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Yes. Do not engage Defroster, Heat or AC switch. Most vehicles have a pressure switch but it is better safe than sorry.

Lincoln Cars &... | 55 views | 1 helpful votes

You have to code set for the TCC so now you have direction for a fix.Use a good scan tool to check on the TCC condition and related control of it.

2000 Lincoln... | 43 views | 0 helpful votes

Check the battery on the remote key FOB. There are places like autozone etc, that can do this for you. If it is not the battery then you are looking at a problem with either the FOB transmitter or the BODY CONTROL MODULE in the vehicle.

Lincoln Cars &... | 36 views | 1 helpful votes

It can be accessed with a scanner through the vehicle BCM.

2005 Lincoln LS | 36 views | 1 helpful votes

the C228a is locate behind the dash.
and c1034 is locate on the right side of the radiator fan

2005 Lincoln LS | 32 views | 1 helpful votes

make sure there is no broken wire between the body and the door

Lincoln Cars &... | 31 views | 1 helpful votes

Tried resetting fuse's ????? how do you reset a fuse ?

The climate control seat system is able to heat and cool the front seats. Each climate controlled seat is operated by push-buttons on the EATC module located on the instrument panel. Each front seat temperature is then monitored and controlled by the dual climate control seat module (DCSM) located on the passenger front seat track.
The climate controlled seat system contains the following components:
  • EATC module
  • DCSM
  • Thermo-electric device (TED) and blower assembly within each front seat cushion and backrest
  • Air filter (attached to each TED and blower assembly)
  • Cushion and backrest manifolds
  • Cushion and backrest foam pads
  • Cushion and backrest trim covers
  • YOUR best bet , take it to a qualified repair shop . Unless you have factory service repair info. an a professional scan tool , This heated an cooling seat system can set DTC'S - diagnostic trouble codes in the heated seat module .

Climate Controlled Seat System
NOTE: When installing a new dual climate control seat module (DCSM), it is necessary to carry out programmable module installation (PMI). For additional information, refer to Section 418-01 .

Both the driver and front passenger climate controlled seats are independently controlled electronically by the DCSM mounted to the bottom of the passenger seat cushion. The climate controlled seat system only operates with the engine running, however, if using a diagnostic tool to command the DCSM, diagnostic testing can be carried out with the ignition switch key ON engine OFF (KOEO). The system receives power from battery junction box (BJB) fuse 12 (30A) feeding battery voltage on circuit SBB12 (GN/RD) into DCSM C3305a pin F. The system also receives power from BJB fuse 11 (30A) feeding battery voltage on circuit SBB11 (BU/RD) into DCSM C3305a pin E.
If only one of the BJB fuses 11 or 12 open, both seats will remain operational because the power feed circuits are internally connected in the DCSM.
Both climate controlled seats operate independently. If a fault occurs setting a DTC specific to either climate controlled seat, only the affected seat will be disabled by the module and the other will remain operational.
The 4 switches (identified with seat icons) on the dual-zone electronic automatic temperature control (EATC) module activate each seat system setting and illuminate LEDs above each switch to indicate the operating mode, 3 LEDs for HIGH, 2 LEDs for MED or 1 LED for LOW. The push-buttons with the blue seat icon operate the seat cooling mode and the push-buttons with the red seat icon operate the seat heating mode. The climate controlled seat system is not equipped with auto-mode.
Each driver and front passenger seat cushion is equipped with a thermo-electric device (TED) assembly that includes a seat blower (fan motor, serviced as an assembly with the TED). Similarly, each driver and front passenger seat backrest is also equipped with its own TED assembly with blower. Cabin air is drawn through the blower and distributed to each of the TED modules located in the seat cushion and backrest. The TEDs then heat or cool the air. The air is then directed into the foam pad and manifold where it is distributed along the surface of the cushion and backrest of the seat. Once the system is activated, the DCSM uses a set of flexible algorithms to control the heating/cooling modes and the blower speed dependant on the EATC seat switch settings.

