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412-00 Climate Control System - General Information 2021-2022 Ranger, Ranger - Raptor
Description and Operation Procedure revision date: 12/18/2020

Climate Control System - Vehicles With: Dual Automatic Temperature Control (DATC) - System Operation and
Component Description

System Operation
System Diagram

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Network Message Chart

Module Network Input Messages APIM

Broadcast Message Originating Module Message Purpose

Climate control button status FCIM This message contains the climate control button status.

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Module Network Input Messages FCIM

Broadcast Originating Message Purpose

Message Module
A/C clutch PCM This message contains the status of the A/C compressor clutch.
status
Climate control APIM This message contains both the climate control system voice commands as well as all
requests climate control system touchscreen inputs.
Ambient air PCM This message contains raw value from the ambient air temperature sensor.
temperature

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Module Network Input Messages PCM

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Broadcast Originating Message Purpose

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Message Module
HVAC request FCIM This message requests the A/C compressor to be engaged.
Evaporator FCIM This message contains the evaporator temperature. The PCM uses the evaporator
temperature temperature to determine the A/C compressor output.
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The Refrigerant Cycle

For information regarding basic HVAC system refrigerant operation, refer to the current Ford Web Based Technical
Training courses. The following diagram shows the refrigerant system state in each component.

The following are characteristics of the DATC system:

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The PCM controls the A/C clutch relay.

The evaporator temperature sensor monitors the temperature of the air that has passed through the evaporator core
and sends a signal to the PCM . If the temperature of the evaporator core discharge air is low enough to cause the
condensed water vapor to freeze, the A/C clutch is disengaged by the PCM .
The line pressure is monitored so that A/C compressor operation is interrupted if the system pressure becomes too
high or too low.
The A/C compressor relief valve opens and vents refrigerant to relieve unusually high system pressure.
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Item Description
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1 High pressure liquid

2 Low pressure liquid
3 High pressure vapor
4 Low pressure vapor

Control System Logic

TheDATC system customer interface is in one or more locations depending on vehicle option content:

FCIM
FDIM (part of APIM generation 2 only)

When the customer directly inputs an A/C request into the FCIM , the module sends the request to the GWM over the MS-
CAN . The GWM sends the request to the PCM over the HS-CAN1 .
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SYNC generation 2 only:

When the touchscreen FDIM or voice commands are used, and A/C is selected, the APIM sends the request message
over the HS-CAN3 to the GWM . The GWM will send the message to the FCIM over the MS-CAN and the GWM sends the
A/C request to the PCM over the HS-CAN1 .

The FCIM requires PMI when it is replaced.

A/C Request

When an A/C request is received by the PCM , the A/C clutch relay is engaged when all of the following conditions are
met:

Excessively high or low refrigerant pressure from the A/C pressure transducer is not detected.
Ambient air temperature is above approximately °C.
Evaporator temperature is above approximately 1 °C.
Engine coolant temperature conditions are within normal parameters.
Wide Open Throttle (WOT) condition is not present.

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Engine torque conditions are within normal parameters.
Battery state of charge conditions are within normal parameters.

Compressor control and the evaporator temperature are a function of many parameters, not just a straight on/off, to avoid
freezing the evaporator. The PCM monitors multiple temperature sensors for correlation including, but not limited to, AAT,
CACT, CHT, ECT, IAT, IAT2, MAF, MAPT, TCB, and TCIPT Parameter Identifications (PIDs) (as applicable). The PCM runs

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this logic after an engine off and a calibrated soak period of 6 to 8 hours. This soak period allows the Ambient Air
Temperature (AAT) sensor and the other temperature sensors to stabilize and not differ by greater than a calibrated value,

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typically 18ºC (32.4ºF). If a temperature sensor input is found to be reporting a temperature imbalance the PCM does not
allow the A/C clutch to engage. For more information on PCM sensors, refer to Powertrain Control/Emissions Diagnosis
(PC/ED) manual.

