Wubster100

scan for codes?

Yes it is possible. Look in the Facebook FORD UPGRADES : IPC-mods

11.62 Qts (11L) (8F35) 12.15 Qts (11.5L) (8F57) - ST The rest of the fluid will remain inside of the torque converter, transmission internal passages, and cooler lines. The owner’s manual states to change the automatic transmission fluid every 150,000 miles. However, if you operate your vehicle primarily under the following conditions, additional maintenance is required. Change the transmission fluid every 30,000 miles: Towing a trailer or using a car-top carrier, extensive idling or low-speed driving for long distances, as in heavy commercial use (such as delivery, taxi, patrol car or livery), and operating in dusty or sandy conditions (such as dusty or unpaved roads).

Field Effect Transistor (FET) Protection The BCM utilizes an Field Effect Transistor (FET) protective circuit strategy for many of its outputs, for example, lamp output circuits. Output loads (current level) are monitored for excessive current (typically short circuits) and are shut down (turns off the voltage or ground provided by the module) when a fault event is detected. A Field Effect Transistor (FET) is a type of transistor that the control module software uses to control and monitor current flow on module outputs. The Field Effect Transistor (FET) protection strategy prevents module damage in the event of excessive current flow. Output loads (current level) are monitored for excessive current draw (typically short circuits). When a fault event is detected the Field Effect Transistor (FET) turns off and a short circuit DTC sets. The module resets the Field Effect Transistor (FET) protection and allows the circuit to function when the fault is corrected or the ignition state is cycled off and then back on. When the excessive circuit load occurs often enough, the module shuts down the output until a repair procedure is carried out. Each Field Effect Transistor (FET) protected circuit has three predefined levels of short circuit tolerance based on a module lifetime level of fault events based upon the durability of the Field Effect Transistor (FET). If the total tolerance level is determined to be 600 fault events, the three predefined levels would be 200, 400 and 600 fault events. When each level is reached, the DTC associated with the short circuit sets along with DTC U1000:00. These Diagnostic Trouble Codes (DTCs) can be cleared using the module on-demand self-test, then the Clear DTC operation on the scan tool (if the on-demand test shows the fault corrected). The module never resets the fault event counter to zero and continues to advance the fault event counter as short circuit fault events occur. If the number of short circuit fault events reach the third level, then Diagnostic Trouble Codes (DTCs) U1000:00 and U3000:49 set along with the associated short circuit DTC . DTC U3000:49 cannot be cleared and the module must be replaced after the repair.

Good idea, as you will be able to use the modern features like SYNC, BLIS, etc. You might have to do some wiring because not all of the connections will be the same.

2009 MKX: The AWD system consists of the following: PTU Rear driveshaft 4X4 control module Rear axle with coupling device 2011 MKX: The AWD system consists of the following: PTU Rear driveshaft AWD relay module Rear axle with coupling device

Between the 2007 and 2011 Ford Edge and the Lincoln MKX, there were significant electronic and communications system upgrades. Both model years use a combination of High-Speed (HS-CAN) and Medium-Speed (MS-CAN) Controller Area Networks. For Gen 1.5 in 2011, a new Infotainment CAN (I-CAN) was introduced to support the more advanced multimedia features. The 2007 Edge featured a simpler setup, with modules like the Audio Control Module (ACM), Instrument Cluster (IC), HVAC, and Smart Junction Box (SJB) on the MS-CAN, and safety-critical systems such as ABS, PCM, and the Restraints Control Module (RCM) on the HS-CAN. Optional modules included the DSP, parking sensors, and satellite radio. In contrast, the 2011 Edge added far more complexity and integration, especially with the introduction of the MyFord Touch system. The I-CAN network connected new modules like the Accessory Protocol Interface Module (APIM), Front Controls Interface Module (FCIM), and Front Control/Display Interface Module (FCDIM), enabling touchscreen control, voice commands, and smartphone integration. Additionally, the MS-CAN and HS-CAN networks expanded to include more sophisticated comfort and safety systems, such as the GPS module, heated steering wheel, blind spot detection (SOD-L/R), tire pressure monitoring (TPM), adaptive cruise control, and a head-up display (HUD) in certain trims. The 2011 model also transitioned to a more advanced Body Control Module (BCM) that replaced the earlier Smart Junction Box as a central gateway. These changes show a major upgrade in vehicle electronics, transforming the Edge from a traditional SUV with basic electronic systems in 2007 into a modern, digitally connected vehicle by 2011.

