2006 Ford F-350 Super Duty - Diagnostics > Diagnostic Routines > Body > Instrumentation and W... Page 1 of 61

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1 2006 Ford F-350 Super Duty - Diagnostics > Diagnostic Routines > Body > Instrumentation and W... Page 1 of Ford F-350 Super Duty : Diagnostics > Diagnostic Routines > Body > Instrumentation and Warning Systems > Instrument Cluster Instrument Cluster NOTE Applicable vehicles: 2006 Ford F Ford F Ford F Ford F-550 SECTION : Instrument Cluster 2006 F-Super Duty Workshop Manual DIAGNOSIS AND TESTING Procedure revision date: 11/18/2005 Printable View (451 KB) Refer to Wiring Diagrams Cell 60 for schematic and connector information. Special Tool(s) 73III Automotive Meter 105-R0057 or equivalent Instrument Gauge System Tester 014-R1063 or equivalent Worldwide Diagnostic System (WDS) Vehicle Communication Module (VCM) with appropriate adapters, or equivalent diagnostic tool

2 2006 Ford F-350 Super Duty - Diagnostics > Diagnostic Routines > Body > Instrumentation and W... Page 2 of 61 Flex Probe Kit 105-R025B or equivalent Principles of Operation When installing a new instrument cluster, it is necessary to upload the module configuration to the diagnostic tool. Following installation of the new instrument cluster, download the module configuration from the diagnostic tool into the new instrument cluster. For additional information, refer to Module Configuration. The following items are configurable: overspeed warning belt minder 4x4 feature speedometer scaling electronic automatic temperature control (EATC) default language trailer brake controller transit mode tank configuration The instrument cluster is a configurable, hybrid electronic cluster (HEC) that contains a microprocessor, gauges, indicator lamps, and internal circuitry. The instrument cluster is non-repairable, with the exception of the instrument cluster lens, the warning bulbs, and the transmission range selector. The instrument cluster uses hardwired circuitry, the controller area network (CAN), and universal asynchronous receiver transmitter (UART)-based protocol (UBP) communication networks. Communication using the CAN uses data transmitted and received between the instrument cluster, the trailer brake control (TBC) electronic control unit, the powertrain control module (PCM), and the anti-lock brake system (ABS) module. Communication using the UBP network uses data transmitted and received by the instrument cluster, the vehicle security module, and the electronic automatic temperature control (EATC). For additional information regarding the communication network, refer to Module Communications Network. 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. whether the module which received the input controls the output of the feature, or whether it outputs a message over the CAN 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. The safety belt warning indicator proves-out for 65-seconds or until the safety belt is fastened. The malfunction indicator lamp

3 2006 Ford F-350 Super Duty - Diagnostics > Diagnostic Routines > Body > Instrumentation and W... Page 3 of 61 (MIL), and the wait to start indicator (diesel engines) illuminate continuously until the engine is started and operating normally. When the ignition switch is turned to the ON position with the engine off, the following indicators illuminate for 3 seconds: LOW RANGE indicator 4x4 indicator BRAKE warning indicator ABS warning indicator charging system warning indicator door ajar indicator air bag warning indicator (6 seconds) electronic throttle control Integrated Circuit Display The integrated circuit display is a vacuum fluorescent tube display that contains the odometer, trip odometer on base clusters and the compass display on message center clusters. For additional information on the message center, refer to Information and Message Center. The compass module is hardwired to the instrument cluster. The odometer information is transmitted from the communication network to the instrument cluster. The instrument cluster displays the appropriate message(s) upon receipt of the compass heading and odometer data received. Gauges Speedometer The instrument cluster receives the vehicle speed sensor (VSS) signal from the PCM through the communication network. The instrument cluster monitors the VSS input from the PCM and commands a corresponding movement of the speedometer pointer. Odometer The odometer and trip odometer are viewed through the message center in the integrated circuit display on message center clusters or in the integrated circuit display on base clusters. The odometer is tamper-resistant and accumulates and registers up to one million kilometers in metric mode or one million miles in English mode, based upon rolling count data sent from the PCM over the communication network. The trip odometer is resettable and accumulates and registers up to 9,999 kilometers or 9,999 miles. Fuel Gauge The instrument cluster receives the fuel level signal from the fuel level sensor, part of the fuel pump module. 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). 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 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 full (F) to empty (E). 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 percent 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

4 2006 Ford F-350 Super Duty - Diagnostics > Diagnostic Routines > Body > Instrumentation and W... Page 4 of 61 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 percent 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 percent 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. Engine Coolant Temperature Gauge The instrument cluster monitors the engine coolant temperature data received from the PCM over the communication network, and commands the temperature gauge indication with a corresponding movement of the pointer. The temperature gauge also indicates when failsafe cooling is active. Oil Pressure Gauge The instrument cluster is hardwired to the oil pressure sender unit. The instrument cluster 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. When the engine is started, the contact points close, 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 circuit. Transmission Temperature Gauge (Automatic Transmission Only) The instrument cluster receives the transmission temperature information from the PCM over the communication network. The instrument cluster monitors the transmission temperature data and commands the gauge indication with a corresponding movement of the pointer. Tachometer The tachometer is electrically operated and indicates the engine speed in revolutions per minute (rpm). The tachometer range is 0 to 6,000 rpm (gasoline vehicles) or 0 to 5,000 rpm (diesel engines). The tachometer receives the signal through the communication network from the PCM. If the rpm information sent to the instrument cluster is invalid or missing, the instrument cluster defaults the tachometer to 0 rpm. Turbo Boost (Diesel Only) The PCM sends the instrument cluster a message over the communication network indicating the boost range of the turbocharger. Warning Indicator Lamps Air Bag Warning Indicator The instrument cluster is hardwired to the restraint control module (RCM). If an air bag system concern is detected, a diagnostic trouble code (DTC) is logged, and the RCM provides a ground path to the instrument cluster, turning on the air bag indicator. Anti-Lock Brake System (ABS) Warning Indicator The ABS warning indicator is used to indicate an ABS concern or deactivation of the ABS. The instrument cluster, upon receipt of the ABS message from the ABS module through the communication network, turns on the ABS warning indicator. BRAKE Warning Indicator

5 2006 Ford F-350 Super Duty - Diagnostics > Diagnostic Routines > Body > Instrumentation and W... Page 5 of 61 The instrument cluster BRAKE warning indicator illuminates when the parking brake is applied, or when there is a low brake fluid level. The parking brake switch and the brake fluid level switch are hardwired to the instrument cluster. Theparking brake switch provides a ground to the instrument cluster when the parking brake switch is applied. The brake fluid level switch provides a ground to the instrument cluster when the brake fluid level is low or when the electrical connector is disconnected. Charging System Warning Indicator On vehicles equipped with gasoline engines and diesel engines with a 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 warning 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 warning indicator. Safety Belt Warning Indicator The safety belt warning indicator is powered through the instrument cluster and is grounded through the safety belt switch. When the safety belt is buckled, the switch opens and the instrument cluster turns off the safety belt warning indicator. When the safety belt is unbuckled, the switch closes and provides a ground to the instrument cluster to illuminate the safety belt warning indicator. Malfunction Indicator Lamp (MIL) The instrument cluster receives engine data from the PCM over the communication network. If a DTC is set by the PCM, the MIL illuminates. Indicator Lamps High Beam Indicator The instrument cluster provides a ground for the high beam indicator. When the high beam headlamps are turned on, the multifunction switch provides a power signal to the instrument cluster through hardwired circuitry and illuminates the high beam indicator. RH and LH Turn Indicators The instrument cluster provides a ground for the RH and LH turn indicators. When the multifunction switch is in the RH or LH turn position, power is supplied to the instrument cluster through hardwired circuitry and the RH or LH turn indicators flash on and off. Speed Control Indicator The instrument cluster receives the speed control signal from the PCM over the communication network. The PCM communicates to the instrument cluster to illuminate the speed control indicator when the speed control is engaged. Wait to Start Indicator (Diesel only) The wait to start signal is transmitted to the instrument cluster over the communication network from the PCM. The wait to start indicator illuminates when the ignition switch is in the ON position with the engine OFF indicating that the glow plugs are heating. Tow Haul Indicator 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 PCM to inform the operator that the vehicle will not shift into overdrive. When the indicator is illuminated, the vehicle also provides 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, provides the ground depending on whether 4x4 high or LOW RANGE is selected. Electronic Throttle Control (ETC) The instrument cluster receives the ETC status from the PCM over the communication network. When a system concern is detected, the PCM sends the instrument cluster a command signal to illuminate the ETC indicator. Inspection and Verification 1. Verify the customer concern. 2. Visually inspect for obvious signs of mechanical or electrical damage. Visual Inspection Chart

6 2006 Ford F-350 Super Duty - Diagnostics > Diagnostic Routines > Body > Instrumentation and W... Page 6 of 61 Mechanical Engine oil level Door adjustment Engine coolant level Fuel tank Fuel evaporative system Low alternative fuel or gasoline Fuel tank(s) Electrical Central junction box (CJB) fuse(s): 2 (10A) 33 (15A) 35 (10A) 41 (10A) 45 (10A) Miniature bulb(s) Circuitry Instrument cluster 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. If the concern remains after the inspection, connect the diagnostic tool to the data link connector 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 is correctly installed. check the connections to the vehicle. check the ignition switch position. 5. If the diagnostic tool still does not communicate with the vehicle, refer to the diagnostic tool operating manual. 6. Carry out the diagnostic tool data link test. If the diagnostic tool responds with: CAN or UBP circuit fault; all electronic control units no response/not equipped, refer to Module Communications Network. response/not equipped for the vehicle security module, refer to Multifunction Electronic Modules. For the anti-lock brake system (ABS), refer to Vehicle Dynamic Systems. For the restraint control module (RCM), refer to Supplemental Restraint System. 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. 7. If the DTCs retrieved are related to the concern, go to the Instrument Cluster Diagnostic Trouble Code (DTC) Index or the Restraint Control Module Diagnostic Trouble Code (DTC) Index. 8. If no DTCs related to the concern are retrieved, GO to Symptom Chart. Instrument Cluster Diagnostic Trouble Code (DTC) Index DTC Description Source Action B1201 Go To Pinpoint Test B.

