case FORD KUGA 2011 1.G Owner's Guide

Action
Possible Sources
Symptom
• Worn or damaged enginecomponents.
REFER to: Engine(303-00
Engine System - General
Information, Diagnosis and
Testing).
• Excessive crankcase pressure.
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303-08-
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Engine Emission Control— 2.5L Duratec (147kW/200PS) - VI5303-08-
5
DIAGNOSIS AND TESTING
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Intake Air Distribution and Filtering
Inspection and Verification
1. Verify the customer concern.
2. Visually inspect for obvious signs of mechanicalor electrical damage.
Visual Inspection Chart
Electrical
Mechanical
– Mass air flow (MAF)sensor
– Manifold absolute pressure (MAP)
sensor
– Electrical connector(s)
– Air cleaner element
– Air cleaner intake
pipe
– Air cleaner outlet pipe
– Charge air cooler
– Charge air cooler intake pipe
– Charge air cooler outlet pipe 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 Symptom Chart.
Symptom Chart
Action
Possible Sources
Symptom
• CHECK the pipe(s) for securityand leaks to atmosphere.
INSTALL new intake air
components as necessary.
TEST the system for normal
operation.
• Detached air cleaner pipe(s).
• Detached turbocharger pipe(s).
• Detached charge air cooler
pipe(s).
• Excessive intake air noise
• REFER to:Engine Emission
Control (303-08 Engine
Emission Control - 2.5L
Duratec (147kW/200PS) -
VI5, Diagnosis and Testing).
• Blocked or damaged PCV
pipe(s)/hose(s).
• Blocked or damaged crankcase vent oil separator.
• Oil in the air intake system
• REFER to:Turbocharger(303-
04 Fuel Charging and
Controls - Turbocharger -
2.5L Duratec (147kW/200PS)
- VI5, Diagnosis and Testing).
• Turbocharger.
• CHECK the air intake pipesplash shield for correct install-
ation and alignment.
REPAIR/INSTALL the air intake
pipe splash shield as neces-
sary. TEST the system for
normal operation.
• Air intake pipe splash shield.
• Water in the air cleaner
G1183447en2008.50 Kuga8/2011
303-12- 4
Intake Air Distribution and Filtering
— 2.5L Duratec
(147kW/200PS) - VI5
303-12- 4
DIAGNOSIS AND TESTING
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Powertrain Control Module (PCM)
E65160
The PCM communicates with all engine sensors
and the other modules. Communication of the PCM
with the other modules and the system diagnostics
takes place via the CAN (controller area network)
data bus.
The following functions are regulated or controlled
by the PCM:
• Fuel supply to the engine including lambdacontrol
• Ignition setting including knock control
• Idle speed control
• Control of optimum valve timing via the camshaft adjustment for intake and exhaust camshafts
• The refrigerant compressor is controlled by the air conditioning clutch relay and the delivery of
the refrigerant compressor is controlled by a
PWM (pulse width modulation) signal.
• Control of EVAP purge valve
• Boost pressure control
• Control of the cooling fan
• Charging system (Smart Charge)
• Starting system (Smart Start)
If the PCM is isolated from the vehicle electrical
system or the battery is disconnected, the throttle
control unit mustbe initialized.
The PCM is fitted in the engine compartment in the
air filter housing. On right hand drive vehicles a
protective metal plate is also installed to prevent
the plug connector from being pulled off, or make
it harder to pull off, in case of theft. The protective
plate is secured with a shear bolt. The shear bolt
needs to be drilled out in order to remove the
protective plate.
Knock Sensor
E96986
Two KSs are fitted. They are on the cylinder block,
one close to the 2nd cylinder and one close to the
4th cylinder.
When fitting, adhere strictly to the specified
tightening torque, otherwise the KS will not work
properly.
If the signal from one or both KS is implausible or
absent, knock control is deactivated. The PCM
switches to an ignition map that is further away
from the knock limit. As a result, engine damage
caused by combustion knock is avoided. If a fault
occurs, a fault code is stored in the error memory
of the PCM.