Anything is possible if you swap enough parts over and put enough money and time into it. It will be difficult because you are working across 2 different generations (1 and 1.5): Gen 1: 2007-2010 Edge/MKX, Gen 1.5: 2011-2014 Edge, 2011-2015 MKX, Gen 2: 2015-2018 Edge, 2016-2018 MKX, Gen 2.5: 2019-2024 Edge/Nautilus Comparing the 2007 MKX to the 2011 MKX, there are some big changes in the communications network. Both vehicles have a HS-CAN and MS-CAN. The 2011 has a new I-CAN for the infotainment. Note: * = if equipped 2007 MS-CAN: Audio control module (ACM), *Dual climate controlled seat module (DCSM), *Driver seat module (DSM), *Audio digital signal processing (DSP), *Heating ventilation air conditioning (HVAC), Instrument cluster (IC) (gateway module), *Liftgate/trunk module (LTM), *Parking aid module (PAM), *Rear entertainment module (RETM), *Satellite digital audio receiver system (SDARS), Smart junction box (SJB). 2007 HS-CAN: ABS module, *Headlamp control module (HCM), Instrument cluster (IC) (gateway module), Occupant classification system module (OCSM), PCM, Restraints control module (RCM), *Steering angle sensor module (SASM), *4X4 control module 2011 I-CAN: *Accessory Protocol Interface Module (APIM), *Audio Digital Signal Processing (DSP), Front Controls Interface Module (FCIM), *Front Control/Display Interface Module (FCDIM), Instrument Panel Cluster (IPC) (gateway module) 2011 MS-CAN: *Accessory Protocol Interface Module (APIM), Body Control Module (BCM) (gateway), *Driver Seat Module (DSM), *Dual Climate Controlled Seat Module (DCSM), *Global Positioning System Module (GPSM), *Heated Steering Wheel Module (HSWM), HVAC, Liftgate/Trunk Module (LTM), *Remote Function Actuator (RFA), *Side Obstacle Detection Control Module - Left (SOD-L), *Side Obstacle Detection Control Module - Right (SOD-R), Tire Pressure Monitor (TPM) 2011 HS-CAN: *Accessory Protocol Interface Module (APIM), ABS module, Body Control Module (BCM) (gateway), *Cruise-Control Module (C-CM), *Front Lighting Control Module (FLM), *Headlamp Control Module (HCM), *Head Up Display (HUD), Instrument Panel Cluster (IPC) (gateway module), Occupant Classification System Module (OCSM), *Parking Aid Module (PAM), PCM, Restraints Control Module (RCM), Steering Column Control Module (SCCM)

The F-150 switch should be what we are looking for. Also note that the Explorer switch will not work.

Looks amazing! My screen doesn’t have the graphic of the vehicle. I only have a toggle and brightness control.

To get a better idea of what’s going on, could you share a few more details? What year is the Edge? What engine and trim is it (SE, SEL, Limited, etc.)? Do you know exactly what work the garage did before the problems started? Did the issues start right after picking it up, or was there a delay? When you say the instrument panel isn’t working, is it totally dead (no lights, gauges, warning lights), or are some parts still working? Any other electronics not working, like the radio, HVAC, headlights, etc.? You checked all the fuses visually? Did you test them with a multimeter or just look at them? Also, about the alternator, was it overcharging (15V seems a bit high)? Curious what made you decide to swap it out.

I have thought about switching from ULV to LV, but I haven’t found enough solid research or firsthand experiences to know for sure whether it’s a good or bad move. In theory it would make things better? They are both low viscosity types, but ULV is designed to meet tighter tolerances and specific OEM requirements. Is it only for better fuel economy or is there something else at play? Without more data and real world feedback, I’m hesitant to make the switch and risk long term issues.

The Piglins were easy. It just takes some gold. The real challenge was trusting a $530 shipment from a Chinese auto parts dealer. But it actually came through. Not a bad price considering that used mirrors go for about $200 each.

This is for all trim levels 2019-2024. Some vehicles are equipped with a PTU cooler.

My mirrors have arrived!