Charging system and speedo stoped working

Your best bet would be to have a qualified repair shop diagnose the problem. Your vehicle has a smart charging system, computer controlled. Hooking up a factory or some other type of professional scan tool an checking for DTC'S - diagnostic trouble codes would be a good first step. Checking battery - cables and connections using voltage drop testing would be another good thing to do . Cables can be bad an you wouldn't be able to tell just looking at them. You might want to watch this video

Comptuter Charging Systems - Ford - YouTube

Principles of Operation
NOTE: The information contained in this section is for Escape, Mariner only. For Escape Hybrid information, refer to Section 414-03 and Section 414-05 .
This vehicle is equipped with a powertrain control module (PCM)-controlled charging system which determines the optimal voltage setpoint for the charging system and communicates this information to the voltage regulator. This system is unique in that it has 2 unidirectional communication lines between the PCM and the generator/regulator. Both of these communication lines are pulse-width modulated (PWM). The generator communication (GEN COM) line communicates the desired setpoint from the PCM to the voltage regulator. The generator monitor (GEN MON) line communicates the generator load and error conditions to the PCM. The third pin on the voltage regulator, the A circuit pin, is a dedicated battery voltage sense line.
The PCM uses a calibratable algorithm to estimate battery temperature and to reduce battery damage caused by over and under charging. Using this algorithm, the PCM determines the optimal voltage setpoint for the charging system and communicates this information to the voltage regulator on the GEN COM circuit. While this is occurring, the PCM is also monitoring the GEN MON circuit for charging system information, such as transient electrical loads or errors.
If the PCM senses when the charging system receives a transient electrical load (which may cause poor idle quality, such as an idle roll) the PCM can then adjust the injectors opening time to account for the transient electrical load. In this manner, the PCM can maintain a consistent idle speed.
If the PCM detects a charging system error, it broadcasts a CHARGING SYSTEM STATE STATUS message through the controller area network (CAN) communication link, causing the instrument cluster to illuminate the charging system warning indicator. The charging system warning indicator is illuminated if the PCM fails to see a signal on the GEN MON circuit for a time period greater than 500 ms. This telltale is used to indicate over-voltage conditions detected by the PCM.
The PCM also reduces the mechanical load on the starter by initially commanding a low voltage setpoint (using the GEN COM circuit) in order to improve start times and reduce load on the starter and its related system.
Each time the key is cycled to the ON position, the instrument cluster initiates a bulb check by illuminating the charging system warning indicator. This operation is called prove-out. The PCM then issues a CHARGING SYSTEM STATE STATUS - OK message if the charging system is functioning properly. This message is sent once the engine is running and the charging system is determined to be operating correctly. If the cluster does not receive an OK message, the cluster lights the charging system warning indicator indefinitely. Vehicles equipped with a message center display CHECK CHARGING SYSTEM any time a charging system error is present.
This is a System 4 charging system, which uses the GEN MON and GEN COM lines to control and monitor the charging system through the PCM. System 4 charging systems are virtually identical in design and therefore, share the same diagnostics. The circuit numbers and colors may be different, but the functions are the same. System 4 charging systems may use any type of generator, as the generator type usually depends on the engine packaging and/or output requirements versus cost.

The fault code is not saying to change any part, it indicates that a fault is in the system of the sensor, that can be the sensor, the wiring or the computer control module. Stop guessing consult a professional;

There isn't one ! This vehicle relies on serial data communication . The PCM sends an message on the data bus to the microprocessor inside the instrument cluster . The PCM controls the operation of the charging system warning indicator in the instrument cluster. The PCM is therefore responsible for turning the warning indicator off after the engine is started and illuminating it under fault conditions (when the generator is not generating the correct amount of current with the engine running). The warning indicator will also be illuminated by the PCM at key ON engine OFF, and stall conditions.
Charging System Warning Indicator
The instrument cluster receives the charging system status from the PCM over the SCP or CAN communication network. The PCM controls the charging system and the charging system warning indicator. The PCM is therefore responsible for turning the lamp off once the system is running and illuminating it under fault conditions (including stall conditions).
How to Diagnose Controller Area Network CAN Your best bet would be to take your vehicle to a qualified repair shop .

Running the car will drain the battery it if it's not charging ! An if your charging light is on it isn't charging ! Did you check power an grounds on the alternator ? There is a single heavier wire on the back of the alternator, this should have battery voltage ! You may want to take this to a ASE certified repair shop !
Functionality
With the ignition switch in the RUN position, voltage is applied through the warning indicator I circuit 904 (LG/RD) to the voltage regulator. This turns the regulator on, allowing current to flow from battery sense A circuit 35 (OG/LB) to the generator field coil. When the engine is started, the generator begins to generate alternating current (AC) which is internally converted to direct current (DC). This current is then supplied to the vehicle's electrical system through the output (B+) terminal of the generator.
Once the generator begins generating current, a voltage signal is taken from the generator stator and fed back to the regulator S circuit 4 (WH/BK). This voltage feedback signal (typically half the battery voltage) is used to turn off the warning indicator.
With the system functioning normally, the generator output current is determined by the voltage of the A circuit 35 (OG/LB). The A circuit 35 (OG/LB) voltage is compared to a set voltage internal to the regulator, and the regulator controls the generator field current to maintain the correct generator output.
The set voltage will vary with temperature and is typically higher in cold temperatures and lower in warm temperatures. This allows for better battery recharge in the winter and reduces the chance of overcharging in the summer.
Battery Positive Output (B+) Circuit 38 (BK/OG)
The generator output is supplied through the battery positive output (B+) terminal on the back of the generator to the battery and electrical system.
I Circuit 904 (LG/RD)
The I (ignition) circuit 904 (LG/RD) is used to turn on the voltage regulator. This circuit is powered up with the ignition switch in the RUN position. This circuit is also used to turn the charging system warning indicator on if there is a fault in the charging system operation.
A Circuit 35 (OG/LB)
The A (battery sense) circuit 35 (OG/LB) is used to sense battery voltage. This voltage is used by the regulator to determine generator output. This circuit is used to supply current to the generator field (rotor). The amount of current supplied to the rotor will determine generator output.
S Circuit 4 (WH/BK)
The S (stator) circuit 4 (WH/BK) is used to feed back a voltage signal from the generator to the regulator. This voltage is used by the regulator to turn off the charging system warning indicator. The S circuit is fed back externally on external mounted regulator generators.
Visual Inspection Chart Mechanical Electrical

