neilc1

xxx3 and wait til pid says factory, and the cell, network, and country to fill in,
xx00 and watch pid for provisioning, and then wait for home, or home, and for the cell, network, and country to fill in,
back to asbuild, and I8 is correct that instead of B132, you should use B232, the x2xx being the designation for Diesel, you're diesel, correct?
B232 should go from wait for home, to connecting to home, then to wait for authorize,
delete and reenter you VIN in your app, follow the prompts, in app, and then hopefully, in truck display,

or,
that some tcus seem different, some folks have seen factory with a xxx0,
mine wanted the xxx3,
some xxx0s go right to asbuild, B232,

everytime you get back to a wait for authorize,
you should delete the VIN, and reenter VIN, in the app.

ad1medina

Maybe this is the problem

ad1medina

yes mine is a diesel I will try this again

Airborne_Ape

I posted this in the ForScan thread, but it will get lost there forever. It applies to this mod and anyone doing Sync 3 retrofits, so I'm posting it here too.

To summarize, setting 'Master Clock = APIM' in the APIM with ForScan solved time freezing and time increment issues in Sync 3.
I don't expect most of you will experience this unique problem, but at least you're aware if it.

There's two things in 7D0-01-01 that still need a bit more experimenting, but they're low priority and talked at the bottom of this post with pictures.

Note, I had to hard reset the APIM after every test configuration in order to see the true effects of any changes.

Changing 2A8 to 220 in the first line solved my problem, but it took a lot of trial and error because steering wheel buttons are tied to the same memory blocks. I'm grateful Livnitup got my message and took his time to post the APIM data today to his spreadsheet. It provided me with a table to compare my test notes against. Download his updated spreadsheet if you haven't already to see what I'm talking about.

The problem was on the same truck I retrofit Sync Connect and Sync 3 in. The APIM originally came out of a 2016 Ford Focus and the TCU came out of a donor 2017 F150. The clock in the APIM worked fine until I added the TCU. So I think there was a can bus messaging conflict. As it turns out, the donor APIM can only keep correct time when configured as the master clock but by default F150's get Sync 3's time from the BCM.

I'm not sure if my clock issues came from the TCU retrofit, the non-F150 optimized firmware in the APIM, or the fact it's Sync 3 gen 1 hardware. Previous troubleshooting included formatting and reloading all content and changing the firmware, so I'm inclined to think the TCU retrofit played the biggest role by amplifying a problem that was introduced when I swapped out the 4" display for Sync 3.

I have the feeling the TCU communicates time on the vehicle network and it played a role in this mess because the Sync 3 clock only started to act up after the Sync Connect retrofit.

All this for a clock, but at least it's a lesson for anyone who's swapping Sync 3 components between different Ford models: You must use ForScan to specify in the APIM which module behaves as the master clock for Sync 3 depending which vehicle and which mods you have.

Also:
I was able to get a feature to work that's only been talked about on the russian focus forums once. Which is this clock and date screen that shows up on the APIM while a vehicle is shut down. I'm not entirely certain how to make it work as intended, but it showed up while testing 2F0 and appears to replace the startup and shutdown animations in Sync.

F150
Hard to see in picture. white text on grey screen due to Sync 3.4




Focus Sync 3.0
Not my car, but better picture of what I'm talking about.



The other thing was, some people used to report extended play doesn't work even when configured, but I think extended play requires specific settings in all three blocks at
7D0-01-01 xxxx xx** *xxx because it seemed to behave differently depending how xxxx xxxx *xxx was set.

roxasthenobody98

Better way is to plug the vin into the Motorcraft AsBuilt tool and see if the TCU blocks are present.

jamie75

Not seen very many VINs posted on junkyard searches

neilc1

I was 3 pages deep before I got a 754 hit,
then there were only a few

ad1medina

Happy New Year to all that been trying to help me. I might have gave up on this TCU I will try to sourse another one and try again this one was from a explorer 2018 and I can see all in sync and the hotspot seems to be activated but I can’t get it to change to authorized.

Airborne_Ape

I found some useful information on how to save a few bucks on this TCU retrofit.

Kenny U Pull is a popular Pick N Pull chain that has multiple locations throughout the North East. I've never visited their sites before, but I became excited when learned they allow harnesses to be cut apart (most salvage yards don't). They don't have a lot of new Ford's at their sites in Atlantic Canada where this search took place, but I found that 2005 to 2014 F150's have WPT-977 directly under the steering column. Diagrams show this is connector C2600 which is for power tilt steering, but all models I looked at had the connector, at a glance it looked like part of the ignition circuit on these trucks.

WPT-977 is not a cheap connector. Tasca lists it for $30 USD, Amazon is around $40 USD, and my local dealer wanted $57 CAD. BoostedGreyGoose uses it as part of his harness, but if you're looking to make your own here is a cheap source. You'll see it clearly simply by pulling down the plastic kick plate. No tools are required to locate them. A pair of cutters is all you need.

I got these for $4 USD ea. which include the male and female sides of the connector.

Airborne_Ape

Also, someone asked for this: