FORD KUGA 2011 1.G Workshop Manual

E96872
1
2
3
5
4
6
7
8
Description
Item
Electrical connection
1
Solenoid coil
2
Engine oil pressure supply bore and ring
groove for camshaft adjustment unit
chamber A
3
Tappet
4
Engine oil pressure supply bore for
camshaft adjustment solenoid
5
Engine oil pressure supply bore and ring
groove for camshaft adjustment unit
chamber B
6
Spring
7
Engine oil return bore
8
MAF sensor
E58185
1
2
43
565
Description
Item
Housing
1
Housing cover
2
Control electronics
3
Sensor element
4
Sensor measuring cell
5
Heating zone
6
The MAF sensor works on the ‘hot-film principle’.
The MAF sensor is powered via the Powertrain
Control Module relay in the BJB. The MAF sensor
is connected to ground via the PCM.
The MAF sensor sits in a molded part which
protrudes into the center of the air cleaner's outlet
pipe. From this position, it measures the air mass
drawn in by the engine.
The air mass aspirated by the engine is determined
on the basis of the cooling effect of the intake air
via a hot-film element in the MAF sensor. The
greater the aspirated air mass, the greater the
cooling effect and the lower the electrical resistance
of the hot-film element. The electronics in the MAF
sensor process this resistance value and send a
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voltage signal to the PCM corresponding to the
aspirated air mass.
This analogue voltage signal is between 0.5V and
5V. Low mass of intake air produces a low voltage
signal. A high mass of intake air produces a
correspondingly high voltage signal.
The MAF sensor is also capable of detecting the
backflow of the intake air. A sensor element is
heated electrically on the integrated chip and then
cooled by the air flowing through. The regulating
switch supplies the heating current in such a way
that it attains a constant excess temperature in
comparison to the intake air. The mass air flow and
the direction of flow can be derived from this
heating current (given in the form of a signal
voltage). Below a certain voltage value there is a
return flow. The direction is flow is registered by
two sensors pointing in different directions. The
measurement does not require a great deal of
software processing effort, even with a strongly
pulsating mass air flow.MAPT
E96146
The MAPT sensor combines two sensors in one
housing. These are the MAP sensor and the IAT
sensor. They take the form of a piezoelectric
resistor and an NTC resistor.
The MAP sensor receives a reference voltage of
5V from the PCM. The output signal from the MAP
sensor element is an analog voltage signal which
changes proportionately to the prevailing pressure
in the intake manifold.
The IAT sensor records the temperature of the
intake air downstream of the intercooler.
APP sensor
00
E96668
1
2
43
AV
56
7
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Description
Item
Amperes
A
Volts
V
Valve rotor
1
Electronics
2
Primary coil
3
Secondary coil
4Description
Item
Analog alternating current
5
Generated PWM signal.
6
PCM
Comments:PWM signal is converted in the GEM
and forwarded via the CAN data bus.
7
The APP sensor is a double contactless inductive
sensor. The APP sensor is integrated with the
accelerator pedal in the accelerator pedal module.
The inductive sensor essentially works in a similar
way to a transformer. The incoming DC voltage
first has to be converted into AC voltage.
Depressing the accelerator pedal moves a rotor.
This induces the AC voltage from the primary coil
into the secondary coil. The strength of the
induction depends on the position of the rotor:
• no accelerator-pedal actuation: low induction, i.e. low amplitude of the AC voltage,
• full accelerator-pedal actuation: high induction, i.e., high amplitude of the AC voltage.
To allow the PCM to process the AC voltage signal
output by the secondary coil, the signal must first
be converted into a PWM signal in the sensor
electronics.
In the APP sensor the signals are split as follows:
– APP 1 = PWM signal to the GEM and from there via the CAN data bus to the PCM.
– APP 2 = the analogue DC (direct current) signal is sent directly to the PCM.
Both signals are monitored by the PCM for
plausibility.
CPP sensor
E70695
The sensor works on the Hall-effect principle and
records the position of the piston in the master
cylinder without contact. The permanent magnet
required for recording the position is located in the
piston of the clutch master cylinder.
The signal from the CPP sensor is recorded by the
GEM and transmitted to the CAN via the PCM bus.
BPP switches
E94800
The BPP switch is designed as normally-closed
contact. In its rest state the switch is closed and
sends an earth signal to the GEM.
The brake light switch is designed as
normally-open contact and is open in its rest state.
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Air conditioning (A/C) pressure sensor
E74157
The A/C pressure sensor is installed on the
high-pressure side of the A/C. The input voltage is
5V, the output voltage is between 0.5V and 4.5V
depending on the cryogenic fluid pressure. When
the cryogenic fluid pressure is low, the output
voltage is also low.
Voltage (Volts)
Pressure (bar)
3.9 - 4.0
Approx. 30
3.3 - 3.4
Approx. 25
2.7 - 2.8
Approx. 20
2.1 - 2.2
Approx. 15
1.6 - 1.7
Approx. 10
1.0 - 1.1
Approx. 5
0.5 - 0.7
Approx. 1
Throttle control unit
E74167
1
2
Description
Item
TP sensor
1
Electric motor
2
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E74168
1
23456
Description
Item
Stop screw
1
Toothed segment
2
Throttle flap spindle
3
Throttle flap return spring
4
Joint shaft
5
Electric motor with pinion
6
CAUTION: The throttle control unit must
not be repaired or adjusted. The stop of
the throttle valve must on no account be
adjusted.