7 2006 Ford F-350 Super Duty - Diagnostics > Diagnostic Routines > Body > Instrumentation and W... Page 7 of 61 DTC Description Source Action B1204 Fuel Sender Circuit Failure Fuel Sender Circuit Short To Ground Instrument Cluster Instrument Cluster Go To Pinpoint Test B. B1205 EIC Switch 2 Assembly Circuit Failure Instrument Cluster CHECK for proper assembly of the outer and inner instrument cluster bezels. If the bezels are installed correctly, INSTALL a new instrument cluster. REFER to Instrument Cluster in this section. If the bezels are not installed correctly, REPAIR the bezels. CLEAR the DTCs. REPEAT the self-test. B1317 Battery Voltage High Instrument Cluster REFER to Charging System General Information. B1318 Battery Voltage Low Instrument Cluster REFER to Charging System General Information. B1342 ECU is Defective Instrument Cluster INSTALL a new instrument cluster. REFER to Instrument Cluster in this section. TEST the system for normal operation. B1360 Ignition Run/Acc Circuit Open Instrument Cluster Go To Pinpoint Test A. B2143 NVM Memory Failure Instrument Cluster Go To Pinpoint Test U. B2477 Instrument Cluster Configuration Failure Instrument Cluster CHECK for correct configuration. REFER to Module Configuration. B2658 Wait To Start Warning Indicator Circuit Open Instrument Cluster Go To Pinpoint Test S. C1284 Oil Pressure Switch Failure Instrument Cluster Go To Pinpoint Test D. All Other DTCs Instrument Cluster REFER to Multifunction Electronic Modules. Restraint Control Module Diagnostic Trouble Code (DTC) Index DTC Description Source Action B1869 Lamp Air Bag Warning Indicator Circuit Open Restraint Control Module Go To Pinpoint Test N. B1870 Lamp Air Bag Warning Indicator Circuit Short to Battery Restraint Control Module Go To Pinpoint Test N. All Other DTCs Restraint Control Module REFER to Multifunction Electronic Modules. Powertrain Control Module (PCM) Diagnostic Trouble Code (DTC) Index DTC Description Source Action P0500 Vehicle Speed Signal (VSS) Malfunction PCM P0623 Dual Generator Battery Lamp Circuit Fault Detected P1639 PCM Configuration Failure PCM All Other DTCs Instrument Cluster Self-Diagnostic Mode PCM REFER to the Powertrain Control/Emissions Diagnosis (PC/ED) manual. PCM Go To Pinpoint Test M. CHECK for correct configuration. REFER to Module Configuration. REFER to the Powertrain Control/Emissions Diagnosis (PC/ED) manual.

8 2006 Ford F-350 Super Duty - Diagnostics > Diagnostic Routines > Body > Instrumentation and W... Page 8 of 61 To enter the instrument cluster self-diagnostic mode with the engine off, press and hold the odometer RESET button (base cluster) or the message center RESET button (message center cluster). Turn the ignition switch to the RUN position and hold until the display indicates TEST, usually within 3 to 5 seconds. Press the odometer reset button (base cluster), or RESET button (message center cluster ) once to advance through each stage of the self-test. To exit the instrument cluster self-test mode, turn the ignition to the OFF position. If no DTCs related to the concern are retrieved, GO to Symptom Chart. Instrument Cluster Self-Diagnostic Mode Base cluster display Message center cluster display Description TEST TEST Initial entry display into the self-test mode. SWEEP GAUGES All segments illuminated SWEEP GAUGES All segments illuminated Carries out a gauge sweep of all the gauges, then displays the present gauge values. Also carries out the checksum test on ROM and EEPROM. Illuminates all odometer segments. TEST BULB TEST TELLTALES Illuminates all the micro-controlled lamps and LEDs. PF #### Displays the alpha-numeric part number prefix (first 4 digits). PART NUMBER, #### ## SF #### ###### SERIAL NUMBER ###### Displays the alpha-numeric part number prefix, base, and suffix. Suffix (last 2 digits of the part number are displayed as a 2 byte hexadecimal number). Displays the serial number in decimal. KEY IGN # IGNITION KEY # Displays the key-in-ignition status. ROM#### NR #### FAIL ROM LEVEL ####, CHKSUM #### NVM ##, CHKSUM #### EE #### FAIL Returns to normal operation of all the micro-controlled lamps and the LEDs and displays the hexadecimal value for the read-only memory (ROM) level (used when requesting assistance from the hotline). Displays the hexadecimal ROM level and type as stored in the nonvolatile memory (NVM). Displays the hexadecimal value for the EE level (used when requesting assistance from the hotline). DATE #### FINAL DATE, #### Displays the hexadecimal coding of the final manufacturing test date. CF1-CF5 DTC #### MPH ###.# MODULE CONFIG, ## ## ## ## ## DIAG TROUBLE CODE: #### VSS ###.# MPH ###.# KPH KPH ###.# TACH #### FUEL AD ### TACH VALUE #### RPM FUEL A/D ### PER ### Displays the hexadecimal coding of bytes 1-4 of the module configuration settings. Displays a 16-bit DTC in hexadecimal format. DTCs displayed are those detected in continuous operation, not during the self-test. Displays the English and metric (message center cluster) speed value being input. The speedometer indicates the present speed. Displays the metric speed value being input. The speedometer indicates the present speed. Displays the tachometer value being input to the instrument cluster. The tachometer indicates the present rpm. Displays the present fuel level analog/digital (A/D) ratio input in decimal. Displays the present fuel level percent (PER) status in decimal (message center cluster). The instrument cluster indicates the present fuel level. FUEL P ### Displays the present fuel level percent status in decimal. F INIT #### C TEMP ### FUEL INIT STATUS ## COOLANT TEMP ### C Displays the present fuel level percent status in decimal. Displays the last temperature gauge input value from CAN. The temperature gauge indicates the present temperature.

