No power to control panel

[phanomenal]

TRY A RESET - HOLD THE FAST FORWARD BUTTON AND RADIO ON OFF SWITCH AND EVERYTHING COMES BACK UNTIL THE NEXT TIME

It didnt work. Thanks for trying

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[airline tech]

Yes, this is going to need a code to t/shoot to isolate a power loss or short protected shutdown of the FCIM.
There would have been a long list of codes, one of the codes will lead to the (ROOT) code that is causing all of them.
Any (SHORT) codes are the ones you really need to focus on, if that is what shut it down.

 

[airline tech]

Before you take it to the dealer - I just remembered this thread about the FCIM and I suspect this may fix your issue (ref page 2) and the associated connectors mentioned. Sorry I forgot about this in my earlier post.

(Resolved) Restraints Indicator Lamp Warning, Radio and Climate Physical Buttons (FCIM) not working, No Outside Temperature, No Start/Stop | 2019+ Ford Ranger and Raptor Forum (5th Generation) - Ranger5G.com

 

[phanomenal]

Before you take it to the dealer - I just remembered this thread about the FCIM and I suspect this may fix your issue (ref page 2) and the associated connectors mentioned. Sorry I forgot about this in my earlier post.

(Resolved) Restraints Indicator Lamp Warning, Radio and Climate Physical Buttons (FCIM) not working, No Outside Temperature, No Start/Stop | 2019+ Ford Ranger and Raptor Forum (5th Generation) - Ranger5G.com

I unfortunately already dropped it off yesterday. If they cant figure it out ill check that plug when i get it back

 

[Ranger X]

It didnt work. Thanks for trying

Damn….. sorry ?

 

[phanomenal]

Just to update you guys they spent over a week trying to find the problem. They wanted to replaced the fcim but then the tech said he disconnected the left taillight and plugged it back in and everything came back to life. He said there is a wire hanging out back there that isnt oem and he doesnt know what its going to. He said he think its for the front light bar that was installed by the previous owner. Everything works now. It kinda doesnt make sense to me that it can be part of the light bar because ive followed the lightbar wire before because i wanted to remove the lightbar. It just goes to the battery and routes a switch into the cab under the steering wheel. Ive only left it in place because i didnt feel like removing the front bumper. Here is a picture of the wire. There isnt any other accessories on the vehicle. Its pretty much stock besides the lightbar

 

[airline tech]

It depends on what wire they tapped, and I think that a bad connection (splice) here was disturbed and possibly corrected (for now) - it depends on if tech Inspected that splice for integrity.
The connection between the FCIM and the BLIS modules is the (MS-CAN network) shorting out and it takes out the FCIM (It what I think is actually happening)

Since I do not know how in depth the tech went into it, as moisture inside the BLIS module (taillamp) or wire splice shorting can create issues on the MS-CAN network.
If the issue returns - take a deeper look at the L-Rear taillamp and BLIS and really attempt to locate what that extra wire runs to, as if that wire is just laying somewhere disconnected you now have a (+) power source that is possibly grounding out and shorting the circuit.
I would say - just disconnect it, but it would be advisable to know where it goes first.

 

[airline tech]

Ok, since I have not dealt with the (CAN-BUS) that much and with 2 current members posting about issues with the FCIM & No Power (perceived) on that module.
I dug into the MS-CAN bus side of this communication now I cannot confirm this yet, but I think is actually happening here, with both and (copy & paste) to both current issues.

The GWM - is a Gateway for communication for each (BUS) to communicate along with each other- so information (DATA) is transferred from bus to bus.
One important bus for the (FCIM) is the MS-CAN bus and this bus has the following modules on it:
GWM-RTM-TRM - SODL/SODR - FCIM
So, when data is sent along this bus (it is coded data) all modules on the bus will see this data and only respond if the data is meant for the receiving module.
The data bus is a resistance based (circuit) with 2ea resisters in the system and somewhere in each (Bus) will have a (2ea Terminating Modules) the resistors are incorporated into the modules for the (BUS) circuits.

