steering lock FORD KUGA 2011 1.G Owner's Manual

Front wheel sensor
E96823
The ABS sensor rings are built into the seals in the
front wheel bearings. The wheel sensors are joined
to the main wiring harness using a separate
connecting cable.
Rear wheel sensor
E96824
4X4:The ABS sensor rings are pressed onto the
rear drive shafts. The wheel sensors are joined to
the main wiring harness using a separate
connecting cable.
4X2: The ABS sensor rings are built into the hubs
of the rear wheel bearings. When installing a
replacement bearing, ensure that the new part is
aligned correctly. The wheel sensors are joined to
the main wiring harness using a separate
connecting cable.
Opto-electronic steering wheel rotation
sensor
E80158
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Anti-Lock Control - Stability Assist
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Vehicles with ESP are equipped with an
opto-electronic steering wheel rotation sensor as
an integral part of the clockspring.
The following must be taken into account when
removing/installing or replacing the opto-electronic
steering wheel rotation sensor:
• If installing a new clockspring, remove theclockspring locking screw.
ESP switch
E99006
Stability assist can be deactivated via the menu in
the instrument cluster.
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Description
Item
Battery
1
Battery junction box (BJB) in the engine
compartment
2
Generic electronic module (GEM)
3
Powertrain Control Module (PCM)
4
Instrument cluster
5
Data link connector (DLC)
6
Steering Wheel Rotation Sensor
7
ABS/ESP module or hydraulic control unit
(HCU)
8Description
Item
Combined yaw rate sensor and lateral
acceleration sensor / longitudinal
acceleration sensor
9
Front wheel sensor
10
Rear wheel sensor
11
Rear wheel sensor
12
Front wheel sensor
13
ESP switch
14
Rear brakes
15
Front brake
16
The ABS monitors the different wheel speeds of
the vehicle with the aid of wheel speed sensors.
Using the data from all of the wheel speed sensors,
the ABS module calculates the so-called reference
speed, which is a measure of the actual road
speed. The ABS module compares the individual
circumferential wheel speeds with this reference
speed when the driver initiates braking. If one or
more of the circumferential wheel speeds deviates
too far from the reference speed, this means that
slip at the affected wheels is so great that steering
stability of the vehicle is no longer ensured. The
ABS module actuates electro-mechanical valves
which influence the brake pressure at the relevant
wheels.
Like the traction control system (TCS), the ESP
system uses a large proportion of the ABS
components. In addition, there are sensors which
pick up the steering angle, the acceleration forces
acting on the vehicle and the yaw rate or yaw
moment. The sensors transmit these signals to the
combined ABS/ESP module. Using the wheel
speed and steering angle data, the ABS/ESP
module calculates the direction of travel planned
by the driver and determines the corresponding
speed-dependent lateral acceleration and yaw
moment. These values are compared with those
actual measured. If the actual lateral acceleration
and the yaw moment deviate excessively from the
target values (unstable driving characteristics), the
ABS/ESP module actuates individual brakes
selectively via the HCU (hydraulic control unit). In
addition, the engine speed is reduced by
intervention in the engine management system.
How the system works for understeer: In the
event of understeer, brake intervention occurs at
the wheels on the inside of the curve. The rear
wheel is braked heavily, so that a high amount of slip is caused. In this way, the cornering force of
the rear axle is heavily reduced and the centrifugal
force that now becomes effective turns the rear of
the vehicle back into the curve. The front wheel is
not braked as hard. The braking force that is
transmitted via the front wheel to the road surface
generates a torque with the aid of the lever arm
(vertical tire force to the vehicle's centre of gravity),
which supports the yaw moment of the vehicle.
Both measures together result in the vehicle
reverting back to the curved path intended by the
driver.
How the system works for oversteer:
In the
event of oversteer the wheels on the outside of the
curve are braked. This time, the front wheel is
subjected to a high level of slip so that the
cornering force at the front axle is reduced. The
rear wheel is not braked as heavily and, together
with the effective lever arm, results in a reduction
in the vehicle yaw moment. Both measures
together result in the vehicle being stabilized and
reverting back to the curved path intended by the
driver.
If ESP control occurs, possible ABS interventions
will be overridden as the ESP works at higher slip
rates than the ABS.
Emergency brake assist (EBA): The emergency
brake assist helps drivers in emergency braking
situations by automatically applying the brakes with
the maximum possible braking force.
If the brake pedal is pressed very suddenly, the
ABS module increases the hydraulic pressure to
all of the brakes until the threshold for ABS
intervention is reached. This applies the maximum
braking effort for the available traction. The ABS
control unit monitors inputs from the brake pedal
switch and from the pressure sensor within the
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HCU to check for sudden actuation of the brakes.
With the brake pedal pressed, the ABS module
triggers emergency braking if the rate of increase
of hydraulic pressure exceeds the predetermined
limit.
If the brake pedal is pressed so hard that the ABS
becomes active on the front wheels then the ABS
control unit increases the pressure to the rear
wheel brakes up to the ABS intervention threshold.
EBA operation continues until the driver releases
the brake pedal sufficiently for the hydraulic
pressure in the HCU to drop below a threshold
value stored in the ABS module.
Trailer stability control:If the vehicle is ordered
with a trailer coupling then the Trailer Stability
Control function is integrated in the ESP. The ESP
detects snaking when driving with a trailer and
reduces the speed of the vehicle and trailer through
adapted braking and, if necessary, by also reducing
the engine output until the snaking movement of
the trailer is corrected.
Roll-over protection: The ESP dynamically
determines the tipping tendency of the vehicle and
works in conjunction with the EBA system to
prevent the vehicle from tipping over during
dynamic maneuvers like lane changing or while
negotiating bends.
Emergency brake light: The emergency brake
light automatically switches on the hazard flasher
system to warn drivers of other vehicles that
emergency braking is being initiated. Based on a
defined delay value, the ABS/ESP module sends
a signal to the generic electronic module (GEM)
via the CAN data bus. The GEM activates the
hazard flasher system, that then flashes 7 times.
Prerequisites for activation of the emergency brake
light are:
• The speed is higher than 50 km/h.
• The brake pedal is being actuated.
• The deceleration is greater than 9 m/s².
To prevent activation on snow or ice, for example,
the following prerequisites must be met:
• The speed is higher than 50 km/h.
• The brake pedal is being actuated.
• ABS regulation takes place.
• The deceleration is greater than 6 m/s².
Tire pressure monitoring system: The tire
pressure monitoring system used in the Kuga is
able to detect loss of air in a tire at an early stage
and warn the driver. Because it can only compare
the behaviour of the tyres with each other, it is not possible to draw conclusions about the absolute
tyre pressure. It is also not possible to monitor the
spare tyre pressure. In order for the system to
operate correctly, the tyre pressures must be
regularly checked and corrected and the system
subsequently initialised (see below).
The tire pressure monitoring system used here,
depending on the equipment level, is built into the
anti-lock braking system (ABS) as an extra function
and therefore does not have its own sensors.
The ABS module measures the loss of pressure
in the tyres by calculation using the wheel speed
sensors of the ABS system. If a tyre loses
pressure, its diameter decreases and the speed of
the wheel therefore increases. If the ABS module
detects such a loss in pressure, it sends a signal
to the instrument cluster via the CAN bus and a
warning message is displayed in the message
centre. The warning threshold depends among
other things on the dimension of the tyres being
used, the vehicle operating conditions and the
status at the last initialisation. Since neither the
absolute tyre pressure nor the position of the tyre
is known, the pressure of all the tyres must be
checked and the system re-initialised after a tyre
pressure warning. If necessary, the cause of the
loss of pressure must be investigated.
Regular tyre pressure checks are still necessary.
The system must be initialised after a tyre is
changed, winter or summer tyres fitted, the
pressures corrected or adjusted to suit the vehicle
load. This can be done by the driver using the
driver information system. For further information,
see: Owner’s Manual.