9 2006 Ford F-350 Super Duty - Diagnostics > Diagnostic Routines > Body > Instrumentation and W... Page 9 of 61 Base cluster display Message center cluster display Description ODOM ### ODO INPUT ### Displays the odometer input received through the CAN in decimal. OIL ### OIL PRESSURE ### BATTERY ##.# BRAKE FLUID AD ### BATTERY VOLTS, ##.# Displays the last analog/digital (A/D) reading of the engine oil pressure switch contact resistance. The oil gauge indicates the present level. Displays the brake fluid level received from the ABS module. Displays the present SBATT reading in 10th of volt. PWM ### PWM DIM STEP, ## Displays the dimming step in decimal. PWM DIM INPUT ### OUTPUT ### PRNDL ## Displays the present hexadecimal pulse width modulation (PWM) dimming input and output. Displays the hexadecimal value of the PRNDL inputs packed into a single byte. PARK BRAKE # Displays the input status of the parking brake switch. SEATBELT # Displays the input status of the safety belt switch. RUN/START # RUN/START sense circuit check. RUN/ACC # RUN/ACC sense circuit check. PD #### Displays a 16-bit hexadecimal value of $420 CAN message telltales command. DOOR 1 # Displays the input status of the driver door ajar input. DOOR 2 # Displays the input status of any/all door ajar input. CHECK ENGINE ### PA, PB, PE, PH, PJ, PK, PL, PM, PP, PS, PT, PU, PV, PW, ## PADO ##-AD17 ## PORT A, B, E, H, J, K, L, P, S, T, U, V, W, ## PORT AD00-AD15 Displays the 8-bit hexadecimal value of the CAN malfunction indicator lamp (MIL) telltale command. Displays the 8-bit hexadecimal value for the ports A, B, E, H, J, K, L, M, P, S, T, U, V, and W ports. Displays the 8-bit hexadecimal value for the ports PADO-AD17 in analog/digital readings (used when requesting information from the hotline). Symptom Chart Symptom Chart Condition Possible Sources Action communication with the instrument cluster Fuse(s) Circuitry Instrument cluster Go To Pinpoint Test A. Incorrect fuel gauge indication Circuitry Fuel pump module Fuel tank Instrument cluster Go To Pinpoint Test B. Incorrect voltage gauge indication Circuitry Instrument cluster Go To Pinpoint Test C.

10 Page 10 of 61 Condition Possible Sources Action Incorrect oil pressure gauge indication Circuitry Oil pressure switch Instrument cluster Go To Pinpoint Test D. Incorrect temperature gauge indication Instrument cluster Powertrain control module (PCM) Go To Pinpoint Test E. Incorrect transmission temperature gauge indication Transmission temperature sensor Powertrain control module (PCM) Instrument cluster Go To Pinpoint Test F. The speedometer is inoperative Powertrain control module (PCM) Instrument cluster Go To Pinpoint Test G. The tachometer is inoperative Generator (diesel only) Instrument cluster Go To Pinpoint Test H. Trip odometer inoperative, speedometer OK Instrument cluster VERIFY the trip odometer reset button is not binding. If OK, INSTALL a new instrument cluster. REFER to Instrument Cluster in this section. TEST the system for normal operation. Inaccurate configuration REFER to Module Configuration for module configuration. The safety belt warning indicator is inoperative (chime is operative)/does not operate correctly Circuitry Safety belt switch (part of the safety belt buckle) Instrument cluster Go To Pinpoint Test I. Go To Pinpoint Test G.

11 Page 11 of 61 Condition Possible Sources Action Inaccurate speedometer reading Anti-lock brake system (ABS) module Instrument cluster The anti-lock brake system (ABS) warning indicator is never/always on ABS module Instrument cluster Go To Pinpoint Test J. The brake warning indicator is never on Circuitry Brake warning indicator relay Anti-lock brake system (ABS) module Brake fluid level switch Parking brake switch Instrument cluster Go To Pinpoint Test K. The brake warning indicator is always on Circuitry Brake fluid level switch Parking brake switch Anti-lock brake system (ABS) module Instrument cluster REFER to Brake System General Information to continue diagnosis of the brake warning indicator. The malfunction indicator lamp (MIL) is never on Powertrain control module (PCM) Instrument cluster Go To Pinpoint Test L. The malfunction indicator lamp (MIL) is always on Diagnostic trouble code (DTC) related concern(s) REFER to the Powertrain Control/Emissions Diagnosis (PC/ED) manual to continue diagnosis of the DTCs. The charging system warning indicator is never on Circuitry Charging system Instrument cluster Go To Pinpoint Test M. The charging system warning indicator is always on Circuitry Charging system REFER to Charging System General Information to continue diagnosis of the charging system.

12 Page 12 of 61 Condition Possible Sources Action The air bag indicator warning is never/always on Circuitry Restraint control module (RCM) Instrument cluster Go To Pinpoint Test N. The high beam indicator is never on Circuitry Instrument cluster Go To Pinpoint Test O. The LH turn indicator is never on Circuitry Instrument cluster Go To Pinpoint Test P. The RH turn indicator is never on Circuitry Instrument cluster Go To Pinpoint Test Q. The 4X4 HIGH/LOW RANGE indicator is never/always on Circuitry 4X4 range select switch 4WD control module Instrument cluster Go To Pinpoint Test R. Inaccurate instrument cluster configuration. REFER to Module Configuration for module configuration. The wait to start indicator is never/always on Powertrain control module (PCM) Go To Pinpoint Test S. The speed control indicator is never/always on Powertrain control module (PCM) Instrument cluster Go To Pinpoint Test T. The instrument cluster is inoperative Fuse(s) Circuitry Instrument cluster Go To Pinpoint Test U. The tow haul indicator is inoperative Instrument cluster Go To Pinpoint Test V.

