Monday, May 23, 2011

Instrument cluster programming for ford f350?

The programming is done by tool.It can be done at dealer or at professional auto parts stores like napa, autozone etc etc
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Doing it manually with the tool, you require programming tool.With that tool the procedure is as follows:---

Principles of Operation

The instrument cluster must be programmed as part of the repair procedure. If this procedure is not followed, the instrument cluster will not operate correctly and may set numerous DTCs, including B2477 or P1639, which indicates that some necessary data has not been programmed into the instrument cluster. Instrument clusters that need programming should not be exchanged between vehicles. In most cases, the parameter values or settings are unique to that vehicle, and if not set correctly, will cause concerns, faults or even render some vehicle's option content to be inoperative. Some programmable parameters such as belt minder on/off or enable/disable can be changed from the factory setting at the customer's request. The diagnostic tool will automatically attempt to retrieve the instrument cluster configuration information from all modules, and from a backup location in the powertrain control module (PCM) when the vehicle ID is carried out. If the instrument cluster and the PCM do not contain correct information, the diagnostic tool will either request "As Built" data or display a list of items that you will need to manually configure, referred to as manufacturer's options. The diagnostic tool will program the instrument cluster based on the data you enter.

There are three different methods that are used for instrument cluster programming:

programmable module installation
calibration update
programmable parameters
The instrument cluster is a configurable, hybrid electronic cluster (HEC) that contains a microprocessor, gauges, indicator lamps, backlighting lamps and internal circuitry. The instrument cluster is non-repairable at the dealership level with the exception of the warning indicator bulb, the backlighting bulb and the instrument cluster lens replacement. The instrument cluster utilizes hardwired circuitry, the standard corporate protocol (SCP), and UART based protocol (UBP) communication networks. Communication using the SCP network transmits and receives data between the instrument cluster and the PCM. Communication using the UBP network utilizes data transmitted and received by the instrument cluster and the body security module, driver seat module and the electronic air temperature control (EATC).

It is very important to understand:

where the input originates from.
all the information necessary in order for a feature to operate.
which module(s) receive(s) the input or command message.
whether the module which received the input controls the output of the feature, or whether it outputs a message over the SCP or UBP network to another module.
which module controls the output of the feature.
The instrument cluster carries out a display prove-out to verify that the warning/indicator lamps and monitored systems are operating correctly. When the ignition switch is turned to the ON position with the engine off, the following indicators will illuminate:

LOW RANGE indicator
4x4 high indicator
BRAKE warning indicator
malfunction indicator lamp (MIL) indicator
check fuel cap indicator
CHECK GAGE warning indicator
door ajar indicator
low fuel warning indicator
safety belt warning indicator
wait to start indicator
water in fuel indicator

Gauge Indication Systems

The instrument cluster and gauges are non-repairable at the dealership level. No adjustment, calibration, or maintenance is required for any gauges.

Instrument Cluster Replacement

NOTICE: When installing a new instrument cluster, the instrument cluster must be re-configured. For additional information, refer to Section 418-01.

When installing a new instrument cluster, contact a Ford authorized instrument cluster repair facility.

Speedometer

The instrument cluster is hardwired to the four wheel anti-lock brake system (4WABS) module. The instrument cluster micro-processor monitors the vehicle speed sensor (VSS) data from the 4WABS module and commands the speedometer with a corresponding movement of the pointer. The vehicle speed signal is generated by the rear anti-lock brake sensor and sent to the 4WABS module. The 4WABS module sends the vehicle speed signal via circuit 679 (GY/BK) to all systems that require a vehicle speed signal input.

Odometer

A million-mile tamper-resistant odometer is standard. New speedometers have a reset table odometer.

NOTE: When installing a new instrument cluster some state laws require that the new odometer must register the same as the removed odometer.

