2011 FORD KUGA cooling fan

• 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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FORD KUGA 2011.0MY WORKSHOP REPAIR MANUAL

E74168
1
23456
Description
Item
Stop screw
1
Toothed segment
2
Throttle flap spindle
3
Throttle flap return spring
4
Joint shaft
5
Electric motor with pinion
6
CAUTION: The throttle control unit must
not be repaired or adjusted. The stop of
the throttle valve must on no account be
adjusted.
If there is a fault, the throttle is returned to its
original position by means of the throttle valve
return spring. In this position, the throttle valve is
still slightly open. As a result, a higher idle speed
is set, enabling the vehicle to be driven, though
within narrow limits.
ECT sensor
E94804
The ECT sensor is designed as an NTC resistor.
A voltage of 5V is applied to the ECT sensor by
the PCM. The PCM is able to determine the coolant
temperature from the temperature-dependent
voltage drop at the sensor.
Cooling fan module
E94806
The cooling fan module is directly supplied with
battery power via a 60A fuse in the BJB. The
radiator fan speed is controlled by the PWM via a
PCM signal.
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Electronic Engine Controls— 2.5L Duratec (147kW/200PS) - VI5303-14-
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1
2
3
5
4
67
8
9
10
11
E100819
Description
Item
Condenser
1
Air conditioning compressor
2
Suction accumulator
3
Evaporator assembly
4
Blower motor
5Description
Item
Evaporator Core Orifice Tube
6
Cooling fans.
7
High - pressure (liquid and warm)
8
Low - pressure (liquid and cool)
9
Low pressure (gaseous and cold)
10
High pressure (gaseous and hot)
11
The engine driven refrigerant compressor (2) sucks
in gaseous refrigerant from the suction accumulator
and compresses it. The temperature of the
refrigerant rises to a value between 70 °C and 110
°C. It passes to the condenser (1) under high
pressure.
At this point heat is drawn from the refrigerant by
the air being forced past the cooling fins. Because
of this heat loss, the refrigerant liquefies and leaves
the condenser.
A fixed orifice tube (6), which separates the
refrigerant at high pressure from that at low
pressure, is located between the condenser and
the evaporator (5). This fixed orifice tube slows
down the flow of the refrigerant from the compressor, so that pressure builds up in the
condenser.
After passing through the fixed orifice tube the
liquid refrigerant expands in the circuit to the
evaporator, where it becomes gaseous. This
causes heat to be extracted from the air coming
into the vehicle. The air cools down, and excess
moisture contained in it is condensed and is
drained off. The refrigerant coming from the
evaporator flows into the refrigerant accumulator
and is again sucked in by the refrigerant
compressor.
The system is protected by a high-pressure limiting
switch, in order to prevent damage by excessive
pressure (e.g. because of overfilling with
refrigerant). If the pressure exceeds the maximum
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Climate Control
412-01- 23
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