Camshaft Position (CMP) Sensor
E89993
If one or both CMP sensors fail, a fault is saved in
the error memory of the PCM and the camshaft
adjustment and knock control are deactivated.
G1021907en2008.50 Kuga8/2011
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Electronic Engine Controls— 2.5L Duratec (147kW/200PS) - VI5303-14-
8
DESCRIPTION AND OPERATION
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If one of the two APP sensors fails, then only a
proportion of the engine's power will be available
when accelerating. Top speed can nevertheless
be achieved.
If both of the APP sensors fail, the engine is
regulated to a defined speed following a plausibility
check after the BPP (brake pedal position) switch
and brake light switch have been actuated once.
The vehicle can then only be accelerated to a
defined speed.
In either case, a fault is saved in the error memory
of the PCM.
Throttle control unit
E74167
1
2
Description
Item
TP (throttle position) sensor
1
Electric motor
2
CAUTION: The throttle control unit must
not be repaired or adjusted. The stop of
the throttle valve must on no account be
adjusted.
After disconnecting the battery or replacing the
throttle control unit or the PCM, initialization is
necessary. • engine off
• Accelerator pedal not pressed
• Battery voltage 11 ... 14 V
• Ignition key in ON position
• Wait approximately 30 seconds until initialization
is complete.
Engine Coolant Temperature (ECT)
sensor
E94804
The ECT (engine coolant temperature) sensor is
designed as an NTC (negative temperature
coefficient) resistor.
If the signal from the ECT sensor fails, the cooling
fan is on all the time and the A/C (air conditioning)
is turned off. When the ignition is switched on, the
value from the IAT (intake air temperature) sensor
is read. When the engine is running, the
temperature is calculated using a temperature map
stored in the PCM according to how long the
engine has been running. This substitute value is
then used as the basis for calculating the injected
fuel quantity and the ignition timing.
Ignition coil-on-plug
E73540
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Electronic Engine Controls— 2.5L Duratec (147kW/200PS) - VI5303-14-
10
DESCRIPTION AND OPERATION
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• Starting process
• Engine running– Fuel supply to the engine including lambdacontrol
– Ignition setting including knock control
– Idle speed control
– Boost pressure control
– Valve timing via the camshaft adjuster for the intake and exhaust camshafts (including
internal exhaust gas recirculation)
• Refrigerant compressor (activation, deactivation and delivery)
• EVAP purge valve
• Charging system
Fuel is supplied to the engine via a sequential
multi-point injection system. Ignition is performed
by a distributor-less ignition system with one
ignition coil unit for each cylinder.
The PCM optimizes engine power and emissions
at all times by processing the sensor signals and
information received via the CAN databus and
using these for open or closed loop control of the
different variables.
The PCM contains part of the PATS (passive
anti-theft system).
The PCM is supplied with battery voltage via a fuse
in the BJB (battery junction box). This power supply
is needed to ensure that saved data is not lost
when the engine is switched off.
For other power supply requirements, the PCM
switches on a relay in the BJB which is responsible
for supplying power to the PCM and to some
sensors and actuators. Each of these are protected
by fuses in the BJB.
To guarantee optimum engine running at all times,
the PCM has several adaptive (self-learning)
functions. These adapt the output signals to
changing circumstances, such as wear or system
faults.
In some cases a faulty signal is replaced with a
substitute value or limited. A substitute value can
be calculated from other signals or it can be
predefined by the PCM. The substitute value allows
the vehicle to keep on running without the emission
values changing unduly. Depending on the signal
failure, the PCM operates in emergency mode. In
this mode, the engine power and/or the engine
speed is reduced to prevent further damage.
Depending on the faulty signal, a fault code is
stored in the error memory of the PCM. These can be read out using IDS (Integrated Diagnostic
System) via the DLC.