Component Description
Opto-electronic steering wheel rotation
sensor
E80158
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The opto-electronic steering wheel rotation sensors
use light barriers for contactless scanning of a
segment disk which is connected fixedly to the
steering shaft.
E54014
1
23
4
Description
Item
Segment disk
1
Photoelectric barrier
2
Electronics
3
Electrical connection
4
Use is made of opto-electronic types of sensors
with relative and absolute steering angle sensing.
For relative steering angle sensing, changes in the
steering angle are measured exclusively by the
sensor and transmitted to the ABS/ESP module.
With the aid of other vehicle status signals (e.g.
wheel speed sensors) the module calculates the
straight ahead position of the steering. For absolute
steering angle sensing, the sensor transmits a
specific signal to the module for each steering
angle position (in relation to one turn of the steering
wheel). The straight ahead position of the steering
is therefore defined in the sensor. On an absolute
steering angle sensor, several photoelectric barrier
modules are distributed around the segment disk
at varying distances. The gaps between segments
of the segment disk are also unequal. For each specific steering angle there is therefore a specific
switch status of all photoelectric barriers.
ABS/ESP module or hydraulic control unit
(HCU)
E97648
1
2
3
Description
Item
ABS Pump Motor
1
Valve block (with low-pressure
accumulators)
2
ABS module
3
The HCU comprises the ABS module, the valve
block (with low-pressure accumulators) and the
ABS pump.
The valve block combines all of the brake pressure
control valves in one unit. Depending on the
system, either simple changeover valves or
proportioning valves (e.g. on EBD (electronic brake
force distribution) systems) are installed. The
low-pressure accumulators store the brake fluid
that is returned from the wheel brakes during the
pressure reduction phase until it is drawn back into
the system by the ABS pump.
The ABS pump is designed as a dual piston pump.
This means that two separate pump elements
assure an increase in brake pressure during control
interventions. A direct current motor drives the
pump pistons via an eccentric shaft.
The ABS/ESP module monitors the input signals
of all sensors and actuates the electro-magnetic
brake pressure valves and the ABS pump as
required. For reasons of safety, the module is of
the redundant type, whereby processing of the
signals is carried out via two separate processors
that also monitor each other.
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Anti-Lock Control - Stability Assist
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1. Raise and support the vehicle. REFER to:(100-02 Jacking and Lifting)
Jacking (Description and Operation),
Lifting (Description and Operation).
TIE0005728
2. Firmly grasp the road wheel and apply a rocking
motion checking for any free play in the wheel
bearing or suspension components.
3.
CAUTION: To prevent damage to the
steering linkage, turn the steering wheel to
move the steering linkage to the right-hand
steering lock stop.
Turn the steering wheel to position the steering
linkage against the right-hand steering lock stop.
TIE0005727
4. NOTE: To isolate the steering gear design clearance, check the right-hand steering
linkage with the steering held against the
right-hand steering lock stop.
With the aid of another technician holding the
steering linkage against the right-hand steering
lock stop, firmly grasp the road wheel and apply
a rocking motion checking for any free play in
the steering linkage.
TIE0005729
5. Detach the steering gear boot from the steering gear body and check for free play at the tie-rod
inner ball joint.
6. If there is free play at the tie-rod inner ball joint, install a new tie-rod.
REFER to: Tie Rod End (211-03 Steering
Linkage, Removal and Installation)
/ Tie Rod (211-03 Steering Linkage, Removal
and Installation).
7. Check the tie-rod end for free play. Install a new tie-rod end if necessary.
REFER to: Tie Rod End (211-03 Steering
Linkage, Removal and Installation)
/ Tie Rod (211-03 Steering Linkage, Removal
and Installation).
8.
CAUTION: To prevent damage to the
steering linkage, turn the steering wheel to
move the steering linkage to the left-hand
steering lock stop.
Turn the steering wheel to position the steering
linkage against the left-hand steering lock stop.
TIE0005727
9. NOTE: To isolate the steering gear design clearance, check the left-hand steering
linkage with the steering held against the
left-hand steering lock stop.
