My 55 plate focus just gone into no crank no start mode. after about 2 mins, the red light flashes once solid for a few seconds then flashes six times repeatedly. can anyone help?

Hi welcome :)

post it in the focus forum and someone will help sounds like immobiliser fault

ty

could u locate me to that please because I thought this was it :-)

I think you will need a code reader on it see if anything comes up

sorry mate you are on it says newbie on mine

haha. i am new. cheers

yeah purchased a code reader on ebay. doesnt get here till wednesday 16th

I have the same problem and ivr figured out min is the clocks/cluster had a dodgy connection to it

there's a list of fault codes on here some ware and what the flash code are

give this a look http://www.fordownersclub.com/forums/topic/41159-not-starting-possible-immobiliser-problem/

If the LED light flashes once then 6 times it means there is a fault between the instrument pack and the ECU. It could just be the fact the transponder has somehow been lost by the Instrument pack or a faulty instrument cluster or a faulty ECU or a wiring fault most likely.

Do you have a spare key to try?

A cheap OBD reader won't help you much as that will only read power train error codes and is unlikely to be able to read most of the ECU's let alone be able to reprogram a key or do a PCM update etc etc.

You really need it sticking on some proper diagnostics to try and ascertain where the fault lies.

The first thing to check is the transponder details are programmed into the cluster still then take it from there.

auto mech just come out and said the car is not communicating with him. ive book it in to a fords dealership for thursday. all the fuses r fine he said. y would a spare key do it? everyones asked me that hahaha. I let you guys know what it is. cheers

Well if you have a spare key the transponder code for that is different, so if that works it means there is an issue with the key that is not working, if both don't work then it's more likely an issue with the car.

Also just because the auto guy could not connect to the car does not necessarily mean there is a problem with the car, it could depend on what diagnostic equipment he was using. I don't suppose you know what kit he was using? Was he a well established auto mech or a fly by night.

Anyone can buy cheapish diagnostics equipment off eBay that claims to be all makes but may or may not work, also learning how to interpret what the error codes are and what causes them is where a good operator shows they know what they are doing. Just because an error code is flagged up it does not mean that the particular part is necessarily at fault.

Check the connectors under the glove box/footwell area, these are known to cause trouble if they get kicked.

Take the instrument cluster out, check the connections there and give them a clean with some wd40, both keys will have the same code, as when they are programmed they must match the car, it is uncommon for the chip in the key to fail but it does happen, the immobiliser runs through the instrument cluster, does your cars own diagnostic show anything?

Take the instrument cluster out, check the connections there and give them a clean with some wd40, both keys will have the same code, as when they are programmed they must match the car, it is uncommon for the chip in the key to fail but it does happen, the immobiliser runs through the instrument cluster, does your cars own diagnostic show anything?

Each transponder has it's own code they won't be the same hence why they need programming to the car with suitable diagnostics.

The only thing the below does not mention is that the key code is read by the transceiver, this is then read by the HEC which then sends the code received to the the PCM to allow the car to start.

The other reason why it's bad using the same code i.e a cloned transponder from a single key is because often these will eventually go out of sync when using two keys with the same unique identification code. This happened to a number of people who had a transponder cloned from a single key on the MG Rover forum with the BMW EWS security system the 75/ZT uses.

I would always recommend against using anyone who clones a copy of the key for any make of car.

The passive anti-theft system (PATS) uses radio frequency identification technology to deter a driveway theft. Passive means that it does not require any activity from the user. This system is known as SecuriLock in North America, Safeguard in the U.K., and PATS in Continental Europe. This information can be found in customer literature such as the owner's manual.

The PATS uses a specially encoded ignition key. Each encoded ignition key contains a permanently installed electronic device called a transponder. Each transponder contains a unique electronic identification code out of over four quadrillion combinations.

Each encoded ignition key must be programmed into a vehicle's PATS module before it can be used to start the engine. There are special diagnostic repair procedures outlined in the manual that must be performed if the encoded ignition keys need to be replaced.

The encoded key is larger than a traditional ignition key. The key does not require batteries and should last the life of the vehicle.

The transceiver module communicates with the encoded ignition key. This module is located behind the steering column shroud, and contains an antenna connected to a small electronics module. During each vehicle start sequence, the transceiver module reads the encoded ignition key identification code and sends the data to the PATS module.

The control functions are contained in the PATS module. This module performs all of the PATS functions such as receiving the identification code from the encoded ignition key and controlling engine enable. The PATS module initiates the key interrogation sequence when the vehicle ignition switch is turned to RUN or START.

The PATS uses the powertrain control module (PCM) to enable or disable the engine. The PATS module communicates with the PCM over the J1850 (SCP) network in order to enable engine operation. The PATS module and the PCM use sophisticated messages in order to prevent a theft. The PATS and the PCM share security data when first installed together that makes them a matched pair. After this security data sharing, these modules will not function in other vehicles. The PATS shared security ID is remembered even if the battery is disconnected. The PATS module also stores the vehicle's key identification code even if the battery is disconnected. There are special diagnostic repair procedures outlined in the repair manual that may be performed if either the PATS module or the PCM needs replacement.

All the elements of the PATS must be functional before the engine is allowed to start. If any of the components are not working properly, the vehicle will not start.

The PATS uses a visual theft indicator. This indicator will prove out for three seconds when the ignition switch is turned to RUN or START under normal operation. If there is a PATS problem, this indicator will either flash rapidly or glow steadily when the ignition switch is turned to RUN or START. The PATS also "blips" the theft indicator every two seconds at ignition OFF to act as a visual theft deterrent.

The PATS differs from the perimeter anti-theft system in that the PATS enables and disables the engine from starting. If equipped, the perimeter anti-theft system protects the perimeter of the vehicle (doors, hood and trunk) and sounds an alarm.

The passive vehicle protection system will be activated and will disable the vehicle from starting if there is a:

l Damaged encoded key.

l Unprogrammed key.

l Non-encoded key (key has no electronics).

l Wiring concern.

l Transceiver concern.

l PCM concern.

l Module communications network concern.

Take the instrument cluster out, check the connections there and give them a clean with some wd40, both keys will have the same code, as when they are programmed they must match the car, it is uncommon for the chip in the key to fail but it does happen, the immobiliser runs through the instrument cluster, does your cars own diagnostic show anything?

Also not trying to nit pick with you but this a general observation with lots of misinformed people, WD40 will not clean terminals you need to use a proper electrical contact cleaner.

WD40 as it's name suggests is a water displacement fluid, not a cleaner or a penetrating fluid despite the hype that WD40 give it and list it's 2000 uses, WD40 has very good marketing for an average product.

thanks a lot guys, i hope it is just a key. ya the mechanic that came out had a laptop + a device that looked a lot like an ipad. Im not familiar with the equipment. he said even if its the wrong key it should still tell him, but got nothing. it came up ''engine systems fault'' ''steering assist failure'' . went into limp mode then just cut out. im an amateur, i would never spray anything electrical haha.

I know with diagnostics these days communication over the OBD port if one module it not present or working it can cause a lack of communication to any of the systems.

Just got the diagnosis back. it's a fault with the pcm apparently. Ford said could cost up to £1,500 including labour. Its a 55 plate.

been told if I can get a new pcm they might be able to recover my car. its a ford focus zetec climate. 1.6 1800cc. if anyone knows where I can get tone that would be sweet. I want to try my best to repair it + it sounds like a project which I can gain a lot of knowledge out of.

Have you tried checking the plug on the back of the intrement cluster mate ?

no mate. just took it to a ford dealership before. gettin it back later on afternoon. they've checked everything they said of what it could be.