I looked up that code at Actron’s web site and didn’t have much luck. All I found was that “P0262” was “Cylinder 1 Injector Control Circuit High”, which is obviously unrelated to your trouble.
I have no clue what that “Missing SCP message” is all about, but with so many different electrical problems, I’d start with the battery and move inward from there. If you’ve got a Haynes or Chilton manual, you can trace the circuits one by one to see what they might have in common. My manuals are home (I’m at work), but I’ll try to remember to check it out later. A lot of people dis those manuals, but they really do contain a lot of useful information – I used the wiring diagrams to make the fog light mod, and then a week later I read about it on the web for the first time.
Out of curiosity, has your Focus been serviced for the battery pinch bolt recall?
See less
See more
DTC 262 “missing SCP message” converts directly to OBD-II code U1262 which is “SCP (J1850) communication bus fault”.
So what the heck does that mean?
First of all, SCP stands for Serial Communication Protocol, which is Ford’s specific flavor of the Society of Automotive Engineers standard J1850.
Simply put, SCP is data flowing across a network.
In this case, the “network” is the PCM (Powertrain Control Module) talking to the HEC (Hybrid Electronic Cluster). Info such as vehicle speed, RPM, voltage, coolant temp, etc. is delivered to the cluster from the PCM using a data bus and speaking the SCP language.
The U1262 code, communication bus fault, suggests to me that a connector is loose somewhere. Likely suspects are the connectors on the cable from the PCM to the cluster.
Well, not stupid – just ignorant.
I did a Google search using the keywords: Ford “missing SCP message” and got this hit:
Ignore the fact it is a Mustang site, the codes are all the same. Here I got the cross-reference from DTC D262 over to U1262. From there, I logged on to the subscription-only website for auto technicians:
From there, I still had to figure out what SCP was, but since I’d discovered it was linked to SAE J1850 it was another quick Google search from there.
Knowledge to wipe out ignorance.
I’m feeling less ignorant now. Thanks.
Yes one week ago i got dtc d262. Today i disconnected the battery for 35 minutes to reset. But d262 is still there. What can i do?
Last night i disconnected the battery. And today 14 hours later i connected it again. But d262 has not disappeared.
What is “scp”?
SCP is “Standard Corporate Protocol,” a communications protocol used to communicate data.
What is wrong with your Focus that you are looking for trouble codes?
Air condition is empty of r134. That is the only problem. There are no reason to why i am looking for dtc codes. I only learned a moth ago about the secret menu in the trip counter. So a month ago it said “no dtc”.
Here is something that i found:
“This lot suggests the 262 DTC code is an SCP error – nothing to worry about, just a comms glitch. And any other DTC code that appears on the dash is going to correspond to the second column of the data below, any other codes aren’t displayed on the dash, you’ll need a readout device to get them.”
“U1262 D262 Missing SCP (J1850) Message”
What is this missing scp message?
Various modules such, as the PCM and GEM, communicate with their subordinates through a communications network much like the internal communtications in a computer. In fact the shop manual even mentions termination resistors like a computer SCSI bus has. It is that communication that is being disrupted. It looks like it would be pretty diffilcult to troubleshoot without dealer type diagnostic tools to identify which module is experiencing the difficulty.
I got rid of dtc 262 code by disconnecting/reconnecting the big plug to the CPU in the glove departement. Hurray!
Those codes from the “secret” trip counte/odo display are virtually worthless, as you often get junk false codes and miss other real codes. If you cannot trust that the code you get is valid, and canot trust that all valid codes are shown, what good it it? Well, it is good for the purpose it was put there for — testing of the instrument cluster in the factory before releasing the cluster for assembly into the vehicle.
There is a reason the technicians do not use them and they are not formally documented.
Don’t waste your time chasing false codes.
Yes i have stopped chasing codes. But in the beginning this was pretty exiting stuff and i liked messing aroud with it. I believe it worked one time with a low voltage code. Checked out the battery and it wouldn’t take charge. Changed the battery and it was ok.
This is an older thread, you may not receive a response, and could
be reviving an old thread. Please consider creating a new thread.
DTC d262 and Powertrain warning indicator, 4F27E Transaxle.
Car is 2000 SE, SPI Automatic with 120k miles.
The DTC code d262 is from the instrument cluster test mode. I know – they aren’t reliable but that is the only code I get anywhere, so far. Usually when advancing through the cluster test mode I get “DTC” “none”. My questions are at the end – enjoy!
Scanning for an OBD II code comes up ‘No codes Found’. I am still getting a more consistent Powertrain warning indicator, the ‘Exclamation Mark inside the Ring Gear’ on the instrument cluster.
This problem began on a morning when temps were -15 F degrees and just after a cold start-up. It now happens more often and at higher temps. Initially the light came on when a hard shift occurred from 1st to 2nd. It does have a few more symptoms that may have just begun or went unnoticed earlier.
Fluid level is fine in the Automatic transaxle. It has been ‘Flushed’ at 40k, 75k and 107k miles. The car now has 120k miles. Flushed at Ford the first two times and Grease Monkey the last time.
New symptoms are:
– Dreaded Cluster DTC test mode code ‘262’ – what ever it may be.
– Speedometer needle does not always indicate speed when in 1st gear, until a shift ocurrs into 2nd gear. Then the needle jumps to 15mph.
– Speedometer sometimes drops instantly from 15mph to 10mph when coasting/decelerating. The opposite of above. 10mph is the low end of the speedo.
– The transaxle appears to start off in 2nd gear sometimes now.
– The problem/symptoms appears to be predictable from a cold start when moving the gear selector into ‘R’ ‘N’ ‘D’. It will have a more “mechanical” feel and sound, than a smooth and quiet operation. I can tell by this that the transaxle is going to indicate a problem shifting hard automatically the first time from 1st to 2nd. This can be very noticeable on cold starts.
– recently, once in a while there is a hard down-shift from 2nd to 1st in addition to the more common symptom of hard up-shifts from 1st to 2nd.
– Automatic door locks don’t work until the speedometer begins working.
– The warning indicator/problem appeared to NOT occur after the car warmed up. I need to re-verify this. (possible extreme cold temperature failure)
I read through the Ford Technical Service Publication Work Shop Manual. Some important and related information:
“The transmission has electronic synchronous shift control (ESSC) which guarantees extremely smooth gear shifting over the entire life of the transmission.
A hydraulic emergency operating program maintains limited operation in the event of failure of important electrical components.
The transmission can be tested using FDS2000 or WDS through the data link connector (DLC), in the passenger compartment.
Also when monitoring roughly 18 sensors/devices/modules:
“Emergency operating program
If correct gear shifting can no longer be guaranteed due to failure of certain signals, the PCM changes to an emergency operating program.
The driver is informed of the operation of the emergency operating program by the illumination of the powertrain warning indicator in the instrument cluster.
— maximum main line pressure.
— 3rd gear in manual selector lever positions “D”, “2” and “1” without the torque converter lock-up clutch.,
— reverse gear in manual selector lever position “R”.
Then the good news/ bad news:
“Electronic synchronous shift control (ESSC)
Control of shift operations
During a shift operation certain elements are released while others are actuated. Ideally this process takes place simultaneously (synchronously) to avoid jerky gear shifting.
The time for the shift operation should remain within the time limits provided.
When the shift operation is controlled conventionally, the pressure build up and reduction at the shift elements are set and defined for ideal conditions (synchronous shifting).
As there is no way of influencing the control in the event of different levels of wear in the shift elements, when the transmission has been used for a fairly high mileage it is possible that the pressure build up and reduction may no longer be synchronous.
The result or premature pressure reduction at the element to be switched off is an unwanted rise in the turbine shaft speed as the element to be switched on cannot transmit the input torque.
The result of delayed pressure reduction at the element to be switched off is an unwanted decrease in the turbine shaft speed as both shift elements transmit the input torque. In the process the torque is transmitted to the transmission housing through internal locking.
In both cases a jerk will be felt during the shift operation.
In addition, wear in the shift elements leads to a lengthening of the shift operation. Therefore, shifting takes longer when the transmission has accumulated a higher mileage.
Control of shift operations with ESSC
In the 4F27E automatic transmission electronic synchronous shift control (ESSC) is used.
ESSC monitors the shift operations and is able to adapt to the wear in the shift elements over the life of the transmission.
This is possible since the shift elements are actuated by modulating valves.
The system monitors the shift time whether the shift operation is synchronous.
If the PCM detects a deviation from the stored values for the shift time and synchronization of the shift operation, the pressure build up or reduction is adapted accordingly.
The SPI/Transaxle uses:
Although a ‘VSS’ is mentioned once the only two speed sensors I see in the documentation for the transaxle are:
OSS – Outputshaft Speed Sensor
TSS – Turbineshaft Speed Sensor
“Turbine shaft speed (TSS) sensor
The TSS sensor is located in the transmission housing over the transmission input shaft.
The TSS sensor is an inductive sensor which senses the speed of rotation of the transmission input shaft.
— to control the shift operations,
— to control the torque converter clutch,
— to check the torque converter slip.
If the TSS sensor fails, the signal of the output shaft speed (OSS) sensor is used as a substitute signal.”
“Output shaft speed (OSS) sensor
The OSS sensor is located in the transmission housing above the rotor in the differential.
The OSS sensor is an inductive sensor which detects the vehicle speed by means of a rotor on the differential.
— to determine the shift timing,
— to supply the vehicle speed input signal for the PCM.
If the OSS sensor fails, the signal of the TSS sensor is used as a substitute signal.
Is the dreaded cluster test mode DTC code ‘d262’ related to any of this? Is it a PCM code?
If the problem is with the speed sensors, aren’t they monitored by OBD II ?
Does it look like I’m in the “hydraulic emergency operating program” mode?
Could this intermittent transmission problem be tested using FDS2000 or WDS through the data link connector (DLC) – are there stored parameters here somewhere ?
There are many diagnosis tests in the workshop manual – I see why many transaxles don’t get repaired.
Anyone had repair work done and got and answer for this similar problem? TIA