ford f150 2 lcd monitors in the front manufacturer

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This kit is compatible with select Ford and Lincoln 4” MyFord factory displays. Please see our Rear Vision Application Guide for compatibility questions.

Detail by detail, some outlines of the next-generation Ford F150 become clearer. For starters, the new model will likely roll out before the new Bronco, which had been scheduled to debut first. According to comments we have seen at Torque News from outlets such as The Ford Forum the reasons for the product launch flip has been because the new Bronco’s front end fared poorly in focus groups.

Further, there have been rumors that there will be a new pickup based on the Bronco available within a year or so after the Bronco SUV appears. It means that if the rumor-mill is correct, the new Bronco-based pickup will be available sometime in the 2022 to 2023 model year timeframe. Interestingly, this could be an essential version for Ford because there are reports that this will be the challenger to the Jeep Gladiator pickup, an important FCA product.

The Bronco will be an essential vehicle within its segment. It is unlikely to take the sales crown from the Ford F150. Instead, it is likely to be a model that will bring conquest sales as it takes, Ford hopes, takes them away from the Jeep. Meantime, competition for the Ford F150 waits in the wings, eager for the model to make a critical misstep that will allow the competitors to get a foot through the door of increasing market share. Given Ford’s mastery of this segment of the pickup market, the development managers likely know more than just a bit about keeping the Ford F150 as the market’s number one pickup. And, while we know changes are coming for the next-gen Ford F150, there is a certain reluctance, at this point, to discuss the information about the upcoming changes. However, some exciting rumors are coming out, even at this early date.

One thing that seems fairly certain is that Ford there is a significant change coming in the size of the display that will sit in the center of the dash panel. The new screen will likely be either 12 or 13 inches wide. However, it won’t be as deep as some of the displays already out there. For example, some touchscreens extend above the top of the dash. However, the Ford F150 display will likely have a row of buttons above the screen. The row of buttons will control many of the truck’s functions. Since that row of buttons needs space, it will likely limit the Ford F150 display to five inches or so deep. In fact, given the importance of the truck lineup to the corporation’s bottom line, it is more than likely that the automaker will be very reluctant to make significant changes to the placement or size of the screen given its importance to the manufacturer’s bottom line.

As noted in Torque News the other day, sources have been buzzing about the extension of the Tremor truck option to the Ford F150. The reason that there will likely be a Tremor option is that the Super Duty market has been abuzz about the option since the announcement in June that there would be a Tremor available on F250 and F350 Super Duty pickups. It Isn"t The First Timethe Tremor option has been a Ford F150 offering. The last time the automaker offered this option in the Ford F150 lineup was five years ago.

Among the other possible changes coming in the next-gen Ford F150, sources noted that it is more than likely a hybrid will roll off the assembly line. What is not known is whether either the Tremor or the hybrid will be part of the next-gen redo or they will appear as 2020 models.

This dual camera interface allows users to integrate a new or existing rear view camera, and a front or side camera, into the MyTouch 8” factory display in select Ford vehicles. Must have factory or aftermarket backup camera for interface to work. Please refer to the Brandmotion application guide to verify fitment and verify vehicle radio code with compatible radio codes listed on the instructions. Using this interface module, combined with a rear view camera and front or side camera (cameras not included) provides the driver with a complete, unobstructed view of what’s around their vehicle, utilizing their existing factory display.

The new electric F-150 Lightning is a big deal for Ford and, really, for the car industry at large. The F-150 has been the bestselling vehicle in America for over 40 years now, which means an EV F-150 is a big step toward electrifying cars, period.

But it’s mainly a big step for Ford, which is rapidly undergoing a massive transformation into an electric car maker. Ford CEO Jim Farley recently restructured the company into two divisions: Ford Blue, which will focus on gas-powered cars, and Ford Model E, which will be led by ex-Apple and Tesla exec Doug Field and develop EVs and software. Farley is cutting jobs from the gas division and investing in the EV division; it’s no secret where he thinks the future lies.

But there are a lot of steps from here to there, and Ford still has to handle some of the basics, like expanding the charging network for the Lightning and Mustang Mach-E so it can compete with the Tesla Supercharger network. It’s also completely resetting its software strategy in a partnership with Google, with a big transition to Android Automotive and Google services coming in the future. And, of course, there’s the little problem of convincing American truck buyers that an electric F-150 is still… an F-150.