With the aid of another technician holding the
steering against the left-hand steering lock stop,
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firmly grasp the road wheel and apply a rocking
motion checking for any free play in the steering
linkage.
E56375
10. Detach the steering gear boot from the steeringgear body and check for free play at the tie-rod
inner ball joint.
11. If there is free play at the tie-rod inner ball joint, install a new tie-rod.
REFER to: Tie Rod(211-03 Steering Linkage,
Removal and Installation).
12. Check the tie-rod end for free play. Install a new tie-rod end if necessary.
REFER to: Tie Rod End (211-03 Steering
Linkage, Removal and Installation).
Turning Effort Test
NOTE: Before carrying out this test, make sure
that the suspension components are serviceable.
NOTE: Before carrying out this test, make sure
that the steering column is serviceable.
NOTE: Before carrying out this test, make sure
that the toe adjustment and tire pressures are
correct.
1. Park the vehicle on a dry, even surface and apply the parking brake.
2. Remove the driver air bag module.
REFER to: Driver Air Bag Module (501-20
Supplemental Restraint System, Removal and
Installation).
3. Connect the air bag simulators to the sub-harnesses in place of the driver air bag
module at the top of the steering column.
4. Start the engine and turn the steering wheel from lock to lock several times until the power
steering fluid has reached normal operating
temperature. 5. Using a suitable torque wrench and socket,
check the steering wheel turning effort.
6. If the steering wheel turning effort is greater than the specification, install a new steering gear.
Steering Column Universal Joint
1.WARNING: Install a new steering column
to steering gear pinion retaining bolt. Failure
to follow this instruction may result in
personal injury.
Detach the steering column from the steering
gear pinion.• Discard the steering column to steering gear pinion retaining bolt.
TIE45919
1
2
2
2. Check for smooth movement of the steeringcolumn universal joint.
1. Hold the steering column universal joint yoke.
2. Articulate the free yoke in a figure of eight movement.
• If the movement is not smooth or resistance is felt, install a new steering column.
REFER to: Steering Column (211-04 Steering
Column, Removal and Installation).
TIE45918
3. Hold both of the steering column universal joint yokes and twist them clockwise and
counterclockwise.
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Steering Gear Checks After a Collision
General EquipmentFeeler gauge
Straight edge
Items to be observed when checking the steering
system
The following list of steering gear conditions and
the methods of testing should be taken into account
when carrying out checks to the steering system:
• If the steering gear has no faults after completing the following checks, do not install
a new steering gear.
• Surface corrosion and marks on the tie-rod are acceptable.
• When checking for turning effort torque peaks in the steering gear, turn the steering wheel from
steering lock stop to steering lock stop in
approximately 15 seconds.
• A steady increase of turning effort torque from steering center to steering lock stop is
acceptable.
• When checking for power steering fluid leaks, turn the steering wheel to the steering lock stop
in approximately 10 seconds.
• Noises from the power steering, for example the power steering pump relief valve, are
acceptable.
STEERING GEAR HOUSING
1. Raise and support the vehicle. REFER to: Lifting(100-02 Jacking and Lifting,
Description and Operation).
2. Visually inspect the steering gear housing for cracks and damage. If the steering gear housing
is cracked or damaged, install a new steering
gear.
REFER to: Steering Gear (211-02 Power
Steering, Removal and Installation).
TIE-RODS
1. Using a straight edge and feeler gauge, check the tie-rods to see if they are straight. If the
distance between the tie-rod and straight edge is greater than 0.5 mm, install a new steering
gear.
REFER to:
Steering Gear (211-02 Power
Steering, Removal and Installation).
2. Check the tightening torque of the tie-rod end to wheel knuckle nut.
REFER to: Tie Rod End (211-03 Steering
Linkage, Removal and Installation).
3. Check the tightening torque of the tie-rod end locking nut.
REFER to: Tie Rod End (211-03 Steering
Linkage, Removal and Installation).