The PCM monitors the discharge pressure measured by the A/C pressure transducer. The PCM interrupts A/C compressor
operation in the event the A/C pressure transducer indicates high system discharge pressures. It is also used to sense low
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charge conditions. If the pressure is below a predetermined value for a given ambient temperature, the PCM does not
allow the A/C clutch to engage.

Heating and Ventilation

The heating and ventilation system:

controls the temperature of the air inside the vehicle.

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reduces the relative humidity of the air inside the vehicle (during A/C compressor operation).
delivers heated or cooled air to maintain the vehicle interior temperature and comfort level.

The heating and ventilation system uses a reheat method to provide conditioned air to the passenger compartment.
Temperature blending is controlled by the temperature doors, which regulate the amount of air that flows through and
around the heater core, where it is then mixed and distributed. All airflow from the blower motor passes through the A/C
evaporator core.

The PTC Heater is a 1000W electrical heater (incorporated into the HVAC unit) that is to increase cabin temperature
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rapidly after startup where coolant temperature is low.

Instrument Panel Console Switch Assembly - Auto Start-Stop Deactivation Switch (if equipped)

The Instrument Panel Console Switch Assembly - Auto Start-Stop deactivation switch is available on vehicles equipped
with Auto Start- Stop feature only. Auto Start-Stop deactivation switch is a momentary contact switch that includes a LED
(light emitting diode)indicator. This switch is used to deactivate the Auto Start-Stop mode. Refer to the Owners Literature,
Unique Driving Characteristics, for full Auto Start-Stop enabling/disabling information.

Air Handling

There are 4 door actuators that control the air flow into the passenger compartment:

Air distribution
Air inlet
Temperature RH
Temperature LH

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All of the door actuators contain a reversible electric motor and a potentiometer. The potentiometer circuit consists of a 5-
volt reference signal connected to one end of a variable resistor, and a signal ground connected to the other. A signal
circuit is connected to a contact wiper, which is driven along the variable resistor by the actuator shaft. The signal to the
FCIM from the contact wiper indicates the actuator door position. The FCIM powers the actuator motors to move the doors
to the desired positions. The desired door positions are calculated by the FCIM based on the requested temperature and
ambient air temperature.

When an airflow mode, desired temperature, fresh air, or recirculation mode is selected, the FCIM moves the actuator
motor in the desired direction.

The FCIM sends a analog signal to the blower motor speed control to regulate the blower speed as necessary. The blower
motor speed control provides variable ground feed for the blower motor based on the input from the FCIM . A delay
function provides a gradual increase or decrease in blower motor speed under all conditions.

AUTO

When AUTO is selected:

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the HVAC system operates to achieve and maintain the temperature requested by the operator.
the LH and RH temperature door actuators are automatically controlled by the FCIM based on the temperature
setting.
the A/C compressor is automatically controlled by the PCM based on temperature information sent by the FCIM .
the blower motor speed is automatically controlled through the blower motor speed control when it receives a
analog voltage signal from the FCIM based on the temperature setting, but can be manually adjusted if desired.

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the FCIM controls the air inlet door to recirculate, partially recirculate or open to the fresh air position depending on
the in-car temperature and humidity sensor inputs.

OFF

When OFF is selected:

the recirculated air request button is disabled.

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the air inlet door moves to the full fresh air (outside air) position.
the A/C request button is disabled.
the blower motor is off.

MAX A/C

When MAX A/C is selected:

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the air inlet door closes, preventing outside air and allowing only recirculated air.
the recirculated air indicator is illuminated (recirculated air forced on).
the air distribution doors operate simultaneously to direct airflow to the instrument panel registers.
the temperature door moves to the full cool position. The air temperature is adjustable.
the A/C button is illuminated.
the A/C compressor operates if the outside temperature is above approximately °C.
the blower motor is commanded to the highest speed, but can be manually adjusted if desired.