Happily, the F-150 Lightning is a terrific F-150 — and a terrific truck. If you can find one to buy for a reasonable price and you’ve got a handle on charging for how you’ll use it, it’s clearly a better choice than a gas-powered truck.

But the Lightning is not without its issues — Ford can’t make enough to meet demand, just raised prices, and is still trying to get dealers to stop marking available units up by tens of thousands of dollars. And then there’s the software. This is a very fast truck that is also a maddeningly slow computer.

I talk to a lot of car CEOs on the Decoder podcast, and there’s a big idea that comes up consistently in all of those conversations: the notion that cars are becoming smartphones on wheels. Ford’s Farley was explicit about it in his last Decoder appearance, saying that his goal was “a fully networked vehicle… like you said, a computer on wheels.”

Reviewing the Lightning like a computer on wheels makes it clear that while there might be a lot of code in modern cars, there still isn’t a lot of thought about what makes a great user experience for a rolling computer. The Lightning is in some ways a dazzling technical achievement — a reliable mass-produced EV pickup truck that claims 300 miles of range and acceleration that let me keep up with a new Corvette Stingray in an impromptu highway showdown — but also a stopgap as Ford resets its entire software strategy around Android in partnership with Google.

That new Android-based software isn’t shipping on any Ford vehicles until sometime next year, though, and probably not on this generation of F-150s at all. That means, for now, we’re looking at Ford Sync, which, well, it’s Ford Sync. Regular F-150s have a 12-inch landscape center screen running Ford Sync 4; the Mustang Mach-E and the Lightning have a 15.5-inch portrait center screen running Sync 4A, which is the same as Sync 4 with the addition of touchscreen climate controls and widgets that fill out the vertical height of the display.

The result is that the software experience of the Lightning often feels trapped in the past, with no clear path to the future because Ford’s real software efforts lie elsewhere. The instrument cluster features the same cryptic icons and fundamental menu layout Ford has used in its cars forever. That huge portrait infotainment screen is woefully underutilized and the menu layout can feel like a randomly generated maze with no destination. (I’m serious: the top two menu panels are labeled “Controls” and “Settings” but then the screens for individual tabs under “Controls” have buttons labeled “Settings,” as though Ford’s designers all attended a seminar about the relative and evolving nature of all language.)

The screen is laid out into four zones: there’s a menu bar area; what you might call the app window; those widgets; and then the climate controls. Once you start using Sync 4A in the Lightning, you quickly encounter two main issues: one, the whole thing can feel extremely slow; and two, the screen is wildly underused compared to how big it is. You can do one thing at a time on the 15.5-inch screen, and that’s really it. There are oceans of pixels here, but for some reason, you can’t have the map and the radio open at the same time.

There’s a quick action button to navigate back home on the map widget, but it just opens the map app full-screen, defeating the purpose of the widget entirely. I’d love to have CarPlay open to handle my phone and messaging alongside the radio, but that’s not possible, even though the display is clearly big enough to show both at once.

All of that is made worse by how slow everything is. Switching between the radio and the map or the map and CarPlay is… slow. Swiping along the cards is pretty slow. The display canbe responsive, and the games are certainly playable, but in most instances, it’s just slow.

This is the point in any car review where many people are already drafting emails to me about just using CarPlay or Android Auto instead of the stock software, but friends, CarPlay and Android Auto are not good at helping EV owners navigate charging. If you want to plot out a route with accurate range estimates and an effective charging strategy, you have to use the built-in nav — especially since Ford has taken the time to organize charging stations by speed, and seeking out 150kW fast chargers is an important part of the Lightning experience because the battery is so big. Apple and Google are a long way behind on this front.

All of this slowness isn’t so far outside of the realm of car software experiences that it’s a deal-breaker, but Ford’s insistence on using touchscreen climate controls in the Lightning is a real miss. First of all, there are no good touchscreen climate controls on any car; buttons are always better. Second, Ford’s own gas-powered F-150s have physical buttons below the screen for the climate controls, as does the base XLT Lightning and the fleet-oriented Lightning Pro work truck. The problem was already solved, but Ford has taken good and fast buttons and replaced them with a slow and distracting touch interface that is fancy for the sake of being fancy.