For this issue (FCIM) not powering:
We will use the MS-CAN network and a very important (data message) that is being sent along that bus.

Terminating Module (GWM) - MS-CAN Network to FCIM (Terminating Module)
The RTM - TRM & SODL / SODR are just on the network, so if we think of this as a power circuit and it is feeding power to all the modules, and visualize a bad circuit, this can be any of the modules not powered, a shorted circuit causing the module to transfer that short over to the (MS-CAN) bus or simply a dirty connection somewhere in the circuit.
So, a dirty connection with the (MS-CAN) bus circuits can stop full communication on the circuit.

One key and important (Communication) on the MS-CAN bus is - Ignition Status. So, if the MS-CAN bus is down or there is an issue with the bus, the FCIM is not seeing the current Ignition Status as (On / Run) therefore wont power up.
Where I am (UNCERTAIN) is that if you were to pull the FCIM connector in this failure state and check for power at the connector - would you find power? I am thinking yes, as long as the power feed for the FCIM is good - via DC/DC converter and Fuse #12.
This may mislead a tech in replacing the FCIM and (No-Help)

I am basing this (yes) for the fact that so far, the FCIM is not triggering any messages for lost power.

I cannot confirm but I think the internal logic of the FCIM sees the - Ignition Status message and then allows the FCIM to power up.

Restraints (Tie-In), you will note the RCM is not on the MS-CAN network (Restraints Control Module)
The Restraint Impact Status (Data) is sent along the MS-CAN network which originates from the RCM and the GWM sends the info through various busses to various modules.
The FCIM receives the info via MS-CAN, so this is a misleading (message) for this issue and is just an associated message.

Blind Spot Message (Tie-In)
The rear BLIS modules can be shorting out due to a BLIS module or circuitry and this short transfers (bleeds) over to the (MS-CAN) network. Now also since these connectors are external and possibility of corrosion setting in the connectors, reseating the connectors may cure the issue (in resolving the MS-CAN) bus issue, thus allowing full communication on the bus.

Forward Collision Warning Message (Tie-In)
This is the Crash Event Status - sent along the MS-CAN bus, so an associated message

Reverse Cam (Not-Working) (Tie-In)
This is the Gear Position - data sent along the MS-CAN, this ties closely with the BLIS modules as when in reverse they serve as - Cross Traffic alerts and also the Reverse Signal triggers the camera.

So, since nobody thus far has complained about (including) issues with the TRM, as this would most likely show up (if a trailer was connected) and you had this scenario of the FCIM not powering. (To rule it out) you could simply disconnect it and see if the FCIM powers up.

also, nobody has complained about issues with the RTM - FOB or TPMS issues with the FCIM not powering.

So, with this information, the issue that appears to be causing this mysterious FCIM not powering lies within the MS-CAN network communication and mainly the - Ignition Status message that is being lost with that network down.

The FCIM itself has various PIDs that can be viewed, and the important ones to look at for this ISSUE is - Module Power & Ignition Status.
A high-end scan tool also has the capability to perform a (Network) Test, a faulted MS-CAN network would possibly show the lost communication between the SODL / SODR and the FCIM.
Another factor is that any exterior lighting (taps) for power can possibly create a short on that power circuit and back feed into the (MS-CAN) bus if they are tapped on the Rear Taillights.
This also includes the Trailer Wiring harness

Honestly, when you think of power issues, you think only (Power & Ground) and then stop, but with CAN BUS technology, it can throw a wrench into that thought process and requires a deeper look at what is on that bus (and all messages) that are sent / received along the bus.
For example, there are 59 data messages that can be sent / received on the MS-CAN bus alone.
So, normally here would be - is there power on the connector? Yes
Does the module power? No (Replace the Module)

This is where I am curious (In this scenario) on the FCIM is not powering will the FCIM PIDs show the module as powered and the Ignition Status (Off/Invalid)
As I would need to confirm my theory that although the FCIM has power to it - The FCIM internal logic still controls via (Ignition Status) to actually let the power through it.
or
Would the PIDs show (0-Voltage) for Module Power and or (Load Shed Request (Active) and possibly killing the power input.
There is a total of 76 (FCIM) data PIDs available and I would focus on the main (important) ones.
Module Power / Load Shed / Ignition Status if viewing on a scan tool as I stated already since the FCIM is not actually generating a fault (power) wise, then this directs me to travel down the MS-CAN bus is faulted.

