front FORD KUGA 2011 1.G Workshop Manual

67.Install the following items:
1. Refer to: Battery(414-01 Battery, Mounting
and Cables, Removal and Installation).
2. Refer to: Cowl Panel Grille (501-02 Front
End Body Panels, Removal and
Installation).
68.
E79327
69. Refer to: Cooling System Draining and Vacuum
Filling (303-03 Engine Cooling, General
Procedures).
70. Refer to: Power Steering System Filling (211-00
Steering System - General Information,
General Procedures).
71. Refer to: Door Window Motor Initialization
(501-11 Glass, Frames and Mechanisms,
General Procedures).
G1191241en2008.50 Kuga8/2011
303-01- 138
Engine— 2.5L Duratec (147kW/200PS) - VI5303-01-
138
INSTALLATION
TO MODEL INDEX
BACK TO CHAPTER INDEX
FORD KUGA 2011.0MY WORKSHOP REPAIR MANUAL

Coolant Pump — 2.5L Duratec (147kW/200PS) - VI5(24 404 0)
General EquipmentTrolley Jack
Removal
NOTE: Removal steps in this procedure may
contain installation details.
1. Drain the cooling system.
Refer to: Cooling System Draining and Vacuum
Filling (303-03 Engine Cooling, General
Procedures).
2. Remove the timing belt.
Refer to: Timing Belt (303-01 Engine - 2.5L
Duratec (147kW/200PS) - VI5, Removal and
Installation).
3. CAUTION: Use a wooden block to protect the oil pan when supporting the
engine.
Position the trolley jack with the wooden block
under the oil pan. Raise the trolley jack until the
front of the engine is free from load and the
coolant pump bolts can be accessed.
General Equipment: Trolley Jack
4. Torque: 17
Nm
E63823
x4
5.Lower the engine.
General Equipment: Trolley Jack 6.
Torque: 17
Nm
x3
E63856
Installation
1. NOTE: Install all the bolts finger tight before
final tightening.
To install, reverse the removal procedure.
G544632en2008.50 Kuga8/2011
303-03- 10
Engine Cooling
303-03- 10
REMOVAL AND INSTALLATION
TO MODEL INDEX
BACK TO CHAPTER INDEX
FORD KUGA 2011.0MY WORKSHOP REPAIR MANUAL

Turbocharger(23 612 0)
General EquipmentCable Ties
Hose Clamp Remover/Installer
Materials
Specification
Name
SA-M1C9107-A / YS5J-
M1C9107-AA
Grease KS-PS
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. Refer to: Cooling System Draining and Vacuum
Filling (303-03 Engine Cooling, General
Procedures).
3. Refer to: Cowl Panel Grille (501-02 Front End
Body Panels, Removal and Installation).
4.
E65070
5. CAUTION: Make sure that the inside of the pipe ends are clean and free of oil
residue.
1. Torque: 10Nm
2. Torque: 4Nm
3. Torque: 10Nm
2
1
3
E68504
6.
E67948
2
1
7.Torque: 26Nm1.
2. Torque: 26
Nm
3. Refer to: Lifting(100-02 Jacking and Lifting,
Description and Operation).
Torque: 38
Nm
E112143
3
2
1
G1079058en2008.50 Kuga8/2011
303-04B- 11
Fuel Charging and Controls - Turbocharger
—
2.5L Duratec (147kW/200PS) - VI5
303-04B- 11
REMOVAL AND INSTALLATION
TO MODEL INDEX
BACK TO CHAPTER INDEX
FORD KUGA 2011.0MY WORKSHOP REPAIR MANUAL

Air Conditioning (A/C) Compressor Belt(21 567 0)
Removal
1.Remove the right-hand front wheel and tire.
Refer to: Wheel and Tire (204-04 Wheels and
Tires, Removal and Installation).
2.
E65955
3.
E64285
4.
E64286
2
1
Installation
1. To install, reverse the removal procedure.
G545010en2008.50 Kuga8/2011
303-05- 13
Accessory Drive— 2.5L Duratec (147kW/200PS) - VI5303-05-
13
REMOVAL AND INSTALLATION
TO MODEL INDEX
BACK TO CHAPTER INDEX
FORD KUGA 2011.0MY WORKSHOP REPAIR MANUAL