If the actual vehicle mileage cannot be determined, the repair centers are able to supply odometers set to "0" miles. An odometer mileage sticker must display the estimated vehicle mileage and be affixed to the driver door jamb. The odometer mileage sticker is available through the parts distribution center.

Trip Odometer

The trip odometer indicates how many miles the vehicle has been driven since the last reset.

Fuel Gauge

NOTE: It is critical to follow the pinpoint test diagnostic methods to make sure the correct mode is being used during diagnostics.

The instrument cluster receives the fuel level signal from the fuel level sensor, part of the fuel tank unit. The fuel level sensor measures variable resistance in the fuel tank depending on the current fuel level. When the fuel level is low, the resistance in the unit is low (15 ohms ± 2 ohms). When the fuel level is high, the resistance in the unit is high (160 ohms ± 4 ohms).

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

Anti-slosh (default mode)
Key OFF fueling
Key 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 sender 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 key OFF fueling mode (2 seconds to read empty [E] to full [F]) requires 3 conditions be met:

The key must be in the OFF position when refueling the vehicle.
At least 15% of the vehicle's fuel capacity must be added to the fuel tank.
The instrument cluster must receive a valid key ON fuel sender reading within 1 second of the key being put into the RUN position. The key ON sample readings are considered valid if the fuel sender reading is between 15 ohms ± 2 ohms and 160 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 key ON fueling mode (approximately 90 seconds to read empty [E] to full [F]) requires 3 conditions be met:

The transmission is in PARK (P) (automatic transmissions), or the parking brake applied (manual transmissions).
The key is in the RUN position.
At least 15% of the vehicle's fuel capacity must be added to the fuel tank.
In key ON fueling mode, a 30 second timer activates after the transmission is put into the PARK (P) position (automatic transmissions) or when the parking brake is applied (manual transmissions). 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 90 seconds to read from empty (E) to full (F). When the transmission is shifted out of PARK (P) or the parking brake is released, the fuel gauge strategy reverts to the anti-slosh mode. This mode prevents slow to read full events from happening if the customer refuels the vehicle with the key in the RUN position.

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

The instrument cluster 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.
Temperature Gauge

On early production diesel engine vehicles, the instrument cluster is hardwired to the engine coolant temperature (ECT) sensor. When the engine temperature is low, the resistance of the water temperature indicator sender unit is high, thus restricting the flow of current to the instrument cluster. As the temperature of the coolant increases, the resistance decreases, allowing more current to flow to the instrument cluster. On vehicles equipped with gasoline engines and all late build vehicles, the instrument cluster receives the temperature signal from the powertrain control module (PCM) via the standard corporate (SCP) network.

Transmission Temperature Gauge (Automatic Transmission Only)

The instrument cluster receives the transmission temperature information from the PCM via the SCP network. The instrument cluster micro-processor monitors the transmission temperature data and commands the gauge indication with a corresponding movement of the pointer.

Oil pressure Gauge

The instrument cluster is hardwired to the oil pressure sender unit. The instrument cluster micro-processor monitors the oil pressure data and commands the oil pressure gauge indication with a corresponding movement of the pointer. The oil pressure indicator sender unit consists of a diaphragm and contact points. The contact points are closed with oil pressure causing the gauge to indicate NORMAL oil pressure. With no oil pressure, the contacts open and the gauge indicates low oil pressure.

Voltage Gauge (Manual Transmission Only)

The voltage gauge displays the system voltage as measured at the instrument cluster run input.

Tachometer

Gasoline vehicles are equipped with a 6,000 rpm tachometer and diesel vehicles are equipped with a 4,500 rpm tachometer. The instrument cluster receives the tachometer data from the PCM via the SCP network and commands the tachometer according to the data.


Warning Indicators

Charging System Indicator

On vehicles equipped with gasoline engines and diesel engines with single generator, when the ignition switch contacts are closed, battery current flows through the charging system indicator and the parallel resistor (390 ohms) to the voltage regulator. Internal circuitry in the voltage regulator provides a ground path to the instrument cluster and the indicator illuminates. When the generator builds up enough voltage to energize the voltage regulator, voltage is applied to the ground side of the indicator effectively removing the ground path and turning the indicator off.