13 Page 13 of 61 Condition Possible Sources Action The electronic throttle control (ETC) indicator is never on Powertrain control module (PCM) Instrument cluster Go To Pinpoint Test W. Pinpoint Tests Pinpoint Test A: Communication With The Instrument Cluster rmal Operation The instrument cluster communicates interactively with the diagnostic tool and other electronic modules using the controller area network (CAN). With the ignition switch in the START or RUN position, the instrument cluster receives voltage from the central junction box (CJB) fuse 45 (10A) through circuit 640 (RD/YE). When the ignition switch is in the RUN or ACC position, voltage is received from CJB fuse 33 (15A) through circuit 1002 (BK/PK). With the ignition switch in the OFF position, the instrument cluster receives its keepalive voltage from CJB fuse 2 (10A) through circuit 3049 (BK/LG). The instrument cluster grounding is through circuit 676 (PK/OG) and circuit 57 (BK). Possible Causes fuse(s) circuit 57 (BK) open circuit 640 (RD/YE) open circuit 676 (PK/OG) open circuit 1002 (BK/PK) open circuit 3049 (BK/LG) open PINPOINT TEST A: NO COMMUNICATION WITH THE INSTRUMENT CLUSTER CAUTION CAUTION: Use the correct probe adaptor(s) when making measurements. Failure to use the correct probe adaptor(s) may damage the connector. A1 CHECK THE INSTRUMENT CLUSTER VOLTAGE SUPPLY Disconnect: Instrument Cluster C220a, C220b. Measure the voltage between the instrument cluster, harness side and ground as follows: C220a (RD/YE)C220a (BK/PK)C220b (BK/LG) Are the voltages greater than 10 volts? GO to A2. VERIFY the central junction box (CJB) fuse(s) 2 (10A), 33 (15A), and 45 (10A) are OK. If OK, REPAIR the circuit in question. TEST the system for normal operation.

14 Page 14 of 61 A2 CHECK CIRCUITS 57 (BK) AND 676 (PK/OG) FOR AN OPEN Measure the resistance between the instrument cluster, harness side and ground as follows: C220a-1057 (BK)C220b (PK/OG) Are the resistances less than 5 ohms? REFER to Module Communications Network to continue diagnosis of the communication network. REPAIR the circuit in question. TEST the system for normal operation. Pinpoint Test B: Incorrect Fuel Gauge Indication rmal Operation If the vehicle is equipped with 1 fuel tank, the fuel pump sender is hardwired to the instrument cluster through the signal circuit 29 (YE/WH) and the return circuit 396 (BK/OG). If the vehicle is equipped with an auxiliary fuel tank, the primary fuel pump sender is hardwired to the instrument cluster through the signal circuit 675 (YE/LB) and the return circuit 396 (BK/OG), and the secondary fuel pump sender is hardwired to the instrument cluster through the signal circuit 29 (YE/WH) and the return circuit 396 (BK/OG). The instrument cluster monitors the resistance readings sent to the instrument cluster from the fuel senders and commands the fuel gauge with a corresponding movement of the pointer. Possible Causes circuit 29 (YE/WH) open, short to ground or short to voltage circuit 396 (BK/OG) open or short to ground circuit 675 (YE/LB) open, short to ground or short to voltage fuel tank fuel pump module instrument cluster PINPOINT TEST B: INCORRECT FUEL GAUGE INDICATION CAUTION CAUTION: Use the correct probe adaptor(s) when making measurements. Failure to use the correct probe adaptor(s) may damage the connector. B1 CARRY OUT THE INSTRUMENT CLUSTER FUEL GAUGE ACTIVE COMMAND USING THE DIAGNOSTIC TOOL Enter the following diagnostic mode on the diagnostic tool: Instrument Cluster Active Command. GO to B2. GO to B7.

15 Page 15 of 61 Select the instrument cluster active command. Trigger, monitor, and scroll the fuel gauge level at 0%, 50%, and 100%. Does the fuel gauge display below E with 0%, half with 50%, and full stop with 100%? B2 CHECK THE FUEL GAUGE OPERATION NOTE: The fuse must be removed to reset the fuel gauge timers. Failure to complete this step may result in erroneous test results. Remove the central junction box (CJB) fuse 2 (10A). Wait 1 minute and reinstall the fuse. Disconnect: Fuel Pump Module C434 (Pickup) or C4033 (Chassis Cab). Connect 1 lead of the instrument gauge system tester to the fuel pump assembly C434-2 (pickup) or C (chassis cab), circuit 29 (YE/WH), harness side and the other lead to the fuel pump assembly C434-4 (pickup) or C (chassis cab), circuit 396 (BK/OG), harness side. DISCONNECT the instrument gauge system tester. GO to B3. DISCONNECT the instrument gauge system tester. GO to B4. On vehicles equipped with an automatic transmission, apply the brake and move the transmission shift lever from P (park) to D (drive). Wait 10 seconds, and move the transmission shift lever back to P (park). Wait 30 seconds. On vehicles equipped with a manual transmission, apply the parking brake. Wait 10 seconds, and release the parking brake. Wait 30 seconds. Do not change the tool settings or the ignition switch position until 30 seconds have elapsed. Set the tester to 160 ohms. On vehicles equipped with an automatic transmission, apply the brake and move the transmission shift lever from P (park) to D (drive).