I would need to have a - Faulted system to validate my theory.

 

[airline tech]

I confirmed today that yes, the module will read input voltage with key off, now the only variable here is I am hooked up with the Scan Tool and Communicating on the network.

So, with the FCIM being on a (Always Hot) circuit the module can read the input voltage at the connector. - (Module Supply - Voltage)
So, if you have a power reading here (providing) its good voltage and not below (approx 10.6) or so when load shedding comes into play.
The power feed is - GOOD

The (Ignition-Switch) status is the - Input that powers the FCIM up via the MS-CAN bus.
So, if the FCIM cannot see that message (Data) then it will not power up.

Engine Off - Door Closed, nothing powered - FCIM - Dead
FOB is nowhere near the truck - so the (KEY-IN) might be due to - I am hooked in with scan tool and communicating with the FCIM.
Not really that important - just note the (OFF)

Engine Running:
Note: When you turn the key to on (PB-ON) you see the (Run) indication, when you switch to (Start) you see that Run Indication also momentarily indicate (Start) until you release the (PB) or (Ignition Switch) then it indicates (RUN)
To point of this is - This communication is from the (MS-CAN) bus as far as the FCIM
if you are viewing this PID and not seeing the (Data) switching input then the (MS-CAN) network is the cause of the FCIM not powering up.

I decided to just use the SODR as a Ref PID:

Note: The SODL / SODR is switched power - so you will only see power with key-on, these are not power controlled by a Can-Bus.

I am unclear here - what specific circuit due to the wording of the PID as actually what circuit this is monitoring for (Short) - The Power or the Alert (Message) circuit.
I am thinking it's the (Power) side.
Anyway, for the Tie-In (PIDs) these are what you want to view for both SODL / SODR

So, I believe if you are having an issue with this circuit, it would show here and this short can / could cause the (MS-CAN) bus to pick up the bleed over within the (SOD) module.
Thus, taking the (MS-CAN) bus down and taking away the ability for it to see (Ignition) status.

So, the (Ignition Switch) status is the Key Important PID to monitor and then determine (WHY) the FCIM is not receiving it.

 

[phanomenal]

Since my old battery is good. any idea on where i can put this second battery for auxiliary power? What should i power lol.

 

[OrangeStreak]

Any rodent damage under the hood?

 

[airline tech]

I dove into this issue for the other related thread and wanted to (Dbl-Post) here as it contains a Indepth look into the circuit.
I now have a full understanding of how the (FCIM) is powered, and depending on what is lost (Communication-Wise) determines where the issue is at.
I really do not understand - (WHY) tap/splice in a VERY IMPORTANT (Module) onto the bus in the location they have it. (Grr: Hello Ford Engineers) when the tap/splice should have stayed in the cabin

For the purpose of this thread issue, where reseating the Left Taillight Assy - fixed the issue, I still think the extra (tapped) wiring caused the SODL to short and that bled over into the MS-CAN bus.
If that is the case - the RTM would have gone down as well and would have lost FOB (RKE Data) control as well and also lost (Current TPMS) data



Taking a deeper look at the posted failure codes:
Noting that there are 4 Modules - That are not reporting, I see related codes for them but not the actual modules: - Another clue that the MS-CAN bus is down
1. FCIM - We know that and the reason - issue with MS-CAN
2. TRM - This is powered (switched)
3. SODL - SODR - These are also powered (switched)

The RTM is on the (MS-CAN) bus, but it is reporting

So, the issue lies within this diagram

Not shown (off diagram) is the MS-CAN bus wiring from the GWM to the RTM.
From the RTM the wiring is spliced (Via C913) and runs to C237, Wiring is (Good) as the RTM is working and communicating unless the splice at C913 is bad for the feed to C237

So, thinking that is there was an issue with anything on the network (short) it would take out the whole bus, that's not the case as the RTM is still communicating.