On diesel engine vehicles equipped with dual generators, when the ignition switch contacts are closed, battery current flows through the charging indicator and the parallel resistor (390 ohms) to the PCM. The PCM provides a ground to the instrument cluster and the charging system indicator illuminates. When the generator builds up enough voltage to energize the voltage regulator, voltage is applied to the PCM. The PCM upon receipt of the generator charging voltage, removes the ground to the instrument cluster and turns off the charging system indicator.

Brake Warning Indicator

The red brake warning light (BRAKE) is used to indicate a low fluid level, brake concern, a parking brake that is not fully released, or an anti-lock brake system (ABS) fault. The brake fluid level switch is located in the brake fluid reservoir.

ABS Warning Indicator

The yellow brake warning indicator is used to indicate a concern or deactivation of the ABS. It illuminates when triggered by the ABS control module and stays illuminated as long as the concern remains in the system.

Malfunction Indicator Lamp (MIL) Indicator

The malfunction indicator lamp (MIL) indicator is illuminated when a diagnostic trouble code (DTC) is sensed in the closed loop by the powertrain control module (PCM). The instrument cluster receives engine data from the PCM via the SCP network.

Air Bag Warning Indicator

The instrument cluster is hardwired to the restraint control module. If an air bag system DTC is detected, the restraint control module provides a ground path to the instrument cluster and the air bag indicator is illuminated.

Safety Belt Warning Indicator

The safety belt warning indicator is powered through the instrument cluster and is grounded through the safety belt retractor switch. When the safety belt is extended, indicating a buckled condition, the switch will open to the instrument cluster and the safety belt indicator is extinguished. When the safety belt is retracted, indicating an unbuckled condition, the switch closes and provides a ground to the instrument cluster and the safety belt indicator is illuminated.

Low Fuel Warning Indicator

The low fuel warning indicator is controlled by the instrument cluster microprocessor and illuminates when the fuel level drops below approximately one-sixteenth of a tank or 4-8L (1-2 gal).

Door Ajar Indicator

On vehicles that are equipped with remote keyless entry, the door ajar switches provide a ground signal to the body security module which subsequently provides a ground signal to the instrument cluster via the UBP network and illuminates the door ajar indicator. On vehicles not equipped with remote keyless entry, the door ajar switches are hardwired to the instrument cluster and provide the ground to illuminate the door ajar indicator.

High Beam Indicator

The instrument cluster provides a ground for the high beam indicator. The multifunction switch provides a switched power source to the instrument cluster to illuminate the high beam indicator when in the high beam position. When the high beams are activated, the multifunction switch sends a power signal to the instrument cluster and illuminates the high beam indicator.

Speed Control Indicator

The instrument cluster provides power to the speed control indicator. On gasoline vehicles, the speed control indicator is controlled by the speed control module. When the speed control is engaged, the speed control module provides the instrument cluster with a ground signal and illuminates the speed control indicator. On diesel vehicles, the speed control indicator is controlled by the PCM. When the speed control is engaged, the PCM provides a ground to the instrument cluster and illuminates the speed control indicator.

Water in Fuel Indicator (Diesel only)

The water in fuel signal is transmitted to the instrument cluster via the SCP network from the powertrain control module (PCM). The water in fuel indicator will illuminate when 100 cc (0.2 pints) of water has accumulated in the fuel filter/water separator.

Wait to Start Indicator (Diesel only)

The wait to start signal is transmitted to the instrument cluster via the SCP network from the PCM. The wait to start indicator will illuminate when the ignition switch is in the ON position with the engine OFF indicating that the glow plugs are heating.

Theft Indicator

The instrument cluster provides the THEFT indicator with power. The theft indicator is hardwired to the PATS module and will flash when the PATS system is activated.