The PCM processes and evaluates the signals
from the sensors. The following sensors send
signals to the PCM:
• CMP sensors
• CKP sensor
• MAF sensor
•KS
• ECT sensor
• TP sensor
• APP sensor
• Broadband HO2S
• Catalyst monitor sensor
• MAPT sensor
• Air conditioning (A/C) pressure sensor
• Alternator
• Fuel temperature and fuel pressure sensor
• Engine oil level, temperature and quality sensor
• Outside air temperature sensor
The following components receive signals from the
PCM:
• Powertrain Control Module relay
• A/C clutch relay
• injectors
• Direct ignition coils
• Cooling fan module
• Throttle control unit
• Camshaft adjuster solenoid valve
• Starter Relay
• EVAP purge valve
• Alternator
• Heating element - broadband HO2S
• Catalyst monitor sensor heating element
• FPDM
• Wastegate control valve
• Air conditioning compressor
The PCM receives the following signals via the
CAN databus:
• APP
•CPP
• BPP
• Vehicle speed.
• Refrigerant compressor request
• PAT S
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Electronic Engine Controls— 2.5L Duratec (147kW/200PS) - VI5303-14-
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DESCRIPTION AND OPERATION
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• Press the gaiter frame to move the emergencyrelease downwards and move the selector lever
out of position P (4).
• Pull the gaiter upwards until the gaiter frame engages in the gaiter frame.
Adjusting the Selector Lever Cable
NOTE: Refer to the service literature for the exact
procedure and specifications.
E126012
The selector lever cable is adjusted in selector
lever position 'N'.
E114414
Release the lock on the transaxle-side adjusting
mechanism.
E126013
The selector lever and the gearshift mechanism
must be in the 'N' position. In the case of the
gearshift mechanism it must be ensured that the
markings on the TCM and on the gearshift
mechanism are opposite each other.
Close the lock on the transaxle-side adjusting
mechanism.
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Automatic Transmission/Transaxle
— Vehicles With:
5-Speed Automatic Transaxle - AW55 AWD
307-01- 16
DESCRIPTION AND OPERATION
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Transmission Fluid Level Check
E126079
WARNING: Beware, risk of scalding when
checking the transmission fluid.
NOTE: Refer to the service literature for the exact
procedure and specifications.
In order for the transaxle to function properly, it is
vital that the transmission fluid level is correct. If the transmission fluid level is excessively low, this
becomes noticeable by a rattling noise at the fluid
pump, etc.
Always use transmission fluid to the indicated
specification (WSS-M2C924-A).
The transmission fluid temperature is determined
using IDS.
It must be ensured that the transmission fluid
temperature is within the range specified in the
workshop literature.
The following conditions must be met in order to
carry out the transmission fluid level check
correctly:
• Ensure that the transaxle is not in limp home
mode.
• Place the vehicle on a level surface.
• Move the selector lever to the 'P' position.
• Make sure that the parking brake is fully applied.
• Run the engine at idle speed.
• Move the transmission selector lever to all positions. In doing so, wait until the transmission
engages the corresponding range.
• Move the selector lever back to the 'P' position.
• Pull out the fluid dipstick.
When the predetermined transmission fluid
temperature is reached, the fluid level shown on
the dipstick must be in the middle between 'MIN'
and 'MAX'. In this case, the fluid level is correct.
Changing the Transmission Fluid
G1163604en2008.50 Kuga8/2011
307-01- 17
Automatic Transmission/Transaxle
— Vehicles With:
5-Speed Automatic Transaxle - AW55 AWD
307-01- 17
DESCRIPTION AND OPERATION
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Reset adaptation data
Adaptation values are stored in the software of the
TCM:
• Adaptation should be reset after an internalcomponent has been exchanged or the whole
transmission has been changed.
The adaptation of the transmission is reset via IDS.
Limp home mode
The TCM software contains functions which take
control of the transmission if serious faults occur.
The fault characteristic decides which strategies
are to be used.
The vehicle remains capable of restricted
operation.
The TCM strategy differentiates between four emergency modes adapted to the fault situation:
Gear
Position
Mode
4th
D, S+
Emergency 1
2nd
S-
Reverse
Reverse
3rd
D, S+
Emergency 2
2nd
S-
Reverse
Reverse
4th
D, S+
Emergency 3 (*)
2nd
S-
Reverse
Reverse
4th
D, S+, S-
Emergency 4
Reverse
Reverse
(*) As for Emergency 1 mode, the second gear will however be shifted using other solenoid valves.