16 Page 16 of 61 Wait 10 seconds, and move the transmission shift lever back to P (park). Wait 30 seconds. On vehicles equipped with a manual transmission, apply the parking brake. Wait 10 seconds, and release the parking brake. Wait 30 seconds. Do not change the tool settings or the ignition switch position until 30 seconds have elapsed. Wait 30 seconds. Do not change the tool settings or the ignition switch position until 30 seconds have elapsed. Set the tester to 15 ohms. On vehicles equipped with an automatic transmission, apply the brake and move the transmission shift lever from P (park) to D (drive). Wait 10 seconds, and move the transmission shift lever back to P (park). Wait 30 seconds. On vehicles equipped with a manual transmission, apply the parking brake. Wait 10 seconds, and release the parking brake. Wait 30 seconds. Do not change the tool settings or the ignition switch position until 30 seconds have elapsed. Observe the fuel gauge. The fuel gauge should read E (empty) or below. Wait 30 seconds. Do not change the tool settings or the ignition switch position until 30 seconds have elapsed. Set the tester to 160 ohms. NOTE:Wait 1 minute for the fuel gauge to respond. Observe the fuel gauge. The fuel gauge should read F (full ) or above. Does the fuel gauge operate correctly? B3 CHECK THE FUEL TANK Check the fuel tank for any damage or deformation. Is the fuel tank OK? INSTALL a new fuel pump module. REFER to Fuel Tank and Lines Gasoline and Diesel. CLEAR the DTCs. REPEAT the self-test. INSTALL a new fuel tank. REFER to Fuel Tank and Lines Gasoline and Diesel. CLEAR the DTCs. REPEAT the self-test. B4 CHECK CIRCUITS 29 (YE/WH) AND 675 (YE/LB) FOR A SHORT TO VOLTAGE

17 Page 17 of 61 Disconnect: Instrument Cluster C220b. For vehicles equipped with a single fuel tank, measure the voltage between the instrument cluster C220b-10, circuit 29 (YE/WH), harness side and ground. REPAIR the circuit in question. CLEAR the DTCs. REPEAT the self-test. GO to B5. For vehicles equipped with dual fuel tanks, measure the voltage between the instrument cluster C220b-9, circuit 675 (YE/LB), harness side and ground. Is any voltage present? B5 CHECK CIRCUITS 29 (YE/WH) AND 675 (YE/LB) FOR AN OPEN OR A SHORT TO GROUND For vehicles equipped with a single fuel tank, measure the resistance between the instrument cluster C220b-10, circuit 29 (YE/WH), harness side and the fuel pump module C434-2 (pickup) or C (chassis cab), circuit 29 (YE/WH), harness side; and between the instrument cluster C220b-10, circuit 29 (YE/WH), harness side and ground. GO to B6. REPAIR the circuit in question. CLEAR the DTCs. REPEAT the self-test.

18 Page 18 of 61 Disconnect: Auxiliary Primary Fuel Pump Module C3094. For vehicles equipped with dual fuel tanks, measure the resistance between the instrument cluster C220b-9, circuit 675 (YE/LB), harness side and the auxiliary primary fuel pump module C circuit 675 (YE/LB), harness side; and between the instrument cluster C220b-9, circuit 675 (YE/LB), harness side and ground. Is the resistance less than 5 ohms between the instrument cluster and the fuel pump module, and greater than 10,000 ohms between the instrument cluster and ground? B6 CHECK CIRCUIT 396 (BK/OG) FOR AN OPEN OR A SHORT TO GROUND Measure the resistance between the instrument cluster C220b-8, circuit 396 (BK/OG), harness side and the fuel pump module C434-4 (pickup) or C (chassis cab), circuit 396 (BK/OG), harness side; and between the instrument cluster C220b-8, circuit 396 (BK/OG), harness side and ground. GO to B7. REPAIR the circuit. CLEAR the DTCs. REPEAT the selftest.

19 Page 19 of 61 Is the resistance less than 5 ohms between the instrument cluster and the fuel pump module, and greater than 10,000 ohms between the instrument cluster and ground? B7 CHECK FOR CORRECT INSTRUMENT CLUSTER OPERATION Disconnect all the instrument cluster connectors. Connect all the instrument cluster connectors and make sure they seat correctly. Operate the system and verify the concern is still present. INSTALL a new instrument cluster. REFER to Instrument Cluster in this section. TEST the system for normal operation. The system is operating correctly at this time. The concern may have been caused by a loose or corroded connector. CLEAR the DTCs. REPEAT the self-test. TEST the system for normal operation. Pinpoint Test C: Incorrect Voltage Gauge Indication rmal Operation The voltage gauge displays the system battery voltage as measured at the instrument cluster on circuit 940 (LG/RD). Possible Causes charging system instrument cluster PINPOINT TEST C: INCORRECT VOLTAGE GAUGE INDICATION C1 RETRIEVE THE RECORDED DTCs FROM BOTH THE CONTINUOUS AND ON-DEMAND INSTRUMENT CLUSTER SELF-TESTS Check for recorded instrument cluster DTCs from the continuous and on-demand self-tests. Are any instrument cluster DTCs recorded? REFER to the Instrument Cluster Diagnostic Trouble Code (DTC) Index to continue diagnosis of the DTCs.

20 Page 20 of 61 GO to C2. C2 CARRY OUT THE INSTRUMENT CLUSTER VOLTMETER ACTIVE COMMAND USING THE DIAGNOSTIC TOOL Enter the following diagnostic mode on the diagnostic tool: Instrument Cluster Active Command. Select the instrument cluster voltmeter active command. Trigger the voltmeter active command. Scroll in 3 increments 0%, 50%, and 100%. Does the voltmeter start at L (low) when at 0%, move to half at 50%, and H (high) at 100%? REFER to Charging System General Informationto continue diagnosis of the charging system. GO to C3. C3 CHECK FOR CORRECT INSTRUMENT CLUSTER OPERATION Disconnect all the instrument cluster connectors. Connect all the instrument cluster connectors and make sure they seat correctly. Operate the system and verify the concern is still present. INSTALL a new instrument cluster. REFER to Instrument Cluster in this section. TEST the system for normal operation. The system is operating correctly at this time. The concern may have been caused by a loose or corroded connector. TEST the system for normal operation. Pinpoint Test D: Incorrect Oil Pressure Gauge Indication rmal Operation The engine oil pressure switch is a normally open switch. When the oil pressure is within normal ranges, the engine oil pressure switch closes and sends a ground signal to the instrument cluster through circuit 1308 (BN/OG) and commands the oil pressure gauge to the normal or mid-range position. When the oil pressure is low the engine oil pressure switch opens, removing the ground signal, and the instrument cluster commands the oil pressure gauge to the L (low) position. Possible Causes circuit 1308 (BN/OG) open or short to ground engine oil pressure switch base engine concern instrument cluster PINPOINT TEST D: INCORRECT OIL PRESSURE GAUGE INDICATION CAUTION CAUTION: Use the correct probe adaptor(s) when making measurements. Failure to use the correct probe adaptor(s) may damage the connector.