Switching on the seat heaters requires multiple taps and swipes. There’s a slider control to change the fan speed. Changing which vents are active opens a detailed render of the truck’s interior, which is not all that useful. Other F-150s let you adjust all of these things with hard buttons, which are vastly simpler to use.

It’s the same with the various cameras. My own late model F-150 has a hard button above the screen to open the cameras, which I use all of the time to park in tight spots and generally navigate the thing, but on the Lightning, opening the cameras takes a few taps on the screen. And once you have the cameras open, the menu to switch between them keeps closing itself for some reason, even though there’s plenty of room on the display to just stay open all the time.

I can keep going. The menu bar at the top of the infotainment screen is littered with unlabeled status icons, like an unloved Android phone. Placing your phone on the wireless charger causes a phone icon to appear in the menubar without any clear indication of what it represents. And using the excellent driver-assistance systems is an exercise in figuring out information the truck doesn’t seem interested in telling you.

Ford’s entire suite of driver-assistance tech is called “BlueCruise,” which is deeply confusing because it means that everything from boring old cruise control to full-on hands-free driving is technically “BlueCruise.” When you turn on adaptive cruise control with active lane assist and it feels like the truck is driving down the highway in hands-free mode, that’s BlueCruise, even though it unhappily beeps at you if you take your hands off the wheel for more than a few seconds. Full hands-free driving is only available on major highways mapped by Ford; the map is fairly comprehensive at this point.

But because it’s all called “BlueCruise,” nothing in the Lightning tells you which specific capabilities are actually available at any particular moment; it just says “BlueCruise.” To figure it out, you just have to switch on the cruise control and see if the little “hands-free” icon appears. I had to email Ford to clarify all of these various modes; nothing on the vast 12-inch instrument cluster or the center screen really made any of them clear.

All that said, the hands-free driving system works great when it’s available. I used it for two 300-mile road trips, and the system is confident and steady and generally made me want to get a Lightning immediately.

Look, some of this makes sense — changing how an iconic vehicle works is tough to do, and the new computer simulating parts of the old system to ease generations of F-150 owners into the future is a safe path. But most of it feels like Ford didn’t know what to do with the massive amount of screen real estate in the Lightning, so it chose not to do very much at all.

Annoyances with the software aside, the Lightning is otherwise a terrific EV and a great truck. I did a bunch of truck stuff with it, including hauling our trash to the dump, and it handled it all with aplomb. In day-to-day use, it acts just like a regular F-150, which is great.

But press the pedal down, and it moves. This is one of the fastest production trucks ever made: the official zero to 60mph time is 4.3 seconds and Car and Driver tested it at just 4. That’s faster than my F-150 Raptor and enough to beat the ridiculous 700-horsepower Ram TRX in some tests. The only consistently faster truck is the Rivian R1T, which can go from zero to 60mph in 3 seconds.

My Raptor is a big truck that can go fast, but the Lightning is something else. It has that instant, smooth EV torque no matter how fast you’re going with none of the downshifts or drama of a gas truck. Driving a regular EV is a fun change from regular cars, but driving the Lightning is a huge change from other trucks: things this big don’t usually move this quickly, and the big battery and lower center of gravity combined with the independent rear suspension keep it planted even over rough bumps that make the rear end of my truck bounce all over the place. It has to be one of the easiest full-size pickups in the world to drive, and you can smoke anyone short of expensive sports cars and other fast EVs basically whenever you want. I love it.

Of course, gunning the Lightning all over town eats up range, and that means you have to deal with charging, both at home and out in the wild. You absolutely need a Level 2 charger at home with the Lightning since the battery is huge and trying to charge it with a standard 110 outlet netted less than one mile of range per hour, which might as well be nothing.

Extended-range Lightnings like our review unit come with Ford’s 80-amp Charge Station Pro, which requires professional installation and allows the Lightning to serve as a backup power source for your home in case of a blackout, but since I only had the thing a week, I just plugged Ford’s 30-amp travel charger into my 240-volt dryer outlet and it charged just fine overnight, at around 15 miles of range an hour. Plugged into a 150kW DC fast charger, Ford says you can go from 15 to 80 percent in 41 minutes. The truck maxes out at 155kW, so hunting for the rare 350kW charger isn’t really worth it.

