2011 FORD KUGA egr valve

Engine Cooling
Special Tool(s) / General EquipmentPressure Tester, Cooling
System
303-396 (24-001 A)
IA24001A
Adaptor for 303-396
303-396-09
E55030
Ford approved diagnostic tool
Inspection and Verification
1. Verify the customer concern.
2. Visually inspect for obvious signs of mechanicalor electrical damage.
Visual Inspection Chart
Electrical
Mechanical
– Fuse(s)
– Wiring harness
– Electricalconnector(s)
– Engine coolant temperature (ECT)
sensor
– Cooling fan motor
– Cooling fan module
– Powertrain control module (PCM)
– Coolant shut off valve
– Coolant degas shut off valve
– Coolant leaks
– Gaskets/seals
– Core plug(s)
– Hose(s)/hose joints
– Coolant expansion
tank cap and seal(s)
– Coolant expansion tank
– Radiator
– Coolant pump
– Thermostat
– Heater core
– Exhaust gas recircu- lation (EGR) cooler
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 diagnostic tab within
the Ford approved diagnostic tool.
G1058974en2008.50 Kuga8/2011
303-03- 4
Engine Cooling
303-03- 4
DIAGNOSIS AND TESTING
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Turbocharger – Overview
Turbocharger(s)
CAUTION: Do not switch off the engine
while it is running at high speed. If the
engine is switched off while it is running
at high speed, the turbocharger will
continue to run after the engine oil
pressure has already dropped to zero. This
will cause premature wear in the
turbocharger bearings.
A TC consists of an exhaust turbine located in the
exhaust gas flow, this turbine is connected to a
compressor by a shaft. The turbine is made to
rotate by the exhaust gas flow from the engine and
thus drives the compressor. The compressor
increases the pressure in the engine intake tract
so that a greater mass of air enters the cylinder
during the intake stroke.
The turbine housing of the TC is integrated into the
exhaust manifold. This construction offers
thermodynamic advantages compared with the
usual construction, the maximum exhaust
temperature is up to 1050°C.
The maximum boost pressure is 0.65 bar.
The exhaust manifold is secured to the exhaust
side of the cylinder head with 12 self-locking nuts.
The exhaust manifold gasket is a multi-layer steel
gasket and cannot be reused. In order to
compensate for the thermal expansion of the
exhaust manifold, the flange of the TC is provided
with two grooves.
The TC and the exhaust manifold are joined by a
hose clip. The hose clip must not be loosened or
removed. The TC and the exhaust manifold are
not available as separate replacement parts,
exchange is only possible as a complete unit.
The turbocharger heat shield is secured to the
exhaust manifold by four bolts. Two of the bolts
have spring washers underneath their heads.
During removal, make a note of the installation
location of the spring washers to refer to during
installation.
The recirculated air valve is built into the TC
housing and cannot be changed.
The Ford diagnostic unit can test the operation of
the wastegate control valve using actuator
diagnosis.
The boost pressure regulator is set in the factory.
Adjustments to the boost pressure regulator must never be attempted. A red colored seal is applied
to the adjustment nut of the operating rod, in order
to monitor the factory setting of the boost pressure.
The bearings of the TC are lubricated with engine
oil. The engine oil passes from the cylinder block
through the oil supply pipe to the TC. The oil is
returned to the oil pan through the oil return pipe,
The TC is cooled by the engine coolant circuit.
When installing hoses and lines, make certain that
their ends are free of oil residues and dirt.
G1032425en2008.50 Kuga8/2011
303-04B-
4
Fuel Charging and Controls - Turbocharger
—
2.5L Duratec (147kW/200PS) - VI5
303-04B- 4
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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17
Electronic Engine Controls— 2.5L Duratec (147kW/200PS) - VI5303-14-
17
DESCRIPTION AND OPERATION
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actuated) or opened (actuated). Each cylinder has
its own injector. The injection is accurately dosed
and takes place at a time determined by the PCM.
Injection takes place immediately in front of the
intake valves of the cylinder. The injectors are
actuated ground side via end-stages integrated
into the PCM and using the signal calculated by
the engine management system. Power is supplied
via the Powertrain Control Module relay in the BJB.
The injected fuel quantity depends on the opening
time, the fuel pressure and the diameter of the
nozzle holes.
The fuel metering is determined via open or
closed-loop control.
The open control loop differs from the closed
control loop in that the lambda control is
deactivated.
The PCM switches from closed to open-loop control
if the HO2S cools down to below 600°C or fails, as
well as when accelerating, coasting and at full load.
Regulation of injected fuel quantity via the PCM
involves:
• controlling the fuel pump,
• calculating the required quantity of fuel forengine starting,
• observance of the desired air/fuel ratio,
• calculating air mass,
• and calculating the fuel quantity for the different operating states and corresponding fuel
adjustment measures.
Open loop control
Open loop control is used primarily for fuel
injection, as long as the signals of the HO2S are
not involved in the calculation of the PCM.
The two most important reasons that make it
absolutely essential to run the engine without
lambda control (open-loop control) are the following
operating conditions:
• Cold engine (starting, warm-up phase)
• Full-load operation (WOT (wide open throttle))
Under these operating conditions the engine needs
a rich air/fuel mixture with lambda values below λ
= 1 in order to achieve optimum running or
optimum performance.
It is possible to keep this unregulated range very
small by using a broadband HO2S.
Closed-loop control
Closed loop control ensures strict control of
exhaust emissions in conjunction with the TWC (three-way catalytic converter) and economical fuel
consumption. With closed loop control, the signals
from the HO2S are analyzed by the PCM and the
engine always runs in the optimum range of λ = 1.
In addition to the normal HO2S, the signal from the
monitoring sensor for the catalytic converter is also
included in the control. The lambda control is
optimized on the basis of this data.
Certain factors such as wear, component
tolerances or more minor defects such as air leaks
in the intake system are compensated for by
lambda control. If the deviation occurs for a longer
period of time, this is recorded by the adaptive
(self-learning) function of lambda control. In this
instance, the entire map is shifted by the
corresponding amount, to enable control to
commence once again from the virtual baseline.
These adaptive settings are stored in the PCM and
are also used in open-loop control conditions.
If the adaptive value is too high or too low, an error
is stored in the fault memory of the PCM.
Oxygen sensor (HO2S) and catalyst monitor
sensor
A broadband HO2S is used as the HO2S. The
HO2S is located in front of the TWC. The catalyst
monitor sensor is located in the center of the TWC
so that it can detect any deterioration in the
cleaning performance of the TWC more quickly.
The HO2S measures the residual amount of
oxygen in the exhaust before the TWC.
The catalyst monitor sensor measures the amount
of oxygen in the exhaust gas after or in the TWC.
Both the HO2S and the catalyst monitor sensor
transmit these data to the PCM.
The broadband HO2S works at temperatures of
between 650°C and 900 °C. If the temperature
rises above 1000°C, the oxygen sensor will be
irreparably damaged.
To reach optimum operating temperature as quickly
as possible, an electrically-heated oxygen sensor
is installed. The heating also serves to maintain a
suitable operating temperature while coasting, for
example, when no hot gases are flowing past the
oxygen sensor.
The heating element in the HO2S is a PTC
(positive temperature coefficient) resistor. The
heating element is supplied with battery voltage as
soon as the Powertrain Control Module relay
engages. The HO2S is earthed via the PCM. As
the heating current is high when the element is
cold, it is limited via PWM in the PCM until a certain
G1021908en2008.50 Kuga8/2011
303-14-
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Electronic Engine Controls— 2.5L Duratec (147kW/200PS) - VI5303-14-
21
DESCRIPTION AND OPERATION
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Description
Item
Amperes
A
Volts
V
Valve rotor
1
Electronics
2
Primary coil
3
Secondary coil
4Description
Item
Analog alternating current
5
Generated PWM signal.
6
PCM
Comments:PWM signal is converted in the GEM
and forwarded via the CAN data bus.
7
The APP sensor is a double contactless inductive
sensor. The APP sensor is integrated with the
accelerator pedal in the accelerator pedal module.
The inductive sensor essentially works in a similar
way to a transformer. The incoming DC voltage
first has to be converted into AC voltage.
Depressing the accelerator pedal moves a rotor.
This induces the AC voltage from the primary coil
into the secondary coil. The strength of the
induction depends on the position of the rotor:
• no accelerator-pedal actuation: low induction, i.e. low amplitude of the AC voltage,
• full accelerator-pedal actuation: high induction, i.e., high amplitude of the AC voltage.
To allow the PCM to process the AC voltage signal
output by the secondary coil, the signal must first
be converted into a PWM signal in the sensor
electronics.
In the APP sensor the signals are split as follows:
– APP 1 = PWM signal to the GEM and from there via the CAN data bus to the PCM.
