“Programmable Module Installation (PMI) must be performed when replacing module. If the information cannot be inhaled from the original module, As-Built data must be used to properly configure module.” So reads the instructions displayed when I clicked the hyperlink next to the As-Built data for the Lighting Control Module (LCM) in Jann’s car. But I’m way ahead of myself here.
Jann is a wonderful lady who lives in a modest but elegant home. I know this because I traveled to her address three times in order to properly repair her car, which she has owned since it was new. Okay, let’s back up a bit more. Bill is the shop owner who called me in to offer a second opinion about a repair his shop did, which was not working as it should. We all experience the feeling of hopelessness from time to time that comes after attempting to do everything correctly yet either a problem is not resolved or a new one develops. This is exactly why Bill called me.
A not-so-simple problem
Jann was told while in traffic one day that her brake lights were not working. She brought her car to Bill’s shop because that’s where she gets her routine maintenance done. He confirmed the inoperative lights and briefly inspected the basic things that could cause the problem. Since the fuses were intact, he arranged for her to leave the car so his technician could perform some diagnostics. Later that day it was determined the Lighting Control Module (LCM) was the culprit. The estimate was written and approved over the phone.
The aftermarket remanufactured LCM arrived the next day and was installed. The brake lights now worked again! I’m unsure of the next steps taken but I suspect the tech pulled the car out of the shop and into the parking lot, and then completed the repair order. Jann picked up her car and went on her merry way. Once home, she noticed certain indicators on the Instrument Cluster were illuminated. They were not on before the car was fixed, but went out when the key was turned off. She thought nothing of it.
Several days passed before the car was used to bring Jann and her friends to church on Sunday. After parking the car, Jann locked the doors using the driver’s door switch, just as she always has, and then closed her door. After church she unlocked the driver’s door using her key in the lock cylinder, as she always has, since she has never had key fobs. Suddenly the vehicle’s horn was blaring and all the lights were blinking! Eventually it was determined the alarm system could be disarmed by inserting the key in the ignition system and turning it to the “ON” position. She was so embarrassed!
Once home with her nerves quite frazzled, she once again locked the car as always, and tried to duplicate the circumstances that occurred at the church parking lot. She wasn’t able to activate the alarm so she locked the car and went inside. Can you guess what happened the next morning? This time it was when she opened her trunk.
Jann was planning to do some grocery shopping but instead decided to head back to Bill’s shop to ask him why her car is now doing this “weird horn-blowing thing” ever since he replaced the LCM. Bill and his tech tried a few times to duplicate the situation, unsuccessfully. Jann was asked to leave her car again so they can look at it more carefully. She was brought home (and I don’t know if she ever made it to the grocery store).
It was at about this time that it was learned the replacement LCM must be programmed, then configured, in order to operate properly. In basic terms, programming is done to write the set of instructions that the module should follow for use in this car and the configuration is done for the owner’s preferences (or to comply with certain local laws). The service information system used to help them determine the LCM was faulty had not been used for instructions that should be followed when replacing it. Until now, that is!
The first line of the LCM Removal and Installation instructions reads: “NOTICE: Prior to removal of the module, it is necessary to upload module configuration information to a diagnostic tool. This information needs to be downloaded into the new module once installed. For additional information, refer to Section 418-01.”
A not-so-unusual task
Unfortunately, Bill had no tools in his shop that are able to perform either the reprogramming or the configuration afterwards, so he brought the car to his local Ford dealership. Jann was honestly informed by Bill why her car had to be brought there and Bill apologized for the inconvenience this caused Jann. Do you, fine readers, think Bill would have included this expense in his original “Brake Lights Inop” estimate? She paid the invoice for having her LCM flashed and was assured everything was alright now. Jann had faith in the dealership’s abilities to remedy her previously non-existent problem.
So my question is, if the dealership technician doesn’t have the original module, the one that was deemed faulty, how did he/she perform the module data “Inhale?” That’s right, it wasn’t done! It couldn’t have been. The original module was in some parts supplier’s heap of cores. Step number seven of the LCM Removal and Installation instructions reads: “NOTICE: Once the new module is installed, it is necessary to download the module configuration information from the diagnostic tool into the new module. For additional information, refer to Section 418-01.”