At 100 percent charge, the Lightning reports its range at 325 miles, but that number quickly drops as you drive around, especially where I live in the mountains. You can plan trips in the FordPass mobile app and send them to the built-in nav, which will plot out chargers along your route. Those charging stops are locked in once you set a route; it would be nice if the system would give you more options along the way.

Charging on the road is mostly handled through Ford’s app and charging network; the company has been building out its network since the Mach-E came out last year, and things are improving but still occasionally spotty. You can sort available chargers by charging speed in the app and on the built-in nav. Chargers in the Ford network can be activated on your phone but not in the truck for some reason. Importantly, I had no problems using plug-and-charge at supported stations, which automatically activates a charger and handles billing just by plugging in. And, of course, you can just pay with a credit card if you want. And while I charged at several Electrify America stations that worked well, there were the usual broken chargers and glitches in getting things started. There’s still a long way to go, but things have started improving in meaningful ways since we reviewed the Mach-E.

One of the big advantages and disadvantages for Ford is that it already makes and sells a lot of F-150s, and it can keep the costs of Lightning down by using a lot of F-150 parts in it. Ford doesn’t have to reinvent the wheel: the Lightning uses the F-150 steering wheel. The seats are just the F-150 seats. The wipers have already been designed.

All that part reuse means Ford can theoretically keep the costs of the Lightning down since it’s already scaled production way up. But batteries are still hard to source, and the company just reopened orders with newly raised prices to account for the supply issues. The base Lightning Pro that’s designed to be a work truck now starts at $46,974. The XLT trim, which is the base consumer model, starts at $59,474. Our review unit is a top-of-the-line Platinum, which has every luxury option you can think of and a sticker price of $96,874, which is $20,000 more than a similarly optioned gas F-150 Platinum. Those are Ford’s prices, though; dealers have been marking Lightnings way up to $150,000 and more.

That’s actually the biggest problem with the Lightning: it’s more or less impossible to buy. While some customers are starting to get their early preorders and Ford is ramping up production as fast as it can, Farley told me that the company won’t be able to build enough Lightnings to fill all of the preorders, let alone meet demand. The goal is to build 150,000 Lightnings a year, but right now, there just aren’t enough batteries to get there. Ford is investing in battery plants, expanding the Lightning factory, and hiring more people, but it’s all just going to take time.

Until then, either you’re stuck waiting on the preorder list until next year or you’re fighting it out with dealers. Ford’s trying to get all of those dealers back in line, but there’s a lot of history there and a lot of challenges along the way. But if the Lightning is going to actually be as important of an EV as it should be, Ford’s got to figure all of that out.

In the end, there’s two ways to look at the Lightning. First, it’s a terrific electric F-150 that will ease a lot of truck owners into an EV. And in that way, it’s a huge success. If I could actually find one to buy for a reasonable price, I’d trade in my gas-powered F-150, issues with the software aside. (I would plan to immediately trade it in again once the version with Android-based Sync comes out, though.)

But that software points to Ford’s bigger challenge, which is that the Lightning sometimes feels caught between two worlds. Right now, it’s very much a truck with a slow tablet in it. Letting this thing really be a computer on wheels would take the Lightning from really good to historically great.

Gauges -inc: Speedometer, Odometer, Voltmeter, Oil Pressure, Engine Coolant Temp, Tachometer, Transmission Fluid Temp, Trip Odometer and Trip Computer

SYNC 4 -inc: 8" LCD capacitive touchscreen w/swipe capability, wireless phone connection, cloud connected, AppLink w/App catalog, 911 Assist, Apple CarPlay and Android Auto compatibility and digital owners manual

When you spend money on a new Ford F150 you certainly hope that everything works. This especially includes the display screen as it is the source of so much information and control functionality. Sometimes however things will break down and the display screen is not immune to this.

In the post we"ll take a look at some of the reasons your Ford F150 display screen may stop working and what you might be able to do to fix the issue.