Different measures are implemented, depending
on the current gear position and driving situation
when the fault occurs:
• When a fault occurs, the TCM makes it possible
for the vehicle to maintain restricted operation.
The distance travelled should be kept as short
as possible.
• Torque limitation is activated in order to protect the transaxle components.
• When the engine is restarted (ignition switched off for approx. 15 seconds), the transaxle is no
longer in limp home mode. There is no longer
a fault indication on the instrument cluster, and
the MIL (malfunction indicator lamp) is off.
However, the fault remains stored in the TCM.
If the fault is still present, limp home mode is
reactivated.
• If limp home mode is reactivated after the ignition is switched on, the option exists in select-shift mode to pull away in 2nd gear. This
is the case unless the transaxle is in emergency
mode 4. Only 4th gear and the reverse gear are
available in this mode.
Component Description
Tasks of the electronic components
The following overview summarizes the input and
output signals from the transmission control
module.
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42
Automatic Transmission/Transaxle
— Vehicles With:
5-Speed Automatic Transaxle - AW55 AWD
307-01- 42
DESCRIPTION AND OPERATION
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00.2 1.0 0.80.60.4
0
0.2 1.0
0.80.60.40
0.2 1.0 0.80.60.40
0.2 1.0 0.80.60.4
E125990
1
2
Description
Item
Hydraulic pressure
1
Average current (A)
2
The PWM solenoid valve for main line pressure
(SLT) is actuated proportionally by the TCM.
The TCM evaluates the accelerator pedal position
and the current engine torque.
The main line pressure is adapted proportionally
by the TCM via the PWM solenoid valve. This
measure enables judder-free gearshifts.
The PWM solenoid valve is open when
de-energized. In the case of faults and failure of
the control system, the PWM solenoid valve
remains fully open. The maximum main line
pressure is applied.
Consequences of signal failure
E125992
2
1
Description
Item
PWM solenoid valve for main line pressure
(SLT)
1
TCM connector 'C'
2
The system pressure increases to the maximum
value in the event of interruptions, which leads to
hard gearshifts when shifting to another gear. The
valve is then fully open.
If the PWM solenoid valve – main line pressure
(SLT) fails, the MIL is activated and the vehicle can
be driven in emergency mode 1.
TCC
Installation position
The TCC is an integral component of the torque
converter.
Operation
The TCM controls the PWM via the TCC solenoid
valve for the TCC (SLU). Based on the signals for
engine speed and accelerator pedal position as
G1163605en2008.50 Kuga8/2011
307-01- 52
Automatic Transmission/Transaxle
— Vehicles With:
5-Speed Automatic Transaxle - AW55 AWD
307-01- 52
DESCRIPTION AND OPERATION
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Halfshaft Seal RH
Special Tool(s) / General Equipment308-784
Installer, Halfshaft Seal
E115803
Special Tool(s) / General EquipmentFlat-bladed screwdriver
Removal
1. Refer to: Health and Safety Precautions (100-00
General Information, Description and
Operation).
2. Refer to: Transfer Case (307-07 Transfer Case
- Vehicles With: 5-Speed Automatic Transaxle
- AW55 AWD/6-Speed Automatic Transaxle
- 6DCT450, Removal).
3. General Equipment: Flat-bladed screwdriver
E114368
Installation
1.Special Tool(s): 308-784
308-784308-784
E114369
2.Refer to: Transfer Case (307-07 Transfer Case
- Vehicles With: 5-Speed Automatic Transaxle
- AW55 AWD/6-Speed Automatic Transaxle
- 6DCT450, Installation).
3. Refer to: Transfer Case Fluid Level Check
(307-07 Transfer Case - Vehicles With:
5-Speed Automatic Transaxle - AW55
AWD/6-Speed Automatic Transaxle -
6DCT450, General Procedures).
G1183024en2008.50 Kuga8/2011
307-01- 68
Automatic Transmission/Transaxle
— Vehicles With:
5-Speed Automatic Transaxle - AW55 AWD
307-01- 68
REMOVAL AND INSTALLATION
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