It was in a short period of time that Jann became aware that nothing had changed. When she went back to the shop to pick up her car, she paid the bill, went to the car, she opened the door and then the alarm went off.
That’s when Bill called me. He expressed his desire to have a completely satisfied customer. He and I discussed some diagnostic tests that I have done on those and similar systems but he felt his technician (and apparently the dealership’s technician) had reached their potential and that more diagnostic skill was needed to resolve this problem. Bill knew how much I appreciate diagnostic dilemmas and asked if I would offer my opinion of what should be done next to Jann’s Grand Marquis. I gladly accepted the challenge!
I had Bill arrange with his parts supplier to have another LCM available that could be returned if unused, just in case I find the one he installed was faulty. I picked it up on my way to Jann’s house, which is where I went so she wouldn’t be inconvenienced by having to leave it at Bill’s shop (yet again). I typically work at repair shops, and have little-to-no interaction with the owners of the vehicles, and will usually have access to tools I may not have brought with me. This time, Bill asked if I’d look at Jann’s car “at her convenience,” which after talking with her over the phone, was decided to be her home.
After I scheduled her appointment and prior to arriving, I familiarized myself with the systems on her car and determined a course of action to perform when I got there. I was offered coffee during the time initial introductions were made and while I reviewed with her what had transpired. Sometimes, a customer’s perspective is different from that of a shop owner. In this case, both sides were similar. Jann appeared weary of it all and hoped I could be the one to allow her (driving experience) life back to the way it was. I promised to do my best.
Taking my turn
A full vehicle scan was performed as were multiple KOEO tests using Ford Integrated Diagnostic Software (IDS) version 100.05. I noticed the Seat Belt Reminder Indicator, Key-In Ignition indicator, the Turn Signal Reminder chimes and the Hazard Flashers were all found not working properly. In addition, the Passive Anti-Theft System (PATS) was activating unnecessarily. An attempt was made to reprogram and reconfigure the LCM by following the instructions step by step, but that effort had no change in the symptoms (I didn’t have the original LCM). The “new” aftermarket remanufactured LCM was installed after performing pin-out tests on the LCM connectors, to verify all the circuits voltage readings are as expected. I then reprogramed and reconfigured the module using the Programmable Module Installation (PMI) method.
PMI can be used when the original module is not available (and even for those times when it is). The IDS will attempt to load files into the module that might be correct for the application based on the VIN and other factors. Because a module may be used in many different vehicles, PMI will typically make the module “fit” the vehicle in which it is installed. This time, the procedure seemed to take much less time than when I used PMI before and I did NOT see certain screens that I expected to see as I had in the past. I became suspicious that something was not working as planned! When the process completed it resulted in all of the customer complaints being resolved — except the PATS problems.
In Central Florida, we expect it to rain at some point at least once every day, but only between the months of March through February. Of course, I’m exaggerating (but only a little)! Our dry season is quite short but it was in mid-summer when I met Jann. By the time I finished re-checking all the circuits again, the sky was threatening to unleash a torrential downpour. I explained to her that something was still not right with her car and that I needed to do some research about this problem in order to resolve it. Since it was unlikely I’d accomplish much more on this day, we agreed I’d return after I had a direction in which to go.
Yes, the newest LCM resolved the abnormal operation of the indicators and hazard flashers but that security issue remained. Could this module also have a problem? Could it possibly be one and the same as the previous module? I had a nagging suspicion that the PMI didn’t do everything it was supposed to do because the original module was not present when the session was created. I think it was before I made it back to my office that I realized what went wrong.
Once back home, I researched the OE service information. Unfortunately, the instructions for LCM “Removal and Installation” were written when this vehicle was still in production, therefore the step-by-step procedure references the use of an obsolete tool, the Worldwide Diagnostic System (WDS). Most of the instructions and menus referenced do not appear when using IDS — so there is a lot written that is left for interpretation. What I interpreted is, at a certain point, PMI should have asked me to enter the As-Built data (but it never did). I thought “So NOW what?” What would you do at this point?