Description
Item
CKP sensor
1
Tooth pitch
2
Flywheel ring gear
3
Reference mark
4
Voltage (sinusoidal-like signal curve)
5Description
Item
60-2 pulses per revolution of the
crankshaft
6
Tooth center
7
Reference mark
8
Tooth pitch
9
The acceleration of the flywheel at each power
stroke results in a change in the CKP signal.
During the power stroke, the combustion pressure
acting on the piston causes an acceleration of the
crankshaft and thus also of the flywheel. This is
apparent in the voltage curve from slightly higher
frequencies and amplitudes of the CKP signal.
Calculation of the ignition angle
Since propagation of the flame front in the air/fuel
mixture always takes the same amount of time, the
ignition of the air/fuel mixture has to take place
earlier or later depending on the engine speed.
The higher the speed, the earlier ignition must
occur. This ensures that maximum combustion
pressure is achieved immediately after Top Dead
Center and that maximum combustion pressure
acts on the piston.
When starting the engine, ignition timing is
determined by the CMP purely from the ignition
map and information on camshaft position (CKP
sensors) and crankshaft position (PCM sensor).
As soon as the engine is running, the following
data are used as a basis for calculating the ignition
angle:
• the engine speed,
• the engine load,
• the coolant temperature and
• the KS signal.
The ignition angle has a major impact on engine
operation. It affects
• engine performance
• exhaust emissions
• fuel consumption,
• combustion knock behavior and
• engine temperature.
The higher the engine load, i.e. the torque demand,
the richer the air/fuel mixture, the longer the
combustion period and the earlier the ignition. The PCM calculates engine load using the MAF
sensor signal, the throttle position and engine
speed. This is done using ignition maps that are
stored in the PCM. The ignition timing is adjusted
according to the operating condition of the engine,
for cold starting for example.
Ignition map
2
E96319
1
3
Description
Item
Engine load.
1
Engine speed
2
Ignition angle
3
The ignition maps were calculated in a series of
tests. Particular attention is paid to the emission
behaviour, power and fuel consumption of the
engine. The ignition map is stored in the data
memory of the PCM.
By adjusting the ignition timing it is also possible
to influence the engine speed to some extent
without having to change the throttle valve position.
This has advantages for idling stabilization, as the
engine speed and hence the engine torque respond
far more quickly to a change in the ignition timing
G1021908en2008.50 Kuga8/2011
303-14- 19
Electronic Engine Controls— 2.5L Duratec (147kW/200PS) - VI5303-14-
19
DESCRIPTION AND OPERATION
TO MODEL INDEX
BACK TO CHAPTER INDEX
FORD KUGA 2011.0MY WORKSHOP REPAIR MANUAL

than to a change in the throttle valve position. The
ignition timing also changes much more quickly.
To keep the ignition point as close as possible to
the knock limit and so optimize the efficiency of the
engine, two KS are installed in the engine, which
pick up the mechanical vibrations of the engine
and convert them into an electrical signal for the
PCM.
TIE42093
1
2
A
B1
2
Description
Item
Normal combustion
A
Knocking combustion
B
Pressure characteristic in cylinder
1
Output signal from KS
2
The term "knocking" is used to describe
combustion processes in which the flame front
propagation speed reaches the speed of sound.
This can happen towards the end of combustion
in particular, when unburnt air/fuel mixture on the
combustion chamber walls self-ignites due to the
increase in pressure following initiation of regular
combustion. The resulting pressure peaks damage
the pistons, cylinder head gasket and cylinder
head.
The cylinder in which combustion knock is
occurring is identified from the camshaft position (CMP sensors) and crankshaft position (CKP
sensor) information.
If the PCM detects combustion knock, the ignition
timing for the cylinder in question is gradually
retarded for a few crankshaft revolutions until
combustion knock stops. After that the ignition point
is slowly returned to the calculated value. This
facilitates individual cylinder ignition, which makes
it possible for the engine to operate at optimum
efficiency at the knock limit.
Engine fueling
Fuel is supplied by a non-return fuel system.
Fuel pressure and fuel delivery rate are regulated
by the PCM with the aid of the FPDM. The fuel
pump is supplied with a cycled voltage by the
FPDM. By cycling the voltage, the fuel pump output
can be steplessly adjusted. The fuel pressure can
be steplessly regulated between 3 and 5 bar.
Adjusting the fuel pump output has the following
advantages:
• The fuel pump's power consumption is reduced,
thereby reducing the load on the vehicle's power
supply system.
• The fuel pump's service life is increased.
• Fuel pump noise is reduced.
Fuel pressure regulator
The PCM calculates the required fuel pressure
based on the operating conditions. The PCM
transmits a corresponding PWM signal to the
FPDM. With the aid of this signal, the FPDM
actuates the pump by sending, in turn, a PWM
signal to the ground connection of the fuel pump.
The fuel pump can be steplessly regulated by
varying the pulse width of the PWM signal.
The PCM continuously monitors the fuel pressure
in the fuel rail by means of the fuel temperature/fuel
pressure sensor. If the pressure deviates from the
calculated value, the PCM adapts the PWM signal
to the FPDM accordingly. Thus the fuel pressure
levels out at approx. 4 bar.
For safety reasons, the PCM switches off fuel
delivery if the SRS (supplemental restraint system)
module detects a crash.
Regulation of injected fuel quantity
The electromagnetically controlled injectors dose
and atomize the fuel. The quantity of injected fuel
is regulated by the duration of actuation of the fuel
injectors. The fuel injectors are either closed (not
G1021908en2008.50 Kuga8/2011
303-14- 20
Electronic Engine Controls— 2.5L Duratec (147kW/200PS) - VI5303-14-
20
DESCRIPTION AND OPERATION
TO MODEL INDEX
BACK TO CHAPTER INDEX
FORD KUGA 2011.0MY WORKSHOP REPAIR MANUAL