The TED uses a ''Peltier'' circuit of P-type and N-type semiconductors connected in series using copper electrical conductors. The semiconductors are sandwiched between 2 copper heat exchangers. When current is applied to the TED, one side releases energy as heat, while the opposite side absorbs energy and gets cold. By reversing the current flow, the hot and cold sides reverse.
NOTE: Avoid applying power directly to a TED for testing its operation. Doing so may cause damage to the TED or shorten its usable life.
The temperature differences between the individual heated and cooled settings is minimal. For example, it is difficult to distinguish between LOW COOL and MEDIUM COOL settings. Measuring seat temperature at different settings is possible by monitoring the DCSM PIDs using the diagnostic tool.
The EATC module communicates climate controlled seat commands to the DCSM using the medium speed controller area network (MS-CAN) communication bus. The MS-CAN bus is connected to the data link connector (DLC) for diagnostic use. No direct connection exists between the DCSM and EATC for the climate controlled seat switches. The climate controlled seats can be commanded using the diagnostic tool to verify both module communication on the MS-CAN bus and operation of the DCSM. This method may be useful for isolating a control switch concern. It should also be noted that because CAN bus communication is more robust and reliable than other methods, it may be possible to have limited module communication with one of the CAN bus circuits disconnected or shorted to ground. Refer to Section 418-00 for additional information concerning CAN bus communication.

Lincoln Cars &... | 26 views | 0 helpful votes

Check this link out: it will tell you everything you need to know. You may have to use the search box in the upper left corner. This is the most comprehensive manual I can refer you too. Thanks and have a great day!

Lincoln Cars &... | 27 views | 0 helpful votes

You can find it in the air tube that hooks into the throttle body. About six inches before they connect.

Lincoln Cars &... | 30 views | 0 helpful votes

Take it to a garage. There are many things it could be, but my money is on a transaxle universal joint behind the wheel. Anything to do with wheels and steering needs fixing professionally.

Lincoln Cars &... | 35 views | 1 helpful votes

No, you should be able to fish the belt over the fan blades, one at a time. Follow this:
Step 1 Open the hood. Disconnect the negative (black) battery cable.
Step 2 Inspect the fan shroud for the accessory belt routing diagram. If the diagram is missing or illegible, use a pen and paper to draw your own diagram before removing the belt. The new belt must be routed around the pulleys exactly as the old one was.
Step 3 Locate the spring loaded belt tensioner on the front of the engine. There is a small pulley attached to the bottom of the tensioner arm.
Step 4 Slide the square end of the breaker bar into the square hole in front of the tensioner pulley. Rotate the breaker bar counterclockwise and the entire tensioner will move enough to relieve the tension from the belt. Pull the belt out from under the pulley and slowly let the breaker bar retract.
Step 5 Remove the accessory belt from each pulley with your hands. Rotate one of the fan blades to the top side of the engine with your hand and pull the belt around it. Repeat this process until the belt is around all of the fan blades. Pull the belt out of the engine compartment.
Step 6 Route the new belt carefully around each fan blade. Wrap the belt around the crankshaft pulley to begin the belt routing process. Refer back to the belt routing diagram instructions to properly route the new belt around the accessory pulleys.
Step 7 Turn the tensioner counterclockwise again with the breaker bar. Position the new belt evenly under the tensioner pulley. Allow the tensioner pulley to tighten against the belt. Pull the breaker bar out of the tensioner.
Step 8 Reconnect the negative battery cable.

Lincoln Cars &... | 25 views | 1 helpful votes

You can't , light flashing there is a problem , code set , read code , do the diagnostics for that code , fix the problem an the light will go out .