• Battery case, posts, hold-down clamp, cables and connections
• Generator drive (serpentine) belt for condition and tension to make sure there is no slip between the belt and the pulley. For additional information, refer to Section 303-05 .
• Battery charge
• Generator pulley

• Battery junction box (BJB)Mega Fuse
• Battery junction box fuse:
  • 11 (20A)
• Central junction box (CJB) fuse:
  • 30 (30A)
• Circuitry
• Charging system warning indicator
• Cables

1. Check the operation of the charging system warning indicator lamp (instrument cluster). Normal operation is as follows:
   • With the ignition switch OFF, the charging system warning indicator should be OFF.
   • With the ignition switch in RUN and the engine off, the charging system warning indicator light should be on.
   • With the engine running, the charging system warning indicator light should be off.

1. Verify the battery condition. Refer to Section 414-01 .

Normal Charging System Voltages and Charging System Warning Indicator Operation Ignition Switch Position A Circuit 35 (OG/LB) S Circuit 4 (WH/BK) I Circuit 904 (LG/RD) Generator B+ Circuit 38 (BK/OG) Battery Engine to Battery Ground Charging System Warning Indicator Operation OFF 12 volts 0 volts 0 volts 12 volts 12 volts 0 volts Off RUN-engine off 12 volts 0 volts 1-3 volts 12 volts 12 volts 0 volts Illuminated RUN-engine running 13-
15 volts 1/2 battery voltage 13-
15 volts 13-
15 volts 13-
15 volts 0 volts Off

1. If the customer concern is verified after the initial inspection, refer to the Symptom Chart to determine which tests to carry out.
2. • The charging system warning indicator is on with the engine running (the system voltage does not increase)
   • Circuitry.
   • Voltage regulator.
   • Generator.
   • GO to Pinpoint Test B .
   Your whole problem is the alternator is not charging , a couple tests with a volt meter would tell you !

Think you will have too pay for this ,although you could try direct connect file sharing ,the programme for which you can download free from www.sourceforge.net ,but to join a hub for sharing you will need to have plenty on your computer to share like films and music ect

Low go go juice in the battery,

If you have an engine computer that controls the alternator, you will have to check the wiring from the alt. to the PCM. Also check any fusible links and grounds are often overlooked.
Do you have dual alternators?

SECTION 414-00: Charging System - General Information 2002 E-Series Workshop Manual
DESCRIPTION AND OPERATION Charging System The charging system is a negative ground system consisting of the following:

• generator
• integral/internal voltage regulator
• charging system warning indicator
• storage battery
• necessary wiring and cables

The generator is belt-driven by the engine accessory drive system. Refer to wiring diagrams for schematics and locations of the components and wiring.
The battery is a 12 volt direct current source connected in a negative ground system. The battery case is sealed and includes two vent holes to release gases. The battery has three major functions:

• engine cranking power source
• voltage stabilizer for the electrical system
• temporary power when electrical loads exceed the generator output current

The optional dual generator package (7.3L diesel engine only) consists of an upper/lower dual generator system. The upper generator is a 6G 50/110 generator with a 2.49:1 pulley ratio. The lower generator is a 6G 50/110 generator with a 2.32:1 pulley ratio. Thus the upper and lower generators are not interchangeable.
This system is also monitored and controlled by the powertrain control module (PCM). The PCM monitors both the upper and lower generator I circuits to determine both generators' output and set possible fault codes (diagnostic trouble codes [DTCs]). The PCM only controls the lower generator by turning it on or off by opening or closing the lower generator off only when the glow plugs are commanded on by the PCM to avoid possible damage (excessive voltage) to the glow plugs.
Both generators are independent of one another and only control themselves (through their own internal voltage regulator). If one generator fails, the other generator can maintain system performance under light load conditions. Under a heavy load, the PCM should detect a problem, set a DTC and illuminate the warning indicator.
The PCM controls the charging system warning indicator and will command the light on if the PCM detects a problem on the monitored circuits.

In your car Electronic Stability Program system included many different sensors (yaw-rate sensor, steering angel sensor, body acceleration sensor, some more) if ESP visit Workshop message appear on your instrument display It's very hard to say witch sensor could be the fault without right diagnose most common faults are either steering angel sensor or yaw-rate sensor might be some other sensors if you replace yaw-rate sensor it's need to be calibrate by diagnose computer, if replace steering angle sensor it's need to do right way otherwise when you tern steering wheel fully left or right it will brake at first time then you have to be replace another one so like to advise you to get right diagnose and repair buy Mercedes specialist if do some thing wrong it's be more cost to you if you get right place to do it only you have to pay once.

If the voltage regulator is charging too high or too low or one or more of the diodes in the diode trio are burnt out and not functioning, the battery or alternator light will pop up.

This indicates that the charging system has something amiss, unfortunately.

check your charging system and your brake fluid too