actuated) or opened (actuated). Each cylinder has
its own injector. The injection is accurately dosed
and takes place at a time determined by the PCM.
Injection takes place immediately in front of the
intake valves of the cylinder. The injectors are
actuated ground side via end-stages integrated
into the PCM and using the signal calculated by
the engine management system. Power is supplied
via the Powertrain Control Module relay in the BJB.
The injected fuel quantity depends on the opening
time, the fuel pressure and the diameter of the
nozzle holes.
The fuel metering is determined via open or
closed-loop control.
The open control loop differs from the closed
control loop in that the lambda control is
deactivated.
The PCM switches from closed to open-loop control
if the HO2S cools down to below 600°C or fails, as
well as when accelerating, coasting and at full load.
Regulation of injected fuel quantity via the PCM
involves:
• controlling the fuel pump,
• calculating the required quantity of fuel forengine starting,
• observance of the desired air/fuel ratio,
• calculating air mass,
• and calculating the fuel quantity for the different operating states and corresponding fuel
adjustment measures.
Open loop control
Open loop control is used primarily for fuel
injection, as long as the signals of the HO2S are
not involved in the calculation of the PCM.
The two most important reasons that make it
absolutely essential to run the engine without
lambda control (open-loop control) are the following
operating conditions:
• Cold engine (starting, warm-up phase)
• Full-load operation (WOT (wide open throttle))
Under these operating conditions the engine needs
a rich air/fuel mixture with lambda values below λ
= 1 in order to achieve optimum running or
optimum performance.
It is possible to keep this unregulated range very
small by using a broadband HO2S.
Closed-loop control
Closed loop control ensures strict control of
exhaust emissions in conjunction with the TWC (three-way catalytic converter) and economical fuel
consumption. With closed loop control, the signals
from the HO2S are analyzed by the PCM and the
engine always runs in the optimum range of λ = 1.
In addition to the normal HO2S, the signal from the
monitoring sensor for the catalytic converter is also
included in the control. The lambda control is
optimized on the basis of this data.
Certain factors such as wear, component
tolerances or more minor defects such as air leaks
in the intake system are compensated for by
lambda control. If the deviation occurs for a longer
period of time, this is recorded by the adaptive
(self-learning) function of lambda control. In this
instance, the entire map is shifted by the
corresponding amount, to enable control to
commence once again from the virtual baseline.
These adaptive settings are stored in the PCM and
are also used in open-loop control conditions.
If the adaptive value is too high or too low, an error
is stored in the fault memory of the PCM.
Oxygen sensor (HO2S) and catalyst monitor
sensor
A broadband HO2S is used as the HO2S. The
HO2S is located in front of the TWC. The catalyst
monitor sensor is located in the center of the TWC
so that it can detect any deterioration in the
cleaning performance of the TWC more quickly.
The HO2S measures the residual amount of
oxygen in the exhaust before the TWC.
The catalyst monitor sensor measures the amount
of oxygen in the exhaust gas after or in the TWC.
Both the HO2S and the catalyst monitor sensor
transmit these data to the PCM.
The broadband HO2S works at temperatures of
between 650°C and 900 °C. If the temperature
rises above 1000°C, the oxygen sensor will be
irreparably damaged.
To reach optimum operating temperature as quickly
as possible, an electrically-heated oxygen sensor
is installed. The heating also serves to maintain a
suitable operating temperature while coasting, for
example, when no hot gases are flowing past the
oxygen sensor.
The heating element in the HO2S is a PTC
(positive temperature coefficient) resistor. The
heating element is supplied with battery voltage as
soon as the Powertrain Control Module relay
engages. The HO2S is earthed via the PCM. As
the heating current is high when the element is
cold, it is limited via PWM in the PCM until a certain
G1021908en2008.50 Kuga8/2011
303-14-
21
Electronic Engine Controls— 2.5L Duratec (147kW/200PS) - VI5303-14-
21
DESCRIPTION AND OPERATION
TO MODEL INDEX
BACK TO CHAPTER INDEX
FORD KUGA 2011.0MY WORKSHOP REPAIR MANUAL