Lincoln Cars &... | 24 views | 0 helpful votes

What make's you think it's something that needs to be replaced ?
C1998 Module Calibration Not Complete Stability Assist Module REFER to Section 206-09 .
Anti-Lock Brake System (ABS) With Traction Control and Stability Assist
The anti-lock brake system (ABS) with Traction Control Stability Assist consists of these additional components:
  • Yaw rate sensor (contains the accelerometer(s) and is also known as the Sensor cluster)
  • Steering wheel rotation sensor
  • Active brake booster
    • master cylinder pressure sensor
    • pedal travel sensor
    • brake pedal force switch
The front wheel speed sensor rings are integral to the front hub and bearing assemblies. Refer to Section 204-01 .
The rear wheel speed sensor rings are integral to the rear halfshaft. Refer to Section 205-05 .
The module needs programming , dealer .
Principles of Operation
Some modules must be programmed as part of the repair procedure. If this procedure is not followed, the module does not function correctly and may set a number of diagnostic trouble codes (DTCs), including B2477 or P1639, which indicate that necessary data has not been programmed into the module.
NOTE: The vehicle must be stationary and level, with all accessories off, while configuring modules.
Modules that need programming should not be exchanged between vehicles. In most cases the parameter values or settings are unique to that vehicle, and if not set correctly, cause concerns or faults.
The diagnostic tool automatically attempts to retrieve the module configuration information from all modules and from a backup location in the powertrain control module (PCM) when vehicle ID is carried out. If the module and the PCM do not contain correct information, the diagnostic tool either requests As-Built data or displays a list of items that are needed to be manually configured. The diagnostic tool programs the module based on the data entered.
For additional diagnostic tool programming procedures, refer to Programmable Module Installation in this section.
There are 3 different methods that are used for module programming:
  • programmable module installation (PMI)
  • calibration update
  • programmable parameters
Some modules do not support all 3 methods.
Definition of Terms
Programmable Module Installation (PMI) The PMI method is used when a new programmable module is installed on the vehicle. It is no longer necessary to command the diagnostic tool to gather module option content from the old module. The diagnostic tool automatically obtains any available module option content information from the old module during the vehicle ID routine that runs when the diagnostic tool is initially connected to the vehicle. It is important that the diagnostic tool is connected to the vehicle and allowed to identify the vehicle and obtain configuration data prior to any module removal.
If a module that has been modified using programmable parameters needs to be installed, the PMI procedure maintains the parameters in their altered state if the diagnostic tool is able to communicate with the old module during vehicle ID. Otherwise, you may need to use programmable parameters to return parameters to the altered state.
Calibration Update Some modules are designed to be flashed or reflashed with completely new software packages. This process of reflashing the module is a calibration update.
A calibration update should be carried out only upon notification (such as a Technical Service Bulletin [TSB]). Also, if a module sets DTC U2050, this indicates no application is present and reflashing of the software application is required. If a module sets DTC U2051, this indicates no calibration is present and reflashing of calibration is required.
Programmable Parameters These are options contained within the existing software. These include items such as tire size, customer preference items, and anti-theft options. The current settings are downloaded from an existing module then uploaded to a new module. They can also be configured using the diagnostic tool. Programming parameters is different from updating calibrations as no software is changed, only the options already contained in the software.
Vehicle Identification (VID) Block Some PCMs contain a memory area called a VID block.
The PCM VID block may contain the factory settings for the configurable modules unless the PCM is flashed with a new calibration, in which case some PCM parameters may be modified.
As-Built Data Center The As-Built Data Center maintains a record of the vehicle configuration in a database. The vehicle identification number (VIN) is necessary to obtain this information. The As-Built Data Center records the applicable module configurations stored in each module before the vehicle leaves the factory. The As-Built Data Center data always reflects the original build of the vehicle as it left the factory. Contact the As-Built Data Center only when directed to do so by the diagnostic tool.

2005 Lincoln LS | 27 views | 1 helpful votes

Both engines were used in the year and model. Here are two sites that will help find which engine you have.

Lincoln Cars &... | 27 views | 1 helpful votes

Which door, driver?

Lincoln Cars &... | 27 views | 0 helpful votes

Click the link below & start on page 104, the link should take you to 104 but if not use the search box in the upper left corner. Start on 104 and read on until you have all info you want/need, it outlines the process of turning the liftgate on/off and much more. I'll attach a few pictures as well.

Thanks & have a great day! Check out the last picture below!




Lincoln Cars &... | 25 views | 0 helpful votes

The best upgrade to do first is upgrading the pitiful ground clamp that comes on these, same for any modern welder, I got one from Harbor Freight for $90, and a Lincoln for $369, both had the same pitiful ground clamp. I'll attach a picture/link to a sufficient clamp- it made a huge difference with mine! Tips and the Wire You Use can make a big difference too! Larger Wire is Helpful Too- I'm talking about larger gauge wire that runs to attaches to your ground clamp, try the clamp first and see if it helps, be sure your settings are right and you're plugged directly in to a good power source, no extension cords!

Lincoln Welding... | 35 views | 1 helpful votes

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