21 Page 21 of 61 D1 RETRIEVE THE RECORDED DTCs FROM BOTH THE CONTINUOUS AND ON-DEMAND INSTRUMENT CLUSTER SELF-TESTS Check for recorded instrument cluster DTCs from the continuous and on-demand self-tests. Is DTC C1284 recorded? GO to D3. GO to D2. D2 CARRY OUT THE INSTRUMENT CLUSTER OIL PRESSURE GAUGE ACTIVE COMMAND USING THE DIAGNOSTIC TOOL Enter the following diagnostic mode on the diagnostic tool: Instrument Cluster Active Command. Select the instrument cluster oil pressure gauge active command. Trigger the oil pressure gauge active command on and off. Does the engine oil pressure gauge read mid-range when triggered on and L (low) when triggered off? GO to D5. GO to D8. D3 CHECK CIRCUIT 1308 (BN/OG) FOR A SHORT TO GROUND Disconnect: Instrument Cluster C220b. Disconnect: Engine Oil Pressure Switch C103. Measure the resistance between the instrument cluster C220b-15, circuit 1308 (BN/OG), harness side and ground. GO to D4. REPAIR the circuit. CLEAR the DTCs. REPEAT the selftest. Is the resistance greater than 10,000 ohms?

22 Page 22 of 61 D4 CHECK THE ENGINE OIL PRESSURE SWITCH Connect: Instrument Cluster C220b. Observe the engine oil pressure gauge. Does the engine oil pressure gauge indicate normal oil pressure? GO to D8. INSTALL a new engine oil pressure switch. CLEAR the DTCs. REPEAT the self-test. D5 CHECK THE OIL PRESSURE Carry out the engine oil pressure test. Refer to Engine System General Information. Is the oil pressure within specification? GO to D6. REFER to Engine System General Information to continue diagnosis of the engine oil pressure. D6 CHECK THE ENGINE OIL PRESSURE SWITCH Disconnect: Engine Oil Pressure Switch C103. Connect a fused (5A) jumper wire between the engine oil pressure switch C103, circuit 1308 (BN/OG), harness side and ground. INSTALL a new engine oil pressure switch. CLEAR the DTCs. REPEAT the self-test. REMOVE the jumper wire. GO to D7. Does the engine oil pressure gauge indicate normal oil pressure? D7 CHECK CIRCUIT 1308 (BN/OG) FOR AN OPEN Disconnect: Instrument Cluster C220b. Measure the resistance between the instrument cluster C220b-15, circuit 1308 (BN/OG), harness side and the engine oil pressure switch C103, circuit 1308 (BN/OG), harness side. GO to D8. REPAIR the circuit. CLEAR the DTCs. REPEAT the selftest.

23 Page 23 of 61 Is the resistance less than 5 ohms? D8 CHECK FOR CORRECT INSTRUMENT CLUSTER OPERATION Disconnect all the instrument cluster connectors. Connect all the instrument cluster connectors and make sure they seat correctly. Operate the system and verify the concern is still present. INSTALL a new instrument cluster. REFER to Instrument Cluster in this section. TEST the system for normal operation. The system is operating correctly at this time. The concern may have been caused by a loose or corroded connector. CLEAR the DTCs. REPEAT the self-test. TEST the system for normal operation. Pinpoint Test E: Incorrect Temperature Gauge Indication rmal Operation The engine coolant temperature (ECT) sensor unit monitors the coolant temperature and is hardwired directly to the powertrain control module (PCM). The status of the engine coolant temperature is sent from the PCM to the instrument cluster over the communication network. Possible Causes PCM instrument cluster PINPOINT TEST E: INCORRECT TEMPERATURE GAUGE INDICATION E1 CARRY OUT THE INSTRUMENT CLUSTER TEMPERATURE GAUGE ACTIVE COMMAND USING THE DIAGNOSTIC TOOL Enter the following diagnostic mode on the diagnostic tool: Instrument Cluster Active Command. GO to E3. GO to E2.

24 Page 24 of 61 Select the instrument cluster temperature gauge active command. Trigger the temperature gauge active command. Scroll in 3 increments 0%, 50%, and 100%. Does the temperature gauge start at cold when at 0%, move to half at 50%, and full hot at 100%? E2 CHECK FOR CORRECT INSTRUMENT CLUSTER OPERATION Disconnect all the instrument cluster connectors. Connect all the instrument cluster connectors and make sure they seat correctly. Operate the system and verify the concern is still present. INSTALL a new instrument cluster. REFER to Instrument Cluster in this section. TEST the system for normal operation. The system is operating correctly at this time. The concern may have been caused by a loose or corroded connector. TEST the system for normal operation. E3 CHECK FOR CORRECT POWERTRAIN CONTROL MODULE (PCM) OPERATION Disconnect all the PCM connectors. Connect all the PCM connectors and make sure they seat correctly. Operate the system and verify the concern is still present. INSTALL a new PCM. REFER to Electronic Engine Controls Gasoline Engines(gasoline engines), or Electronic Engine Controls Diesel Engine(diesel engines). TEST the system for normal operation. The system is operating correctly at this time. The concern may have been caused by a loose or corroded connector. TEST the system for normal operation. Pinpoint Test F: Incorrect Transmission Temperature Gauge Operation rmal Operation The instrument cluster receives the transmission temperature information from the powertrain control module (PCM) over the communication network. The instrument cluster monitors the transmission temperature data and commands the gauge indication with a corresponding movement of the pointer. Possible Causes PCM instrument cluster PINPOINT TEST F: INCORRECT TRANSMISSION TEMPERATURE GAUGE INDICATION