CHECK FOR TURNING EFFORT TORQUE
PEAKS IN THE STEERING GEAR
1. Lower and support the vehicle making sure that the road wheels are just clear of the floor.
2. With the ignition switch in position I, slowly turn the steering wheel from steering lock stop to
steering lock stop. If a turning effort torque peak
or judder is felt while turning the steering wheel,
detach the tie-rods from the wheel knuckles.
3. Slowly turn the steering wheel from steering lock stop to steering lock stop. If a turning effort
torque peak or judder is felt while turning the
steering wheel, install a new steering gear.
REFER to: Steering Gear (211-02 Power
Steering, Removal and Installation).
CHECK FOR POWER STEERING FLUID LEAKS
1. Lower the vehicle.
2. Run the engine at a fast idle and slowly turn the steering wheel to the left-hand steering lock
stop. Hold the steering wheel in this position for
5 seconds with a turning effort torque of 15 Nm
at the steering wheel rim.
3. Turn the steering wheel away from the left-hand steering lock stop for 30 seconds.
4. Run the engine at a fast idle and slowly turn the steering wheel to the right-hand steering lock
stop. Hold the steering wheel in this position for
5 seconds with a turning effort torque of 15 Nm
at the steering wheel rim.
5. Turn the steering wheel away from the right-hand steering lock stop.
6. Check for power steering fluid leaks at the steering gear housing and the power steering
line connections to the steering gear. If there is
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Power Steering System Flushing
MaterialsSpecification
Name
WSS-M2C204-A2 /
5U7J-M2C204-AA
Hydraulic Fluid DP-PS
1. WARNING: Be prepared to collect escaping fluids.
Using a blanking cap, cap the power steering
fluid reservoir.
E74090
2.Place the end of the steering gear return line
into a container.
3. Fill the power steering reservoir to the MAX
mark.
Material: Hydraulic Fluid DP-PS
(WSS-M2C204-A2 / 5U7J-M2C204-AA)
hydraulic fluid
4. Raise the vehicle until the road wheels are clear
of the floor. Support the vehicle.
Refer to: Lifting(100-02 Jacking and Lifting,
Description and Operation).
5. NOTE: This step requires the aid of another
technician.
1. Start the engine and slowly turn the steering from steering lock to steering lock until clean
power steering fluid comes out of the return
line.
2. With the aid of another technician, add the power steering fluid until the system is free
of contaminated power steering fluid.
Material: Hydraulic Fluid DP-PS(WSS-M2C204-A2 / 5U7J-M2C204-AA)
hydraulic fluid
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Power Steering System Filling
Special Tool(s)211-189
Adapter, Power Steering
Bleeding
13016
416-D001
Hand Vacuum
Pump/Pressure Pump
23036A
Materials
Specification
Name
WSS-M2C204-A2 /
5U7J-M2C204-AA
Hydraulic Fluid DP-PS
1. Fill the power steering fluid reservoir to the MAX
mark.
Material: Hydraulic Fluid DP-PS
(WSS-M2C204-A2 / 5U7J-M2C204-AA)
hydraulic fluid
2. Raise the vehicle until the road wheels are clear
of the floor. Support the vehicle.
Refer to: Lifting(100-02 Jacking and Lifting,
Description and Operation).
3. Slowly turn the steering wheel from lock to lock
and add power steering fluid until the power
steering fluid in the power steering fluid reservoir
stops dropping.
4. Start the engine and slowly turn the steering
wheel from lock to lock and add power steering
fluid until the power steering fluid in the power
steering fluid reservoir stops dropping. 5.
Switch the engine OFF and using the special
tools, create a vacuum of 62cm-Hg - 75cm-Hg
for 30 seconds.
Special Tool(s): 211-189, 416-D001
E73916
211-189
416-D001
6. Observe the vacuum gauge reading.
1.
2. If the vacuum decreases by more than
5cm-Hg in 5 minutes, the system should be
checked for leaks.
7. Remove the special tools. Fill the power steering
fluid reservoir to the MAX mark as necessary.
Material: Hydraulic Fluid DP-PS
(WSS-M2C204-A2 / 5U7J-M2C204-AA)
hydraulic fluid
8. Lower the vehicle.
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