Check Air Filter Indicator

The check air filter indicator is hardwired to the air filter indicator switch (located in the air filter housing) and monitors the air flow through the air cleaner. The air filter indicator is powered by the instrument cluster and when air flow is low, the air filter indicator switch provides a ground to the instrument cluster illuminating the check air filter indicator.

Check Gauge Warning Indicator

The check gauge warning indicator will illuminate when any of the three following conditions exist:

if the engine oil pressure drops below approximately 42 kPa (6 psi).
if the engine temperature exceeds approximately 121°C (250°F).
if the transmission temperature (automatic transmission only) reaches approximately 135°C (275°F).
Check Fuel Cap Indicator

The check fuel cap indicator is used to indicate significant leaks in the fuel tank evaporative system due to a loose fuel cap. Fuel tank pressure is monitored by the PCM and once a leak is detected, the PCM signals a fault to the instrument cluster via the SCP network. Once the PCM has detected a loose fuel cap and the check fuel cap indicator is illuminated, the check fuel cap indicator will remain illuminated until the fuel cap is secured and the vehicle has been running for several minutes or the ignition has been cycled once. For additional information, refer to Powertrain Control/Emissions Diagnosis (PC/ED) manual.

Tow Haul Indicator (Diesel Only)

The tow haul indicator illuminates when the tow haul button is pressed on the column-mounted transmission range selector lever. When the vehicle is in the tow mode, the indicator is illuminated by a signal from the powertrain control module (PCM) to inform the operator that the vehicle will not shift into overdrive. When the indicator is illuminated, the vehicle will also provide engine braking and early transmission downshifts when braking on downhill grades.

4x4 High/LOW RANGE Indicators

The 4x4 high and LOW RANGE indicators are both hardwired to the instrument cluster from the 4x4 control module when equipped with electronic shift, or from the 4x4 control switch when equipped with manual shift. The instrument cluster provides the 4x4 indicators with power and the 4x4 control module, or 4x4 switch, provide the ground depending on whether 4x4 high or low is selected.

CHECK GAGES Warning Indicator

The CHECK GAGES warning indicator monitors the coolant temperature and the engine oil pressure. The indicator will illuminate if the SCP coolant temperature data is missing or invalid, if the engine temperature reaches 121°C (249.8°F) or higher, or if the engine oil pressure is low.


Inspection and Verification

Verify the customer concern.
Visually inspect for obvious signs of mechanical or electrical damage.


Visual Inspection Chart Mechanical Electrical
Engine oil level
Oil pump
Door adjustment
Engine coolant level
Fuel tank
Fuel evaporative system
Low alternative fuel or gasoline
Alternative fuel or gasoline tank(s)
Central junction box (CJB) fuse(s):
35 (10A)
33 (15A)
41 (10A)
45 (10A)
Miniature bulb(s)
Circuitry
Instrument cluster



If an obvious cause for an observed or reported concern is found, correct the cause (if possible) before proceeding to the next step.
If the concern remains after the inspection, connect the diagnostic tool to the data link connector (DLC) and select the vehicle to be tested from the diagnostic tool menu. If the diagnostic tool does not communicate with the vehicle:
check that the program card or disk is correctly installed.
check the connections to the vehicle.
check the ignition switch position.
If the diagnostic tool still does not communicate with the vehicle, refer to the diagnostic tool operating manual.
Carry out the diagnostic tool data link test. If the diagnostic tool responds with:
SCP+, SCP-, UBP or ISO circuit fault; all electronic control units no response/not equipped, refer to Section 418-00.
No response/not equipped for body security module, refer to Section 419-10; for anti-lock brake system (ABS), refer to Section 206-09; or for restraint control module, refer to Section 501-20B.
System passed, retrieve and record the continuous diagnostic trouble codes (DTCs), erase the continuous DTCs and carry out self-test diagnostics for the instrument cluster.