So, with the posted faults - I see from the PAM & BCM - Lost communication with the:
Lighting Control Module Rear - (This is the TRM) so the TRM is also down (Bus)
So, this means that the - FCIM - TRM - SODL-SODR are bus dead.

I really (Suspect) the issue is at C237 or C422. (Moreso C422)
C237 is feeding C422 and Downstream of C422, the circuit is spliced for the FCIM / TRM and fed back into C422 over to a splice feeding the TRM and then over to C211 (Feeding the FCIM)

Note: C422 contains 4 (MS-CAN) wires In for the BLIS and back out for the TRM / FCIM
Pins: 33 & 34 ----Pins 31 & 32

So, with this knowledge -The issue lies between C237 and C422, so try reseating both connectors
The issue is with the (input) wires coming from C237 to C422 (Pins 33 & 34)
Due to the fact that the SODL / SODR are also dead.

If the connector reseats do not fix the issue, then wiring checks are needed, and also look at possible bad splices at S414 & S415

C237 is located in the Drivers Footwell:

59 Cavity Connector - so its big

And again C422

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[phanomenal]

I dove into this issue for the other related thread and wanted to (Dbl-Post) here as it contains a Indepth look into the circuit.
I now have a full understanding of how the (FCIM) is powered, and depending on what is lost (Communication-Wise) determines where the issue is at.
I really do not understand - (WHY) tap/splice in a VERY IMPORTANT (Module) onto the bus in the location they have it. (Grr: Hello Ford Engineers) when the tap/splice should have stayed in the cabin

For the purpose of this thread issue, where reseating the Left Taillight Assy - fixed the issue, I still think the extra (tapped) wiring caused the SODL to short and that bled over into the MS-CAN bus.
If that is the case - the RTM would have gone down as well and would have lost FOB (RKE Data) control as well and also lost (Current TPMS) data



Taking a deeper look at the posted failure codes:
Noting that there are 4 Modules - That are not reporting, I see related codes for them but not the actual modules: - Another clue that the MS-CAN bus is down
1. FCIM - We know that and the reason - issue with MS-CAN
2. TRM - This is powered (switched)
3. SODL - SODR - These are also powered (switched)

The RTM is on the (MS-CAN) bus, but it is reporting

So, the issue lies within this diagram

Not shown (off diagram) is the MS-CAN bus wiring from the GWM to the RTM.
From the RTM the wiring is spliced (Via C913) and runs to C237, Wiring is (Good) as the RTM is working and communicating unless the splice at C913 is bad for the feed to C237

So, thinking that is there was an issue with anything on the network (short) it would take out the whole bus, that's not the case as the RTM is still communicating.

So, with the posted faults - I see from the PAM & BCM - Lost communication with the:
Lighting Control Module Rear - (This is the TRM) so the TRM is also down (Bus)
So, this means that the - FCIM - TRM - SODL-SODR are bus dead.

I really (Suspect) the issue is at C237 or C422. (Moreso C422)
C237 is feeding C422 and Downstream of C422, the circuit is spliced for the FCIM / TRM and fed back into C422 over to a splice feeding the TRM and then over to C211 (Feeding the FCIM)

Note: C422 contains 4 (MS-CAN) wires In for the BLIS and back out for the TRM / FCIM
Pins: 33 & 34 ----Pins 31 & 32

So, with this knowledge -The issue lies between C237 and C422, so try reseating both connectors
The issue is with the (input) wires coming from C237 to C422 (Pins 33 & 34)
Due to the fact that the SODL / SODR are also dead.

If the connector reseats do not fix the issue, then wiring checks are needed, and also look at possible bad splices at S414 & S415

C237 is located in the Drivers Footwell:

59 Cavity Connector - so its big

And again C422

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You are actually spot on. It didnt happen right away but on the drive home the tpms lost communication and gave a warning on the dash. Also before i dropped it off at the dealer i lost all fob function. Had to manual lock and unlock my car with the key.

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