PANEL
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When PANEL mode is selected:

the recirculated air request button is enabled. If the recirculated air request button is selected (indicator on), the air
inlet door closes, preventing outside air from entering the passenger compartment. If the recirculated air request
button is not selected (indicator off), the air inlet door opens, allowing only outside air into the passenger
compartment.
the air distribution doors operate simultaneously to direct airflow to the instrument panel registers.
blended air temperature is available. Only when A/C compressor operation has been selected by pressing the A/C
button (indicator on) can the airflow temperature be cooled below the outside air temperature.
the blower motor is on and the speed is adjustable.

PANEL/FLOOR

When PANEL/FLOOR mode is selected:

the recirculated air request button is enabled. If the recirculated air request button is selected (indicator on), the air
inlet door closes, preventing outside air from entering the passenger compartment. If the recirculated air request
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button is not selected (indicator off), the air inlet door opens, allowing only outside air into the passenger
compartment.
the air distribution doors operate simultaneously to direct airflow to the floor duct and the instrument panel registers.
A small amount of airflow from the side window demisters and defrost duct is present.
blended air temperature is available. Only when A/C compressor operation has been selected by pressing the A/C
button (indicator on) can the airflow temperature be cooled below the outside air temperature.
the blower motor is on and the speed is adjustable.

FLOOR

When FLOOR mode is selected:

the recirculated air request button is enabled. If the recirculated air request button is selected (indicator on), the air
inlet door closes, preventing outside air from entering the passenger compartment. If the recirculated air request
button is not selected (indicator off), the air inlet door opens, allowing only outside air into the passenger
compartment.
the air distribution doors operate simultaneously to direct airflow to the floor duct and the instrument panel registers.
A small amount of airflow from the side window demisters and defrost duct is present.

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blended air temperature is available. Only when A/C compressor operation has been selected by pressing the A/C
button (indicator on) can the airflow temperature be cooled below the outside air temperature.
the blower motor is on and the speed is adjustable.

FLOOR/DEFROST

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When FLOOR/DEFROST mode is selected:

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the recirculated air request button is enabled. If the recirculated air request button is selected (indicator on), the air
inlet door closes, preventing outside air from entering the passenger compartment. If the recirculated air request
button is not selected (indicator off), the air inlet door opens, allowing only outside air into the passenger
compartment.
the air distribution doors operate simultaneously to direct airflow to the floor duct and the instrument panel registers.
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A small amount of airflow from the side window demisters and defrost duct is present.
blended air temperature is available. Only when A/C compressor operation has been selected by pressing the A/C
button (indicator on) can the airflow temperature be cooled below the outside air temperature.
the blower motor is on and the speed is adjustable.

DEFROST

When DEFROST mode is selected:

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the recirculated air request button is disabled. The air inlet door opens, allowing only outside air into the passenger
compartment.
the air distribution doors operate simultaneously to direct airflow to the floor duct and the instrument panel registers.
A small amount of airflow from the side window demisters and defrost duct is present.
the A/C is turned on in defrost mode. The A/C compressor operates as long as the outside temperature is above
approximately °C.
blended air temperature is available.
the blower motor is on and the speed is adjustable.
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MAX DEFROST

When MAX DEFROST mode is selected:

the recirculated air request button is disabled. The air inlet door opens, allowing only outside air into the passenger
compartment.
the air distribution doors operate simultaneously to direct airflow to the floor duct and the instrument panel registers.
A small amount of airflow from the side window demisters and defrost duct is present.
the A/C is turned on in defrost mode. The A/C compressor operates as long as the outside temperature is above
approximately °C.
the temperature is set to the highest setting and is not adjustable.
the fan is set to the highest speed and is not adjustable.

Remote Start

Remote start is an optional feature. In addition to being able to start the vehicle remotely, the remote start feature also
utilizes other vehicle systems to increase the level of comfort to the vehicle occupants upon entering the vehicle. Additional

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information on the remote start feature and the other vehicle systems, refer to the Owner's Literature.

When the factory remote start feature is used, the EMTC system runs at the setting it was set to when the vehicle was last
turned off. You cannot adjust the climate control system during remote start operation. Turn the ignition on to return the
system to its previous settings.