– APP 2 = the analogue DC (direct current) signal is sent directly to the PCM.
Both signals are monitored by the PCM for
plausibility.
CPP sensor
E70695
The sensor works on the Hall-effect principle and
records the position of the piston in the master
cylinder without contact. The permanent magnet
required for recording the position is located in the
piston of the clutch master cylinder.
The signal from the CPP sensor is recorded by the
GEM and transmitted to the CAN via the PCM bus.
BPP switches
E94800
The BPP switch is designed as normally-closed
contact. In its rest state the switch is closed and
sends an earth signal to the GEM.
The brake light switch is designed as
normally-open contact and is open in its rest state.
G1021908en2008.50 Kuga8/2011
303-14- 29
Electronic Engine Controls— 2.5L Duratec (147kW/200PS) - VI5303-14-
29
DESCRIPTION AND OPERATION
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307-01-29
Automatic transmission, selector lever in position "D". ...................................................
307-01-29
Sport mode, selector lever in position "S" .......................................................................
307-01-29
Changing gear in select-shift mode........................................................................\
........
307-01-30
Selector lever from 'N' to 'R' position ........................................................................\
......
307-01-30
Self-test and Diagnosis ........................................................................\
...........................
307-01-30
Temperature controlled torque converter lockup ............................................................
307-01-30
Slip locking ........................................................................\
..............................................
307-01-30
Hill climbing ........................................................................\
.............................................
307-01-31
Downhill driving ........................................................................\
.......................................
307-01-31
Hill-hold function ........................................................................\
.....................................
307-01-31
Altitude correction ........................................................................\
...................................
307-01-31
Selector lever lock ........................................................................\
..................................
307-01-31
Shifting from P into another transmission range .............................................................
307-01-31
Shifting from N into another transmission range .............................................................
307-01-31
Power flow through the transmission ........................................................................\
......
307-01-31
Clutches and brakes ........................................................................\
...............................
307-01-33
Position P (park) ........................................................................\
.....................................
307-01-34
Position N (neutral) ........................................................................\
.................................
307-01-35
Position D, 1st gear........................................................................\
................................
307-01-36
Position D, 2nd gear ........................................................................\
...............................
307-01-37
Position D, 3rd gear ........................................................................\
................................
307-01-38
Position D, 4th gear ........................................................................\
................................
307-01-39
Position D, 5th gear ........................................................................\
................................
307-01-40
Position R (reverse) ........................................................................\
................................
307-01-41
Service instructions ........................................................................\
.................................
307-01-41
Towing procedure ........................................................................\
...................................
307-01-42
Reset adaptation data ........................................................................\
.............................
307-01-42
Limp home mode ........................................................................\
....................................
307-01-42
Component Description ........................................................................\
..............................
Tasks of the electronic components ........................................................................\
........
307-01-44
Input signals ........................................................................\
............................................
307-01-45
Output signals ........................................................................\
.........................................
Control valve assembly ........................................................................\
...........................
Shift solenoids S1 - S5 ........................................................................\
...........................
PWM-

solenoid valve – TCC (SLU) ........................................................................\
........
PWM solenoid valve – shift pressure (SLS) ...................................................................
PWM solenoid valve for main line pressure (SLT) ..........................................................
307-01-52
Installation position ........................................................................\
.................................
Operation ........................................................................\
................................................
Selector lever with integrated select-shift switch module ...............................................
Oil pump ........................................................................\
..................................................
Torque converter with TCC ........................................................................\
.....................
The TSS sensor ........................................................................\
......................................
The OSS sensor ........................................................................\
.....................................
The TFT sensor ........................................................................\
......................................
The TR sensor ........................................................................\
........................................
GENERAL PROCEDURES
T ransmission Fluid Level Check ........................................................................\
.................
307-01-63
T ransmission Fluid Drain and Refill ........................................................................\
............
REMOVAL AND INSTALLATION 307-01-67
Halfshaft Seal LH ........................................................................\
........................................
307-01-68
Halfshaft Seal RH........................................................................\
.......................................
307-01-69
Main Control Valve Body ........................................................................\
............................
307-01-2
Automatic Transmission/Transaxle
— Vehicles With:
5-Speed Automatic Transaxle - AW55 AWD
307-01- 2
.
