume a certain skill level and knowledge of Ford-specific diagnostic practices. Refer to Diagnostic Methods in Section 100-00 for information regarding these diagnostic practices.

Normal Operation

The Instrument Panel Cluster (IPC) receives the stability/traction control data from the ABS module over the High Speed Controller Area Network (HS-CAN) communication bus. The stability/traction control indicator (sliding car icon) flashes when the vehicle stability/traction control is in active mode or is being controlled by the ABS module. The stability/traction control indicator (sliding car icon) turns on steady if a fault condition exists in the system. The IPC monitors the stability/traction control message from the ABS module and either flashes the stability/traction control indicator (sliding car icon) or turns it on steady depending on the condition. If the stability/traction control message is missing for more than 5 seconds, the IPC sets DTC U0121:87 in continuous memory and defaults the stability/traction control indicator (sliding car icon) on.

This pinpoint test is intended to diagnose the following:

• Stability/traction control concern
• ABS module
• IPC

PINPOINT TEST AB: THE STABILITY/TRACTION CONTROL INDICATOR(SLIDING CAR ICON) IS NEVER/ALWAYS ON

Pinpoint Test AC: The Stability/Traction Control Disabled Indicator (Sliding Car OFF Icon) Is Never/Always On

Diagnostics in this manual assume a certain skill level and knowledge of Ford-specific diagnostic practices. Refer to Diagnostic Methods in Section 100-00 for information regarding these diagnostic practices.

Normal Operation

The traction control switch is hardwired to the Instrument Panel Cluster (IPC). When the traction control switch is pressed, the IPC sends a message to the ABS module over the High Speed Controller Area Network (HS-CAN) communication bus. The ABS module either disables or enables the stability/traction control and sends a message back to the IPC to turn on or off the stability/traction control disabled indicator (sliding car OFF icon) based upon the system state. If the traction control switch state message is missing for less than 5 seconds, the stability/traction control off indicator remains in the last indication mode (on or off) based upon the last known good message received. If the traction control switch state message is missing for more than 5 seconds, the IPC sets DTC U0121:87 in continuous memory and defaults the stability/traction control disabled indicator (sliding car OFF icon) off.

NOTE: When a MyKey® programmed key is in use and the AdvanceTrac® on feature is configured always on, the stability/traction control system cannot be disabled and the stability/traction control indicator does not turn on when the traction control disable button is pressed. The stability/traction control indicator still functions normally to indicate a stability/traction control system fault and a stability/traction control active event.

This pinpoint test is intended to diagnose the following:

• Stability/traction control concern
• A MyKey® programmed key is in use
• ABS module
• IPC

PINPOINT TEST AC: THE STABILITY/TRACTION CONTROL DISABLED INDICATOR IS NEVER/ALWAYS ON

Pinpoint Test AD: The Low Fuel Warning Indicator Is Never/Always On

Diagnostics in this manual assume a certain skill level and knowledge of Ford-specific diagnostic practices. Refer to Diagnostic Methods in Section 100-00 for information regarding these diagnostic practices.

Normal Operation

The low fuel indicator turns on when the fuel level reaches a predetermined level, approximately 120 km (75 miles) (with a MyKey® programmed key) or 80 km (50 miles) (with an administrator key). The low fuel level warning indicator and fuel gauge are controlled by the Instrument Panel Cluster (IPC) based on the fuel level data provided by the fuel pump module.

This pinpoint test is intended to diagnose the following:

• IPC

PINPOINT TEST AD: THE LOW FUEL WARNING INDICATOR IS NEVER/ALWAYS ON

Pinpoint Test AE: The Performance Shift Indicator Is Never/Always On (GT500)

Diagnostics in this manual assume a certain skill level and knowledge of Ford-specific diagnostic practices. Refer to Diagnostic Methods in Section 100-00 for information regarding these diagnostic practices.

Normal Operation

The performance shift indicator shares the SVT logo on the tachometer. The performance shift indicator is configurable on or off and uses engine rpm to determine when to illuminate. The SVT logo is normally backlit in red when the performance indicator is configured off. When the performance shift indicator is configured on, the SVT logo red backlighting is turned off. When a preset engine rpm is reached, the SVT logo illuminates orange to alert the driver of the selected shift point. The performance shift indicator can be configured on or off through the message center.

The performance shift indicator receives the engine rpm status from the PCM over the High Speed Controller Area Network (HS-CAN) communication bus lines. When the engine rpm is equal to the preset (configured) shift rpm, the Instrument Panel Cluster (IPC) turns on the performance shift indicator.

This pinpoint test is intended to diagnose the following:

• PCM
• IPC

PINPOINT TEST AE: THE PERFORMANCE SHIFT INDICATOR IS NEVER/ALWAYS ON (GT500)

Pinpoint Test AF: The Shift Indicator Is Never/Always On (GT500)

Diagnostics in this manual assume a certain skill level and knowledge of Ford-specific diagnostic practices. Refer to Diagnostic Methods in Section 100-00 for information regarding these diagnostic practices.