E125525
Design:
• The gear ratios are achieved by means of acombined planetary gear set on the input side
and a Simpson set on the output side.
– The combined planetary gear set consists oftwo different, simple planetary gear sets. It
has a similar structure to a Ravigneaux set,
but with just one sun gear that engages with
the front planetary gears.
• Three multi-plate clutches
• Four multi-plate brakes • One band brake
• Two one-way clutches
The TCM adapts the gear changing to ensure that
the correct gear is selected for the style of driving,
the engine load, driver requirements, vehicle speed
etc.
The TCM features a self-learning strategy.
This leads to lower fuel consumption together with
improved comfort through smoother gear changes
and lower noise levels.
Gear ratios of the individual gears
Transmission Ratio
Gear
4.576
First
2.980
Second
1.948
Third
1.318
Fourth
1.000
5th
5.024
Reverse
1.018
Intermediate shaft
2.652
Differential
G1163604en2008.50 Kuga8/2011
307-01- 7
Automatic Transmission/Transaxle
— Vehicles With:
5-Speed Automatic Transaxle - AW55 AWD
307-01- 7
DESCRIPTION AND OPERATION
TO MODEL INDEX
BACK TO CHAPTER INDEX
FORD KUGA 2011.0MY WORKSHOP REPAIR MANUAL

Function of the shift solenoids in the gears
S5
S4
S3
S2
S1
Gear
Off
Off
On
On
On
1
Off
Off
On
Off
Off
2
Off
On
On
Off
Off
3
Off
On
Off
Off
Off
4
Off
On
Off
On
Off
5
Overview of the brakes, clutches and
one-way clutches
E112793
1234
5
12
13
Description
Item
Clutch C2: Connects the input shaft with
the sun gear.
1
Clutch C1: Connects the input shaft with
the rear gear.
2
Brake B3: Locks the annulus of the front
planetary gear.
3
One-way clutch F2: Locks the front
annulus in the counterclockwise direction.
4
Brake B2: Prevents the sun gear on the
input shaft from turning counterclockwise.
5Description
Item
Brake B1: Locks the sun gear on the input
shaft.
6
One-way clutch F1: Prevents the sun gear
on the input shaft turning counterclockwise
when B2 is activated.
7
Park System
8
Clutch C3: Connects the sun gear with the
front planetary gear carrier on the output
shaft.
9
Brake band B4: Blocks the the sun gear
on the output shaft.
10
G1163604en2008.50 Kuga8/2011
307-01-
11
Automatic Transmission/Transaxle
— Vehicles With:
5-Speed Automatic Transaxle - AW55 AWD
307-01- 11
DESCRIPTION AND OPERATION
TO MODEL INDEX
BACK TO CHAPTER INDEX
FORD KUGA 2011.0MY WORKSHOP REPAIR MANUAL

E127357
1234
5
12
13
Description
Item
5th gear and reverse gear clutch (C2)
1
1st - 5th gear clutch (C1)
2
Reverse gear brake (B3)
3
1st gear one-way clutch (F2)
4
2nd - 5th gear brake (B2)
5
2nd - 4th gear brake (B1)
6
2nd - 4th gear one-way clutch (F1)
7Description
Item
Parking lock
8
4th and 5th gear clutch (C3)
9
3rd gear brake (B4) (band brake)
10
1st and 2nd gear and reverse gear brake
(B5)
11
Output shaft – transaxle
12
Input shaft – transaxle
13
The transaxle features three clutches, five brakes,
and two one-way clutches.
The clutches are designed as multi-plate clutches.
There are four multi-plate brakes (B1, B2, B3, B5)
and one band brake (B4).
Tasks of clutches and brakes
• 1st-5th gear clutch (C1) : Connects the input
side with the ring gear.
• 5th gear and reverse clutch (C2) : Connects
the input side with the sun gear.
• 4th and 5th gear clutch (C3) : Connects the
sun gear with the front planetary gear carriers
on the output side. •
2nd-4th gear brake (B1) : Locks the sun gear
on the input side.
• 2nd-5th gear brake (B2) : Locks the rotational
movement of the sun gear on the input side in
a counterclockwise direction.
• Reverse gear brake (B3) and 1st gear brake
in select-shift mode : Locks the ring gear on
the input side.
• 3rd gear brake (B4) (band brake) : Locks the
two sun gears on the output side.
• 1st and 2nd gear and reverse gear brake
(B5) : Locks the rear planetary gear carriers on
the output side.
G1163605en2008.50 Kuga8/2011
307-01- 32
Automatic Transmission/Transaxle
— Vehicles With:
5-Speed Automatic Transaxle - AW55 AWD
307-01- 32
DESCRIPTION AND OPERATION
TO MODEL INDEX
BACK TO CHAPTER INDEX
FORD KUGA 2011.0MY WORKSHOP REPAIR MANUAL