Component Description
FCIM - Dual Automatic Temperature Control (DATC)

The DATC system uses the FCIM as the HVAC control module. The FCIM also controls the outputs for rear window defrost
and climate controlled seats. For details on the FCIM communication, refer to Control System Logic in this section.

The FCIM utilizes a Field-Effect Transistor (FET) protective circuit strategy for its actuator outputs. Output load (current
level) is monitored for excessive current (typically short circuits) and is shut down (turns off the voltage or ground provided
by the module) when a fault event is detected. A short circuit DTC is stored at the fault event and a cumulative counter is
started.

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When the demand for the output is no longer present, the module resets the Field-Effect Transistor (FET) circuit protection
to allow the circuit to function. The next time the driver requests a circuit to activate that has been shut down by a previous
short (Field-Effect Transistor (FET) protection) and the circuit is still shorted, the Field-Effect Transistor (FET) protection
shuts off the circuit again and the cumulative counter advances.

When the excessive circuit load occurs often enough, the module shuts down the output until a repair procedure is carried

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out. The Field-Effect Transistor (FET) protected circuit has 3 predefined levels of short circuit tolerance based on the

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harmful effect of each circuit fault on the Field-Effect Transistor (FET) and the ability of the Field-Effect Transistor (FET) to
withstand it. A module lifetime level of fault events is established based upon the durability of the Field-Effect Transistor
(FET). If the total tolerance level is determined to be 600 fault events, the 3 predefined levels would be 200, 400 and 600
fault events.

When each tolerance level is reached, the short circuit DTC that was stored on the first failure cannot be cleared by a
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command to clear the Diagnostic Trouble Codes (DTCs). The module does not allow the DTC to be cleared or the circuit to
be restored to normal operation until a successful self-test proves that the fault has been repaired. After the self-test has
successfully completed (no on-demand Diagnostic Trouble Codes (DTCs) present), DTC U1000:00 and the associated
DTC (the DTC related to the shorted circuit) automatically clears and the circuit function returns.

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 diagnostic scan tool. The module never resets the fault event counter to
zero and continues to advance the fault event counter as short circuit fault events occur.
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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 a new module must be
installed after the repair.

The FCIM requires PMI when it is replaced.

Ambient Air Temperature (AAT) Sensor

The Ambient Air Temperature (AAT) sensor is an input to the PCM . If the outside air temperature is below approximately
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0°C (32°F), the PCM does not allow the A/C compressor clutch to engage.

Blower Motor

The blower motor pulls air from the air inlet and forces it into the climate control housing and the plenum chamber where it
is mixed and distributed. All airflow from the blower motor passes through the evaporator core.

Blower Motor Speed Control

The blower motor speed control uses a analog signal from the FCIM to determine the desired blower speed and varies the
ground feed for the blower motor to control the speed.

Evaporator Core

The evaporator core is an aluminum plate/fin type and is located in the climate control housing. A mixture of liquid
refrigerant and oil enters the bottom of the evaporator through the evaporator inlet tube and continues out of the

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evaporator through the evaporator outlet tube as a vapor. During A/C compressor operation, airflow from the blower motor
is cooled and dehumidified as it flows through the evaporator fins.

Heater Core

The heater core consists of fins and tubes arranged to extract heat from the engine coolant and transfer it to air passing
through the heater core.

Climate Control Housing

The climate control housing directs airflow from the blower motor through the evaporator core and heater core. All airflow
from the blower motor passes through the evaporator core. The airflow is then directed through or around the heater core
by the temperature door(s). After passing through the heater core, the airflow is distributed to the selected outlet by the
airflow mode doors.

In-Vehicle Temperature And Humidity Sensor

The in-vehicle temperature and humidity sensor contains a thermistor and a sensing element which separately measures

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the in-vehicle air temperature and the humidity, then sends those readings to the FCIM . The in-vehicle temperature and
humidity sensor has an electric fan within the sensor that draws in-vehicle air across the two sensing elements. The FCIM
may adjust the air inlet door based on the in-vehicle temperature and humidity sensor information to maintain the desired
humidity of the passenger cabin air.

