Transmission FORD KUGA 2011 1.G Owner's Manual

Description
Item
Medium speed CAN (controller area
network) bus (MS-CAN)
A
High speed CAN bus (HS-CAN)
B
LIN (local interconnect network) bus
C
Terminating resistors
Drive
DLC (data link connector)
E
GEMRefer to Component Description: ABS
(page ?)
1
Fuel fired booster heater /programmable
fuel fired booster heater
2
The EATC control module
3
Reversing camera module (RVC)
4
Parking aid module (PAM)
5
DDM6
Front driver's side switch unit
7
Driver's side RDM
8
PDM (Passenger Door Module)
9
Passenger side RDM
10
Audio unit/navigation unit
11
CD changer
12 Description
Item
Navigation system module - vehicles
equipped with DVD navigation system with
touch screen (not communicating with the
diagnostic unit)
13
Navigation system display - vehicles
equipped with DVD navigation system with
touch screen (not communicating with the
diagnostic unit)
14
Control module for electronic auxiliary
equipment (BVC)
15
RCM16
Keyless vehicle module (KVM)
17
Instrument Cluster
18
PCM19
Fuel additive system module.
20
ABS module or electronic stability program
module
21
Yaw rate sensor/lateral acceleration
sensor
22
Headlamp Leveling Module
23
All-wheel drive control unit
24
Electrohydraulic power steering module
25
System Operation
General
In a communications network (data bus system),
various modules of different systems are connected
to one another via one or several lines.
The data bus system is used exclusively for
transmitting data between the connected modules,
as well as between the connected modules and
the Ford diagnostic unit.
In a data bus system, complete data blocks are
transmitted instead of single on/off pulses. In
addition to the actual information, these data blocks
also contain data regarding the address of the
module to be addressed, the size of the data block
and information for monitoring the content of each
individual data block.
Data bus systems offer various advantages: • Simplified data transmission between the
modules due to a standardized protocol
• Fewer sensors and connectors
• Improved diagnostic options
• Lower costs
The DLC is connected to the various data bus
systems and to the power supply via the standard
16-pin GEM. The signal for the module
programming is also transferred via the DLC.
In a data bus system, if there is a break in one or
both lines or there is a short to ground or to voltage,
then communication between the modules and
with the Ford diagnostic unit is disturbed or is no
longer possible at all.
In order to be able to establish communication with
one another, the modules of the individual systems G1030779en
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Module Communications Network
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must use the same language. This language is
called a protocol.
At present, Ford uses three different data bus
systems. Depending upon model and equipment
level, all three data bus systems are used. Each
of these data bus systems has its own protocol.
Data bus systems
ISO 9141 bus
The International Organisation for Standardisation
ISO 9141 bus. This consists of a single wire and
is used exclusively for communication between the
modules and the Ford diagnostic unit. The fault
memories of the various modules are read out via
the ISO 9141 bus.
Local Interconnect Network (LIN) bus
The LIN bus is a standard specifically designed for
cost-effective communication between intelligent
sensors and actuators in vehicles. The LIN control
unit subnet is used in every situation where the
bandwidth and versatility of CAN is not needed.
The LIN specification comprises the LIN protocol,
a standard format for describing a complete LIN
and the interface between an LIN and the
application. An LIN comprises a LIN master and
one or more LIN slaves. The LIN utilizes the
master/slave principle for the purpose of bus
access control. This has the significant advantage
that few resources (CPU performance, ROM, RAM)
are required for bus management in the slave
module. The master is implemented in a control
module or a gateway which has the necessary
resources. All communication is initiated by the
master. Consequently, a message always consists
of a header, which is generated by the master, and
a response from the slave. The data transfer rate
is in the region of up to 20 Kbit/s. The LIN master
knows the time sequence of all data which are to
be transmitted. These data are transmitted by the
corresponding LIN slaves (e.g. ultrasonic sensors)
if they are requested to do so by the LIN master.
LIN is a single-wire bus, i.e. the data are
transmitted in the cable via one wire. Usually the
same cable is also used to provide the supply
voltage. The ground connection of the supply
voltage also acts as the ground connection of the
data transmission. An LIN does not use a
terminating resistor.
Controller Area Network (CAN) bus
This consists of two twisted wires and operates
serially (data is transmitted sequentially). It is used
for communication between the modules
themselves and between the modules and the Ford
diagnostic unit. The modules are connected to the
data bus in parallel. New modules can be
incorporated easily, without modifying the other
wiring or modules. The transmitted data is received
by every module connected to the control unit
network (CAN). As each data packet has an
identifier (label), in which the priority of the
message is determined as well as the content
identification, each module can detect whether or
not the data is relevant for its own information
processing. This enables several modules to be
addressed with a particular data packet and
supplied with data simultaneously. For this
purpose, it is ensured that important data (for
example from the ABS) is transmitted first. The
other modules are only able to submit their data to
the data bus after the high-priority messages have
been received.
The advantages of the CAN bus are:
• Minimization of wiring requirements
•
High degree of error protection (fault / fail-proof)
• Robustness
• Good extendibility
• Prioritization of messages
• Inexpensive
• Automatic repetition of faulty messages
• Independent system monitoring and the ability to disconnect faulty modules from the data bus
automatically
Due to the increased number of modules and the
resulting continued increase in data transfer, two
different CAN bus systems are used. Essentially,
they only differ in terms of their data transmission
rates and application areas.
To be able to distinguish between the individual
CAN bus systems, the CAN bus system with the
high transfer speed is called the high speed CAN
bus (HS-CAN). The data are transmitted at a baud
rate of 500 kB/s.
The CAN bus system with the medium transfer
speed is called the medium speed CAN bus
(MS-CAN) and is mainly used for communication
in the comfort electronics or the multimedia system.
The data are transmitted at a baud rate of 125 kB/s.
An interface (gateway) is used to exchange data
between the HS-CAN and the MS-CAN. This
provides the connection between the three CAN
databus systems and is installed in the GEM and
in the electronic instrument cluster. The number of
modules which are connected to the three databus G1030779en
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systems depends on the equipment level of the
vehicle.
In order to guarantee a high degree of error
protection, two 120 Ohm terminating resistors are
installed in the CAN. These are integrated in the
first module connected to the CAN and in the last
module connected to the CAN respectively and
are used for suppression as well as the elimination
of voltage peaks. In order to ensure correct
functioning of the data bus system, the modules
must always be connected with an integral
terminating resistor. In order to enable
communication between the modules on the
HS-CAN and the modules on the MS-CAN, one
module is connected to both data bus systems.
The connection of both data bus systems is
designated as a gateway. In this gateway, the
received data is converted to the transmission rate
required for the relevant data bus and is
transmitted. This ensures an optimal distribution
of information between both data bus systems.
Component Description
ABS
The GEM is integrated in the CJB (central junction
box) and cannot be replaced as a separate unit.
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1.
Wiring harness.
2. Component.
5. Check the wiring harness for the following:
• Incorrect routing or installed too tightly.
• Pinched or kinked sections.
• Chafed insulation.
• Security and orientation of retaining clips.
• Damage in areas where the wiring harness is subjected to noise, vibration and harshness
(NVH). For example, transmission or suspension
systems.
6. If any of the conditions listed are present, repair or replace the components as required. TEST
the system for normal operation. If the concern
persists, REFER to the digital multimeter
function of the Ford approved diagnostic tool to
check the integrity of the wiring harness and
electrical connectors. G1021921en
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Wiring Harnesses
418-02-3
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FORD KUGA 2011.0MY WORKSHOP REPAIR MANUALE6121621

Install the wheel bearing with the black colored
wheel speed sensor ring facing towards the
transmission side.
Special Tool(s): 204-740
General Equipment: Hydraulic Press
E99402
204-740/1
2.Special Tool(s): 204-740
General Equipment: Hydraulic Press
E99403
204-740/1
3. NOTE: Make sure that this component is
installed to the noted removal position.
E99320
4. Refer to: Wheel Knuckle (204-01 Front
Suspension, Removal and Installation).
G1000206en2008.50 Kuga8/2011
204-01- 12
Front Suspension
204-01- 12
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Front Stabilizer Bar(14 752 0)
Special Tool(s) / General Equipment205-316A
Alignment Pins, Subframe
15097A
Hydraulic Press
Transmission Jack
Removal
NOTE:Removal steps in this procedure may
contain installation details.
1. Refer to: Wheel and Tire (204-04 Wheels and
Tires, Removal and Installation).
2.
E98543
x7
3. If equipped.
Torque: 8
Nm
E75215
4. CAUTION: Make sure that the ball joint
ball does not rotate.
On both sides.
Torque: 47.5
Nm
E91648
5. CAUTION: Make sure that the exhaustflexible pipe is not forcibly bent.
E98334
6.
E98346
G1000208en2008.50 Kuga8/2011
204-01- 15
Front Suspension
204-01- 15
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7.Torque:
• Stage 1: 35
Nm
• Stage 2: Loosen 360°
• Stage 3: 85Nm
E89385
8.Torque:
• Stage 1: 40
Nm
• Stage 2: 60°
E98557
9.General Equipment: Transmission Jack
E99060
10.Remove the following items:
1. Torque: 70
Nm
2. Torque: • Stage 1: 140
Nm
• Stage 2: 180°
3. Torque: 125Nm
G1000208en2008.50 Kuga8/2011
204-01- 16
Front Suspension
204-01- 16
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Upper Arm(15 701 0)
General EquipmentTransmission Jack
Removal
NOTE: Removal steps in this procedure may
contain installation details. 1.
Refer to: Wheel and Tire (204-04 Wheels and
Tires, Removal and Installation).
2. Refer to: Spring(204-02 Rear Suspension,
Removal and Installation).
3. Fabricate a spacer.
E69209
226
40
4.General Equipment: Transmission Jack
1
2
E93313
G1000224en2008.50 Kuga8/2011
204-02- 9
Rear Suspension
204-02- 9
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Front Lower Arm(15 690 0)
General EquipmentTransmission Jack
Removal
NOTE: Removal steps in this procedure may
contain installation details. 1.
Refer to: Spring(204-02 Rear Suspension,
Removal and Installation).
2. Fabricate a spacer.
E69209
226
40
3.General Equipment: Transmission Jack
1
2
E93313
G1000225en2008.50 Kuga8/2011
204-02- 11
Rear Suspension
204-02- 11
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Rear Lower Arm(15 705 0)
General EquipmentTransmission Jack
Removal
1. Refer to: Spring(204-02 Rear Suspension,
Removal and Installation).
2. Fabricate a spacer.
E69209
226
40
3.
E69403E69403
Installation
1. NOTE: Only tighten the nuts finger tight at this
stage.
E69403E69403
2. General Equipment: Transmission Jack
G1000226en2008.50 Kuga8/2011
204-02- 13
Rear Suspension
204-02- 13
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