It’s one of the most prominent aspects of your truck"s cabin and the source of many of your control functions so when it’s not working it"s very obvious. We may be over reliant on certain driver aids but when we do not have them anymore it can cause real problems. In the below table we will touch upon some of the likely issues that can happen to a Ford F150 display screen.

The above faults are among the most common complaints with the Ford F150 display and the solutions are the possible easiest fixes. Generally speaking a faulty display will either be blank or frozen making it of little use.

The display screen we have in our Ford F150 is technically referred to as the front display interface module (FDIM). This is part of the SYNC3 system which displays communications and options to the truck user.

When the SYNC 3 fails the screen may go black or become blue. There are many possible reasons for this to happen, most of which will require a reset to remedy. This screen issue may just happen for a few seconds or remain off until something is done.

It should be noted that the issue sometimes may not be with the display screen itself or the touch screen capability. The screen may be in perfect working order but an external power issue could be leaving it blank.

When it comes to electronics, if we learn nothing from IT experts we should at least pick up on their golden mantra “Have you tried turning it off and back on again?” We do this with computers, phones, smart TVs and a whole host of other electronics so why not the Ford F150 display screen?

If the screen comes back on you may be all set and there will be no further issues at this time. However if the screen is still blank then it"s time for next steps.

Sometimes a simple reset doesn’t shift the issue and you have to take a more hands on approach to fixing the issue. This might mean the issue requires a factory reboot in order to get things back on track. The fault may be an indication that Sync 3 needs to be reset so follow these simple steps to achieve this

If a reset and a reboot get you nowhere then it’s time to start searching for physical reasons that the display screen is not working correctly. This may be a simple blown or defective fuse. A little exploration may lead you to the answer.

In the passenger side footwell on the far right hand side you should find the cabin fuse box. You should be sure the car is turned off before opening this. Once safe to do so, open up the fuse box and pull the fuse. This fuse is generally numbered .32 in newer Ford F150 models.

The fuse may be visibly burned out and if this is the case then you need to replace it without delay. In the table below you will see a list of the fuses that you may need to pull based on the truck"s age and the specific issue.

If the fuse is fine or if after replacing the fuse the problem persists then there must still be a further issue to remedy. Another component that can cause issues with the display system could involve the wiring.

A common issue in 2019 Ford F150s is the display screen turning off while driving. This inexplicable sudden failure can be connected to damaged or loose wiring. The action of driving can cause movement throughout the vehicle.

Overtime wire connections can become loose or wires may run against each other causing wear. A visual inspection of the connecting wires that run from the heads up display may help you to identify the issue in short order.

If you encounter wires that have come loose you can try to tighten them back up. This may fix the issue of the screen cutting out intermittently. If you see a damaged wire and have the requisite skills you might even be able to repair or replace this yourself.

When it comes to electronics in your truck they are all dependent upon the charge supplied by the car"s battery. As well, while driving along the alternator uses engine rotation to create an electrical charge. This charge is transferred to the battery and in turn goes to power out display screen, heating, cooling and other electrical devices.

If the battery is not holding a charge or the alternator is functioning poorly then there may just not be enough electrical current in the system to power your display screen. The current is also needed for sparking the ignition of fuel in the cylinders so any misfiring from the engine may indicate issues with low power as well.

You may need to get a replacement battery or have your alternator checked. This could help improve the electrical output in your truck and fix the issue with your display screen.

Your ability to fix the screen issue on your own depends on the severity of the issue and your own personal level of skill. Reset and reboots are generally easy as are fuse replacements. When it comes to wiring you may need to enlist more professional assistance.

If the issue is the car battery you might be able to replace this yourself if you have the correct tools but a broken alternator may be a little technical for some Ford F150 owners.

Generally speaking, do what you feel comfortable doing. If you have any doubt regarding your ability to complete a fix there is no shame in visiting an expert.

There can be a number of reasons for a Ford F150 display screen to develop an issue. They may be easy to repair or could indicate a deeper problem. There are steps you can try to eliminate some possibilities to help hone in on the real issue.

If you feel confident fixing this electrical equipment then this is certainly something you can attempt. You should be aware however that for vehicles still in warranty attempting certain repairs may be a costly mistake.