If there is a fault, the throttle is returned to its
original position by means of the throttle valve
return spring. In this position, the throttle valve is
still slightly open. As a result, a higher idle speed
is set, enabling the vehicle to be driven, though
within narrow limits.
ECT sensor
E94804
The ECT sensor is designed as an NTC resistor.
A voltage of 5V is applied to the ECT sensor by
the PCM. The PCM is able to determine the coolant
temperature from the temperature-dependent
voltage drop at the sensor.
Cooling fan module
E94806
The cooling fan module is directly supplied with
battery power via a 60A fuse in the BJB. The
radiator fan speed is controlled by the PWM via a
PCM signal.
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injectors
E96472
2
3
4
5
6
7
8
1
2
Description
Item
Electrical connector
1
Seal
2
Fuel inlet with fine sieve
3
Housing
4
Coil
5
Spring
6
Valve needle with solenoid armature
7
Valve seat with nozzle hole disk
8
The fuel injectors consist of a housing with fuel
passages, a coil and an injector needle with a
solenoid armature. The fuel inlet in the injector
features a fine sieve. There are two holes in the
nozzle hole disk. These are arranged so that two
jets of fuel emerge. Each jet supplies one intake
valve of the respective cylinder.
Ignition coil-on-plug
E73516
2
1
3
4
5
6
7
8
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Description
Item
Coil-on-plug ignition coil
1
Spark plug connector
2
Low-voltage connection
3
Laminated soft-iron core
4Description
Item
Primary winding
5
Secondary winding
6
Spark plug
7
High-voltage connection via spring contact
8
In an ignition system with coil-on-plug ignition coils,
each cylinder is actuated individually and only once
per cycle (working stroke). The coil-on-plug ignition
coils are mounted directly on the spark plugs,
therefore no ignition cables are required between
the ignition coils and the spark plugs.
Each individual ignition coil is actuated on the
low-voltage side by the PCM. The power
end-stages are incorporated into the coil-on-plug
ignition coils. Only the actuating current for these
power end-stages is controlled by the PCM.
Fuel pressure/fuel temperature sensor
E73531
The fuel pressure/fuel temperature sensor is a
combination of two sensors, one for the fuel
absolute pressure and one for the fuel temperature.
The sensors register the fuel values in the fuel
injection supply manifold. The sensor is supplied
with a 5V voltage by the PCM.
The fuel pressure sensor is a piezoresistor and
works using an analog signal. The change in output
voltage mirrors the change in pressure in the fuel
rail. If the pressure is low, the output voltage is also
low.
The fuel temperature sensor is an NTC resistor.
When the fuel pressure/fuel temperature sensor is
disconnected, the resistance of the fuel
temperature sensor between connections 1 and 2
of the sensor can be measured.
Resistor
Temperature
5896 Ohm
0° C
3792 Ohm
10° C
2500 Ohm
20° C
1707 Ohm
30° C
1175 Ohm
40° C
The values of the fuel pressure/fuel temperature
sensor can be read out with IDS. The displayed
values are absolute values (fuel pressure +
atmospheric pressure).
Wastegate control valve
E73539
The boost control solenoid valve is a 2/3-way valve
that is actuated with a PWM signal. This allows the
valve opening to be steplessly adjusted.
Power (battery voltage) is supplied via the
Powertrain Control Module relay in the BJB. The
solenoid coil resistance is around 23 ohms at 20°
C.
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Engine oil level, temperature and quality
sensor
E95312
The sensor is a combined oil level and oil
temperature sensor.
The sensor consists of:
• Electrical connector
• Integral electronics
• PTC resistor
• Capacitive element consisting of two tubes witha space between them. The one tube represents
the positive side, the other the negative. The oil
between the tubes creates the capacitive
properties.
The sensor receives a 5V voltage from the PCM.
The sensor generates a PWM signal that is sent
to the PCM.
Exterior aor temperature sensor
The outside air temperature sensor is a NTC
resistor and is supplied with a 5V voltage by the
PCM.
The resistance of, and consequently the voltage
from, the outside air temperature sensor changes
as a function of temperature.
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Electronic Engine Controls
General EquipmentFord diagnostic equipment
Inspection and Verification
1. Verify the customer concern.
2. Visually inspect for obvious signs of mechanical or electrical damage.
Visual Inspection Chart
Electrical
– Fuse(s)
– Wiring harness
– Electrical connector(s)
– Relay(s)
– Sensor(s)
– Switch(es)
– Powertrain control module (PCM)
3. If an obvious cause for an observed or reported concern is found, correct the cause (if possible)
before proceeding to the next step
4. If the cause is not visually evident, verify the symptom and refer to the Ford diagnostic
equipment to diagnose the system.
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Camshaft Position (CMP) Sensor(29 232 0)
Removal
NOTE:Removal steps in this procedure may
contain installation details.
1. Refer to: Battery Disconnect and Connect
(414-01 Battery, Mounting and Cables,
General Procedures).
2. CAUTION: Make sure that the inside of the pipe ends are clean and free of oil
residue.
E65070
3. CAUTION: Make sure that the inside ofthe pipe ends are clean and free of oil
residue.
1. Torque: 10Nm
2. Torque: 4Nm
3. Torque: 10Nm
2
1
3
E68504
4.Torque: 10Nm
E65073
x6
5.Torque: 10Nm
E67947
Installation
1. NOTE: Make sure that the sensor housing is
clean and free of foreign material.
To install, reverse the removal procedure.
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