tyre pressure FORD KUGA 2011 1.G Workshop Manual

Tyre pressures (cold tyres) - Up to 80 km/h (50
mph)
Full load
Normal load
Tyre
size
Variant
Rear
Front
Rear
Front
bar
(psi)
bar
(psi)
bar
(psi)
bar
(psi)
4.2
(61)
4.2
(61)
4.2
(61)
4.2 (61)
T135/
90 R 17
All
Tyre pressures (cold tyres) - Up to 160 km/h
(100 mph)
Full load
Normal load
Tyre
size
Variant
Rear
Front
Rear
Front
bar
(psi)
bar
(psi)
bar
(psi)
bar (psi)
2.8
(41)
2.4
(35)
2.3
(33)
2.2 (32)
215/
65
R16
All
2.8
(41)
2.4
(35)
2.3
(33)
2.2 (32)
215/
70
R16
All
2.8
(41)
2.4
(35)
2.3
(33)
2.2 (32)
235/
60
R16
All
2.8
(41)
2.4
(35)
2.3
(33)
2.2 (32)
235/
55
R17
All
2.8
(41)
2.4
(35)
2.3
(33)
2.2 (32)
235/
55
RF17
All
2.8
(41)
2.4
(35)
2.2
(32)
2.1 (31)
235/
50
R18
All
2.8
(41)
2.4
(35)
2.2
(32)
2.1 (31)
235/
45
R19
All Tyre pressures (cold tyres) - Continuous speed
in excess of 160 km/h (100 mph)
Full load
Normal load
Tyre
size
Variant
Rear
Front
Rear
Front
bar
(psi)
bar
(psi)
bar
(psi)
bar (psi)
2.8
(41)
2.4
(35)
2.3
(33)
2.3 (33)
215/
65
R16
All
2.8
(41)
2.4
(35)
2.3
(33)
2.3 (33)
215/
70
R16
All
2.8
(41)
2.4
(35)
2.3
(33)
2.3 (33)
235/
60
R16
All
2.8
(41)
2.4
(35)
2.3
(33)
2.3 (33)
235/
55
R17
All
2.8
(41)
2.4
(35)
2.3
(33)
2.3 (33)
235/
55
RF17
All
2.8
(41)
2.4
(35)
2.3
(33)
2.3 (33)
235/
50
R18
All
2.8
(41)
2.4
(35)
2.3
(33)
2.3 (33)
235/
45
R19
All
G1000248en2008.50 Kuga8/2011
204-04-
2
Wheels and Tires
204-04- 2
SPECIFICATIONS
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General overview
Haldex clutches of the 3rd and 4th generations are
used in the Ford Kuga.
The development of the third generation Haldex
clutch represents a big step forward in modern
all-wheel technology. The Haldex clutch is
electro-hydraulically controlled. Additional
information is taken into consideration during
control tasks via the all-wheel drive control unit.
Slip alone is no longer decisive for the distribution
of the propulsive forces; the vehicle's driving
dynamics are also taken into consideration. The
control unit accesses the driving-related data via
the data bus. With this data, the control unit has
all the essential information about speed, cornering,
coasting or traction operation, and can optimally
react to every driving situation.
Compared with the previous generation, the 4th
generation Haldex clutches operate with higher
pressure and achieve shorter response times when
distributing the drive forces.
Advantages of the Haldex clutch:
• Permanent all-wheel drive withelectronically-controlled multi-plate clutch
• Fast response
• No straining when parking and manoeuvring
• Compatible with different tyres (e.g. emergency spare wheel)
• Fully combinable with driving dynamic control systems
The driveshaft is connected to the input shaft of
the Haldex clutch. Within the Haldex clutch, the
input shaft is separated from the output shaft to
the rear axle differential by means of a multi-plate
clutch. Torque is only transmitted to the rear axle
differential when the plate assembly of the Haldex
clutch is closed.
The multi-plate clutch is electro-hydraulically
controlled via the all-wheel drive control unit. For
ecological driving, the torque to the rear axle is reduced to a minimum up to a throttle position of
approx. 50%. A prerequisite for this is that there is
no difference in speed in the Haldex clutch between
the input and output shafts.
Operation
E100645
16
3
25
4
Description
Item
Output shaft
1
Working piston
2
Plates
3
Ring piston pump
4
Control Valve
5
Input shaft
6
Within the Haldex clutch is a plate assembly and
a so-called ring piston pump with a pump plunger
and a working piston.
Fluid supply is started if there is a speed difference
between the input and output shafts.
This fluid pressure is transmitted to the working
piston and in this way the plate assembly is
compressed.
Design of the 3rd generation Haldex
clutch
G1076981en2008.50 Kuga8/2011
205-02- 7
Rear Drive Axle/Differential
205-02- 7
DESCRIPTION AND OPERATION
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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
G1001304en2008.50 Kuga8/2011
206-09B-
11
Anti-Lock Control - Stability Assist
206-09B- 11
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