Diagnosing the problem as something you do not feel able to tackle should be an indication that it’s time to visit a mechanic who can help you with the issue. There’s no worse a feeling than breaking something more when trying to make things right.

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Detail by detail, some outlines of the next-generation Ford F150 become clearer. For starters, the new model will likely roll out before the new Bronco, which had been scheduled to debut first. According to comments we have seen at Torque News from outlets such as The Ford Forum the reasons for the product launch flip has been because the new Bronco’s front end fared poorly in focus groups.

Further, there have been rumors that there will be a new pickup based on the Bronco available within a year or so after the Bronco SUV appears. It means that if the rumor-mill is correct, the new Bronco-based pickup will be available sometime in the 2022 to 2023 model year timeframe. Interestingly, this could be an essential version for Ford because there are reports that this will be the challenger to the Jeep Gladiator pickup, an important FCA product.

The Bronco will be an essential vehicle within its segment. It is unlikely to take the sales crown from the Ford F150. Instead, it is likely to be a model that will bring conquest sales as it takes, Ford hopes, takes them away from the Jeep. Meantime, competition for the Ford F150 waits in the wings, eager for the model to make a critical misstep that will allow the competitors to get a foot through the door of increasing market share. Given Ford’s mastery of this segment of the pickup market, the development managers likely know more than just a bit about keeping the Ford F150 as the market’s number one pickup. And, while we know changes are coming for the next-gen Ford F150, there is a certain reluctance, at this point, to discuss the information about the upcoming changes. However, some exciting rumors are coming out, even at this early date.

One thing that seems fairly certain is that Ford there is a significant change coming in the size of the display that will sit in the center of the dash panel. The new screen will likely be either 12 or 13 inches wide. However, it won’t be as deep as some of the displays already out there. For example, some touchscreens extend above the top of the dash. However, the Ford F150 display will likely have a row of buttons above the screen. The row of buttons will control many of the truck’s functions. Since that row of buttons needs space, it will likely limit the Ford F150 display to five inches or so deep. In fact, given the importance of the truck lineup to the corporation’s bottom line, it is more than likely that the automaker will be very reluctant to make significant changes to the placement or size of the screen given its importance to the manufacturer’s bottom line.

As noted in Torque News the other day, sources have been buzzing about the extension of the Tremor truck option to the Ford F150. The reason that there will likely be a Tremor option is that the Super Duty market has been abuzz about the option since the announcement in June that there would be a Tremor available on F250 and F350 Super Duty pickups. It Isn"t The First Timethe Tremor option has been a Ford F150 offering. The last time the automaker offered this option in the Ford F150 lineup was five years ago.

Among the other possible changes coming in the next-gen Ford F150, sources noted that it is more than likely a hybrid will roll off the assembly line. What is not known is whether either the Tremor or the hybrid will be part of the next-gen redo or they will appear as 2020 models.

At Rostra, we’re pleased to announce a large expansion to our factory-installed LCD screen interface camera system program. Now available for ordering, our RearSight® interface application listing includes plug-and-play kits for many popular GM, Chrysler, Hyundai, Mazda, Ford, Subaru, and Toyota vehicles. The applications found in the guide below include either our discrete wedge-shaped CMOS camera, our teardrop CMOS or CCD camera, or a custom tailgate-handle integrated CMOS camera (available in black and chrome) to retain the factory look of a truck’s tailgate.

Please note that some of these systems do require programming by a dealership to activate the camera once installed, but the necessary steps for these procedures are outlined in the instructions included with each kit and labeled as “DAR: Yes or No” on this guide.

Installer is advised to remove the factory LCD screen and verify that the original Ford screen part number matches those in the list below before ordering:

Note: The 250-8420-MOD system requires a vehicle to have a pre-existing, original equipment backup camera. 250-8420-MOD is only for use as an auxiliary camera such as a side or front-view system.

Note: The 250-8420-MOD system requires a vehicle to have a pre-existing, original equipment backup camera. 250-8420-MOD is only for use as an auxiliary camera such as a side or front-view system.

Please note, our RearSight® factory LCD screen interface systems are only sold through authorized distributors. Please contact Rostra to locate a distributor in your area for your original equipment touch screen camera interface system.