Please refer to the first paragraph in this article. Because the original module was unavailable, As-Built data had to be used to program this LCM. But, this information is NOT in the “Removal and Installation” instructions. As-Built data is the code that is written to the module(s) when they are first installed in the vehicle (basically, still on the assembly line). It is also the code we write to a blank module that we are installing. It can also be used in some instances to repurpose a used module.
I knew what I had to do on my return visit! Jann was pleasant and optimistic when she saw how enthusiastic I was feeling when I arrived the next day. I briefly explained what I’d read and said that it shouldn’t take me very long to enter the As-Built data and her car would be restored to its original functionality. Yes, I jinxed myself.
Finding a solution
After an hour she came back out and asked, “Are there any problems?” By this time I was sweating profusely not only because of the Florida heat and humidity but because I was working so hard trying to get the IDS to give me the choice for As-Built in the Module Programming drop-down menu. It wasn’t there! I first thought the last IDS software update had removed the selection (because I could SWEAR it was there on the LAST car I’d done) so I performed an update right there in her driveway. Nope! Afterwards it still wasn’t there. I tried PMI once more, hoping it would now bring up the boxes for me to enter the codes but alas, I was in the same boat as before. I even tried a VCM 1 interface.
I wanted so badly to make this my last trip to Jann’s home. So much so that I’d made arrangements with my Ford Parts supplier to provide me one of their remanufactured LCMs (new ones aren’t available) before I headed her way. I have not had the best of luck with aftermarket remanufactured modules and thought if I found the latest one faulty I’d have a “Ford Reman” ready for installation. When I couldn’t get the As-Built selection to show I decided to try the one I brought out of sheer desperation. With this one installed, PMI still did not bring up the As-Built selection, and there was no improvement in the operation of the PATS system. Dejected, I left Jann’s house once more promising to return another day. Talk about feelings of hopelessness that I felt at this point!
Researching even further I discovered why Jann never had any key fobs. This model could have been fitted with either a Security System - Perimeter (SS-P) or the more common Passive Anti-Theft System (we know as PATS). I found the latter did not have any Alarm Inhibit Switches (in the doors and trunk), SS-P did. However, BOTH systems employ the use of Remote Keyless Entry (RKE) transmitters. I interpreted PATS employs all the features of SS-P, in addition to having encoded ignition keys. This is a clue, folks! Yup! Her car had neither. In fact, I verified there was no mention of any security built on the car with my Ford Parts supplier (he looked it up on OASIS).
I went back once more and confirmed the information I’d found. I took her driver’s door panel off after I couldn’t find any Alarm Inhibit switch on her trunk lock cylinder. There was no such switch attached to her outside lock cylinders or any wiring inside the doors either! The wiring diagrams showed the switches, the OE service info had a picture of them and even listed the part numbers! Jann’s car had no security system at all!
I knew what had to be done but what if, as in this case, As-Built is not one of the choices available in the IDS drop-down menu? I remembered a “trick;” I forced the IDS to display the As-Built windows! I left the LCM disconnected when I started a new session. I answered “No” when the IDS asked if I wanted to resume the previous session(s). After I selected LCM from the Module Programming drop-down, IDS informed me either the module failed to respond or it is a blank module and asked if I’d like to retry or would I like to enter As-Built data? It was at this point I turned off the ignition switch, reconnected the LCM and turned the ignition switch back on.
The As-Built window popped up, I entered the codes and completed as it should have three visits ago! I tested and retested the system several times before excitedly bringing Jann outside to see it was fixed! She hugged me and thanked me repeatedly. She also granted me permission to do a bit more testing.
I reinstalled the previous LCM, the one that I installed before the Ford unit, and performed the As-Built procedure again. I needed to know if I was going to “eat” one of these two modules. I didn’t need to. The alarm still set, the horns still blew, etc. That unit was faulty as was the first one installed by Bill’s team. This time, I exhaled! This fighter was still standing and the fight was over!
In the end, one must remember, if a Ford module is not new (blank), PMI is very limited in its ability to provide the technician an As-Built option if the module is present when you establish a session!