Normal Operation

The shift indicator is used to inform the driver of shift points that provide the highest fuel economy. The shift indicator is controlled by the Instrument Panel Cluster (IPC) based upon a shift message sent from the PCM over the High Speed Controller Area Network (HS-CAN) communication bus lines.

NOTE: If DTC U0100:87 is set in the IPC , other observable symptoms can be an inoperative speedometer, tachometer or odometer.

This pinpoint test is intended to diagnose the following:

• PCM
• IPC

PINPOINT TEST AF: THE SHIFT INDICATOR IS NEVER/ALWAYS ON (GT500)

Pinpoint Test AG: The Tire Pressure Monitoring System (TPMS) Warning Indicator Is Never/Always On

Diagnostics in this manual assume a certain skill level and knowledge of Ford-specific diagnostic practices. Refer to Diagnostic Methods in Section 100-00 for information regarding these diagnostic practices.

Normal Operation

The Instrument Panel Cluster (IPC) receives the Tire Pressure Monitoring System (TPMS) messages from the Smart Junction Box (SJB) over the Medium Speed Controller Area Network (MS-CAN) communication bus. If the SJB determines that the tire pressure has exceeded the low tire pressure limits, a message is sent to the IPC to turn the TPMS warning indicator on. If a TPMS fault condition exists, the SJB sends a message to the IPC to flash the TPMS warning indicator for 75 seconds then the IPC turns the indicator on steady. If the TPMS is in the TPMS sensor training mode, the SJB sends a command to the IPC to flash the TPMS warning indicator throughout the procedure. If the TPMS status message is missing or deemed invalid for less than 5 seconds, the IPC defaults the TPMS warning indicator to the last setting (on or off), based upon the last known good message received. If the TPMS status message is missing for more than 5 seconds, the TPMS warning indicator flashes for approximately 75 seconds then turns the indicator on steady. If the message is invalid for more than 5 seconds, the IPC sets DTC U0422:86 and flashes the TPMS warning indicator for approximately 75 seconds then turns the indicator on steady.

This pinpoint test is intended to diagnose the following:

• Tire pressure
• TPMS concern
• SJB
• IPC

PINPOINT TEST AG: THE TPMS WARNING INDICATOR IS NEVER/ALWAYS ON

Pinpoint Test AH: The Anti-Theft Indicator Is Never/Always On

Diagnostics in this manual assume a certain skill level and knowledge of Ford-specific diagnostic practices. Refer to Diagnostic Methods in Section 100-00 for information regarding these diagnostic practices.

Normal Operation

The Instrument Panel Cluster (IPC) interacts with the PCM and controls the Passive Anti-Theft System (PATS) function. The IPC controls the anti-theft indicator based upon the status of the PATS .

The anti-theft indicator proves out for 3 seconds when the key is turned to the ON or START position. If there is a PATS concern, the anti-theft indicator either flashes rapidly or glows steadily (for more than 3 seconds) when the ignition is switched to the ON or the START mode. The PATS also flashes the anti-theft indicator every 2 seconds at ignition off to act as a visual theft deterrent for all vehicles.

This pinpoint test is intended to diagnose the following:

• PATS
• IPC

PINPOINT TEST AH: THE ANTI-THEFT INDICATOR IS NEVER/ALWAYS ON

Pinpoint Test AI: The Message Center Is Not Operating Correctly

Diagnostics in this manual assume a certain skill level and knowledge of Ford-specific diagnostic practices. Refer to Diagnostic Methods in Section 100-00 for information regarding these diagnostic practices.

Refer to Wiring Diagrams Cell 60 , Instrument Cluster for schematic and connector information.

Normal Operation

The message center functionality is controlled through the message center switch (part of the LH steering wheel switch), which is hardwired to the Instrument Panel Cluster (IPC) through input and return circuits. There are 3 message center switch buttons (base IPC ) or 5 message center switch buttons (optional and GT500 IPC ). Each button operates a unique switch within the message center switch portion of the LH steering wheel switch assembly using a different resistance value associated with each specific button. The IPC sends out a reference voltage to the LH steering wheel switch on the input circuit and monitors the voltage drop when a message center switch button is pressed. The voltage drop varies depending upon the resistance of the specific button pressed, providing indication to the IPC , which switch is pressed.

This pinpoint test is intended to diagnose the following:

• Wiring, terminals or connectors
• Message center switch (part of the LH steering wheel switch)
• Steering wheel harness (part of the steering wheel)
• Clockspring
• IPC

PINPOINT TEST AI: THE MESSAGE CENTER IS NOT OPERATING CORRECTLY

NOTICE: Use the correct probe adapter(s) when making measurements. Failure to use the correct probe adapter(s) may damage the connector.