Air Discharge Temperature Sensors

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There are 2 air discharge temperature sensors in the EMTC system:

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Driver side footwell air discharge temperature sensor
Driver side center register air discharge temperature sensor

The air discharge temperature sensors contain a thermistor and are inputs to the FCIM . The sensors vary their resistance
with the temperature. As the temperature rises, the resistance falls. As the temperature falls, the resistance rises. The
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FCIM uses the sensor information to maintain the desired temperature of the passenger cabin air.

Sunload Sensor

The sunload sensor supplies information to the FCIM indicating the intensity of the sun on the vehicle. The FCIM
compensates high sun load with higher blower and reduced discharge temperatures.

A\C Compressor Clutch

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When battery voltage is applied to the A/C compressor clutch field coil, the clutch disc and hub assembly is drawn toward
the A/C clutch pulley. The magnetic force locks the clutch disc and hub assembly and the A/C clutch pulley together as one
unit, causing the compressor shaft to rotate with the engine. When battery voltage is removed from the A/C compressor
clutch field coil, springs in the clutch disc and hub assembly move the clutch disc away from the A/C clutch pulley.

Externally Controlled Variable Displacement Compressor (if equipped)

NOTE: NOTE: Proper Air Conditioning (A/C) system diagnosis on a vehicle's compressor is dependent on correct
refrigerant system charge and tested in ambient temperatures above 21.1°C (70°F).
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The externally variable displacement A/C compressor has:

a non-serviceable shaft seal.

a non-serviceable pressure relief valve installed in the rear of the compressor to protect the refrigerant system
against excessively high refrigerant pressures.
Refer to Specifications in Group 412 for the appropriate refrigerant and refrigerant oil. This oil contains special
additives required for the A/C compressor. The oil may have some slightly dark-colored streaks while maintaining
normal oil viscosity. This is normal for this A/C compressor because of break-in wear that can discolor the oil.
Variable displacement compressors have a swash plate that rotates to reciprocate pistons, which compresses
refrigerant. Variable displacement compressors change the swash plate angle to change the refrigerant
displacement. The externally controlled variable displacement compressor changes the swash plate angle in
response to an electrical signal from the PCM . The externally controlled variable displacement compressor
manages displacement by controlling refrigerant differential pressure before and after a throttle at the discharge
side; achieving precise cooling capability control in response to cabin environment and driving conditions.

The PCM sends a PWM signal to the solenoid in the compressor to control the compressor displacement based upon the:
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Ambient air temperature

Evaporator temperature
Engine RPM (revolutions per minute)
Vehicle speed
A/C high side pressure
Temperature and mode settings of the climate control head
Intake air temperature

Air Distribution Door Actuator

The air distribution door actuator contains a reversible electric motor and a potentiometer. The potentiometer allows the
FCIM to monitor the position of the airflow mode door.

Air Inlet Door Actuator

The air inlet door actuator contains a reversible electric motor and a potentiometer. The potentiometer allows the FCIM to
monitor the position of the airflow mode door. The FCIM drives the actuator motor in the direction necessary to move the
door to the position set by the recirculation button and when the MAX A/C , Defrost or MAX Defrost buttons are selected.

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LH Temperature Door Actuator

The LH side temperature door actuator contains a reversible electric motor and potentiometer. The potentiometer allows
the FCIM to monitor the position of the temperature blend door.

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RH Temperature Door Actuator

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The RH side temperature door actuator contains a reversible electric motor and potentiometer. The potentiometer allows
the FCIM to monitor the position of the temperature blend door.

Evaporator Temperature Sensor

The evaporator temperature sensor contains a thermistor. The sensor varies its resistance with the temperature. As the
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temperature rises, the resistance falls. As the temperature falls, the resistance rises. The evaporator temperature sensor is
an input to the FCIM and the information is relayed to the PCM over the CAN . If the evaporator temperature is below
approximately 1°C (33.8°F), the PCM does not allow the A/C compressor to operate.