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307-01-42
307-01-49
307-01-52 307-01-47
307-01-45
307-01-50
307-01-51
307-01-53
307-01-55
307-01-54
307-01-56
307-01-57
307-01-58
307-01-61 307-01-60
PAGE 2 OF 3 FORD KUGA 2011.0MY WORKSHOP REPAIR MANUAL

E112323
1
2
7
6
4
5
3
10
9
11
12
Description
Item
The TSS sensor
1
The OSS sensor
2
PWM (pulse width modulation)- solenoid
valve – TCC (torque converter clutch)
(SLU)
3
PWM solenoid valve – shift pressure (SLS)
4
Shift solenoid S1
5
Shift solenoid S4
6Description
Item
Shift solenoid S3
7
Shift solenoid S5
8
Shift solenoid S2
9
The TFT (transmission fluid temperature)
sensor
10
PWM solenoid valve for main line pressure
(SLT)
11
TCM with integrated TR sensor
12
Depending on the input signals, the TCM mounted
on the transaxle actuates the solenoid valves
S1-S5 in the valve body. The solenoid valves are
either in the "open" or "closed" state.
The (SLT and SLS) control valves regulate the
hydraulic pressure according to the pulse/pause
ratio of the electrical PWM signal. The controlled
hydraulic pressure enables smooth shifting or the
generation of a defined slip through actuation of
the relevant clutches and brakes. The shift timing is calculated by the TCM using the
accelerator pedal position and vehicle speed.
Under normal conditions, gear shifting and torque
converter lockup occur at low engine speeds to
reduce fuel consumption.
If the accelerator pedal is pressed down quickly,
the TCM switches automatically into kickdown
mode.
G1163604en2008.50 Kuga8/2011
307-01-
10
Automatic Transmission/Transaxle
— Vehicles With:
5-Speed Automatic Transaxle - AW55 AWD
307-01- 10
DESCRIPTION AND OPERATION
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Description
Item
ABS (anti-lock brake system)
5
Speed control
6
Select-shift switch module
7
PCM
8
Selector lever lock
9
PWM solenoid valve – shift pressure (SLS)
10
PWM solenoid valve for main line pressure
(SLT)
11
PWM- solenoid valve – TCC (SLU)
12Description
Item
Shift solenoid S1 (open when dormant)
13
Shift solenoid S2 (closed when dormant)
14
Shift solenoid S3 (closed when dormant)
15
Shift solenoid S4 (open when dormant)
16
Shift solenoid S5 (closed when dormant)
17
The TSS sensor
18
The OSS sensor
19
The TFT sensor
20
TR sensor in TCM
21
Knowing and Understanding Customer
Concerns
Knowing and understanding customer concerns is
necessary in order to perform diagnosis.
First of all, ask the customer under which operating
conditions the problem occurs. If possible, try to
reproduce the concern by road testing the vehicle
with the customer.
You should be familiar with the following operating
conditions:
• Engine operating state
– Cold, warm-up phase, or at operatingtemperature
• Ambient temperature – Below 0 °C (32 °F), 0 to 20 °C (32 to 68 °F),or above 20 °C (68 °F)
• Road conditions – Good, poor, or off-road
• Vehicle load status – Unloaded, loaded, or fully loaded
• Transaxle status in manual mode – Upshift, downshift, overrun or acceleration
Testing Possible Causes of Transmission
Control Faults
Before performing a symptom-based diagnosis,
first carry out checks to eliminate various other
potential causes of the fault.
These situations include:
• Battery state of charge
• Defective fuses • Loose or corroded cables or electrical
connectors
• Ground connections to the transmission
• Retrofitted add-on units which are not approved by Ford, such as air conditioning, car telephone,
cruise control
• Unapproved tire sizes
• Incorrect tire size programmed with IDS (Integrated Diagnostic System)
• Engine tuning
IDS Diagnosis
NOTE: Customer concerns relating to the transaxle
can also be caused by engine-related faults.
The transmission control system of the AW55 is
closely linked to the engine management system.
Faults in the engine management system may
affect the transmission control system.
Before repairing the transaxle, it should be ensured
that the fault is not caused by the engine
management system or other non-transaxle
components.
The diagnosis can be performed on the AW55 with
the aid of von IDS.
visual inspection
A thorough visual inspection of the transaxle is
necessary for successful diagnosis.
A visual inspection is made of the following
components:
• Connectors and plug connections
• Ease of operation of the selector lever
G1163604en2008.50 Kuga8/2011
307-01- 14
Automatic Transmission/Transaxle
— Vehicles With:
5-Speed Automatic Transaxle - AW55 AWD
307-01- 14
DESCRIPTION AND OPERATION
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