25 Page 25 of 61 F1 RETRIEVE THE RECORDED DTCs FROM BOTH THE CONTINUOUS AND ON-DEMAND POWERTRAIN CONTROL MODULE (PCM) AND INSTRUMENT CLUSTER SELF-TESTS Check for recorded PCM and instrument cluster DTCs from both the continuous and on-demand self-tests. Are any instrument cluster DTCs recorded? REFER to the Instrument Cluster Diagnostic Trouble Code (DTC) Index to continue diagnosis. If any PCM DTCs are present, REFER to the Powertrain Control/Emissions Diagnosis (PC/ED) manual to continue diagnosis of the DTCs. GO to F2. F2 CARRY OUT THE INSTRUMENT CLUSTER TRANSMISSION TEMPERATURE GAUGE ACTIVE COMMAND USING THE DIAGNOSTIC TOOL Enter the following diagnostic mode on the diagnostic tool: Instrument Cluster Active Command. Select the instrument cluster transmission temperature gauge active command. Trigger, monitor, and scroll the transmission temperature gauge at: 0%, 50%, and 100%. Does the transmission temperature gauge display: low (L) with 0%, half with 50%, and high (H) with 100%? GO to F4. GO to F3. F3 CHECK FOR CORRECT INSTRUMENT CLUSTER OPERATION Disconnect all the instrument cluster connectors. Connect all the instrument cluster connectors and make sure they seat correctly. Operate the system and verify the concern is still present. INSTALL a new instrument cluster. REFER to Instrument Cluster in this section. TEST the system for normal operation. The system is operating correctly at this time. The concern may have been caused by a loose or corroded connector. TEST the system for normal operation. F4 CHECK FOR CORRECT POWERTRAIN CONTROL MODULE (PCM) OPERATION Disconnect all the PCM connectors.

26 Page 26 of 61 Connect all the PCM connectors and make sure they seat correctly. Operate the system and verify the concern is still present. INSTALL a new PCM. REFER to Electronic Engine Controls Gasoline Engines(gasoline engines), or Electronic Engine Controls Diesel Engine(diesel engines). TEST the system for normal operation. The system is operating correctly at this time. The concern may have been caused by a loose or corroded connector. TEST the system for normal operation. Pinpoint Test G: The Speedometer Is Inoperative rmal Operation The vehicle speed information is sent to the instrument cluster by the powertrain control module (PCM) over the communication network. If the instrument cluster fails to receive the speed input data from the PCM, the instrument cluster does not indicate any speed on the speedometer. Possible Causes PCM instrument cluster PINPOINT TEST G: THE SPEEDOMETER IS INOPERATIVE G1 CARRY OUT THE INSTRUMENT CLUSTER SPEEDOMETER ACTIVE COMMAND USING THE DIAGNOSTIC TOOL Enter the following diagnostic mode on the diagnostic tool: Instrument Cluster Active Command. Select the instrument cluster speedometer active command. Trigger the speedometer and scroll in increments of 10% while monitoring the speedometer. The speedometer should increase in increments of approximately 16 km/h (10 mph) for each 10% change. Does the speedometer reading increase within the specifications? GO to G3. GO to G2. G2 CHECK FOR CORRECT INSTRUMENT CLUSTER OPERATION Disconnect all the instrument cluster connectors. INSTALL a new instrument cluster. REFER to Instrument Cluster in this section. TEST the system for normal operation.

27 Page 27 of 61 Connect all the instrument cluster connectors and make sure they seat correctly. Operate the system and verify the concern is still present. The system is operating correctly at this time. The concern may have been caused by a loose or corroded connector. TEST the system for normal operation. G3 CHECK FOR CORRECT POWERTRAIN CONTROL MODULE (PCM) OPERATION Disconnect all the PCM connectors. Connect all the PCM connectors and make sure they seat correctly. Operate the system and verify the concern is still present. INSTALL a new PCM. REFER to Electronic Engine Controls Gasoline Engines(gasoline engines), or Electronic Engine Controls Diesel Engine(diesel engines). TEST the system for normal operation. The system is operating correctly at this time. The concern may have been caused by a loose or corroded connector. TEST the system for normal operation. Pinpoint Test H: The Tachometer Is Inoperative rmal Operation The engine rpm data is provided to the instrument cluster by the powertrain control module (PCM) through the communication network. Possible Causes PCM instrument cluster PINPOINT TEST H: THE TACHOMETER IS INOPERATIVE H1 CARRY OUT THE INSTRUMENT CLUSTER TACHOMETER ACTIVE COMMAND USING THE DIAGNOSTIC TOOL Enter the following diagnostic mode on the diagnostic tool: Instrument Cluster Active Command. Select the instrument cluster tachometer active command. Trigger the tachometer and scroll in increments of 10%. Monitor the tachometer gauge. The tachometer should increase in increments of approximately 600 rpm for each 10% change. GO to H3. GO to H2.

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