A/C Pressure Transducer

The PCM monitors the discharge pressure measured by the A/C pressure transducer. As the refrigerant pressure changes,
the resistance of the A/C pressure transducer changes. It is necessary to recover the refrigerant before removing the A/C
pressure transducer.
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Condenser

The A/C condenser is an aluminum fin-and-tube design heat exchanger. It cools compressed refrigerant gas by allowing
air to pass over fins and tubes to extract heat, and condenses gas to liquid refrigerant as it is cooled.

Thermostatic Expansion Valve (TXV)

The Thermostatic Expansion Valve (TXV) is located at the evaporator core inlet and outlet tubes at the center rear of the
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engine compartment. The Thermostatic Expansion Valve (TXV) provides a restriction to the flow of refrigerant and
separates the low-pressure and high-pressure sides of the refrigerant system. Refrigerant entering and exiting the
evaporator core passes through the Thermostatic Expansion Valve (TXV) through 2 separate flow paths. An internal
temperature sensing bulb senses the temperature of the refrigerant flowing out of the evaporator core and adjusts an
internal pin-type valve to meter the refrigerant flow into the evaporator core. The internal pin-type valve decreases the
amount of refrigerant entering the evaporator core at lower temperatures and increases the amount of refrigerant entering
the evaporator core at higher temperatures.

Receiver Drier

The receiver drier stores high-pressure liquid. The desiccant bag mounted inside the receiver drier removes any retained
moisture from the refrigerant. The receiver drier desiccant bag is a separate component and can be removed and installed
separately from the condenser.

Service Gauge Port Valves

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Item Description Torque
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1 Low-pressure service gauge port valve cap 0.8 Nm (7 lb-in)

2 Low-pressure service gauge port valve —
3 Low-pressure valve 1.8 Nm (16 lb-in)
4 High-pressure Schrader-type valve 2.5 Nm (22 lb-in)
5 High-pressure service gauge port valve —
6 High-pressure service gauge port valve cap 0.8 Nm (7 lb-in)
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The service gauge port fitting is an integral part of the refrigerant line or component.

Prior to leak testing, blow air over the service gauge port valves to ensure an accurate test.
Special couplings are required for both the high-side and low-side service gauge ports.
A very small amount of leakage around the Schrader-type valve with the service gauge port valve cap removed is
considered normal. Install a new Schrader-type valve core if the seal leaks excessively.
The A/C service gauge port valve caps are used as primary seals in the refrigerant system to prevent leakage
through the Schrader-type valves from reaching the atmosphere. Always install and tighten the A/C service gauge
port valve caps to the correct torque after they are removed.
Follow the procedure and the notes for electronic leak testing. REFER to the appropriate general procedure in
Group 412-00.

Refrigerant System Dye

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A fluorescent refrigerant system dye wafer is added to the receiver drier desiccant bag at the factory to assist in refrigerant
system leak diagnosis. This fluorescent dye wafer dissolves after about 30 minutes of continuous A/C operation. It is not
necessary to add additional dye to the refrigerant system before diagnosing leaks, even if a significant amount of
refrigerant has been removed from the system. REFER to the appropriate general procedure in Group 412-00.

Replacement desiccant bags, either separately or part of the receiver drier assembly, are equipped with a new fluorescent
dye wafer. It is not necessary to add additional dye to the refrigerant system before diagnosing leaks. If the system has
been out of refrigerant through the winter the dye at the leak point may have oxidized and may not fluoresce. If this
happens, recharge and operate the A/C system to circulate the oil and allow any residual dye to show up at the leak point.
It is important to understand that dye adheres to the oil not the refrigerant; the refrigerant carries the oil out of the leak
point.

NOTE: Check for leaks using a Rotunda-approved UV lamp and dye enhancing glasses.
© Copyright 2022, Ford Motor Company.

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