2011 FORD KUGA ESP

Description
Item
Rear parking aid sensorRefer to Component Description: Parking
aid sensors (page ?)
7
Rear parking aid sensorRefer to Component Description: Parking
aid sensors (page ?)
8 Description
Item
Rear parking aid sensorRefer to Component Description: Parking
aid sensors (page ?)
9
steering angle sensor
10
Navigation device
11
System Operation
Parking Aid WARNING: It is the driver's responsibility
to stay alert during reversing procedures.
The system may fail to detect small
children or animals.
CAUTION: The driver is responsible for
detecting obstacles and judging the
distance between these and the vehicle.
The system may fail to detect some
hanging objects, barriers, narrow obstacles
or painted surfaces, which could damage
the vehicle. Always pay attention when
parking.
The parking aid provides an audible warning to the
driver if there are any obstacles in front of or behind
the vehicle during reverse parking maneuvers.
At low speeds, the parking aid module uses the
parking aid sensors to monitor the area around the
vehicle. If an object is detected within a monitored
area, the parking aid module emits a warning tone
using the respective parking aid speaker.
The rear parking aid is switched on with the
ignition. However, it is only enabled when reverse
gear is selected.
The front and rear parking aid is always switched
off when the ignition is switched on. It is switched
on when reverse gear is selected or if the parking
aid switch in the center console is actuated up to
a speed of 16 km/h.
The parking aid is switched off when the vehicle is
travelling forwards at more than 16 km/h or if the
parking aid switch in the center console is actuated
again.
When the parking aid module activates the system,
the parking aid switch LED is illuminated. If the
vehicle is only fitted with the rear parking aid, there
is no switch.
The parking aid sensors emit a series of ultrasonic
impulses and switch to receiver mode to receive the echo reflected by an obstacle within the
detection range. The received echo signals are
amplified and converted from an analog signal to
a digital signal by the sensor. The digital signal is
passed to the parking aid module and compared
with pre-programmed data stored in an EEPROM
within the module. The module calculates the
distance to the obstacle by measuring the time
taken between the emitted and received impulses.
If no objects are detected there are no further
warning tones. If an object is detected, repeated
audible tones are emitted from either parking aid
speaker(s) as appropriate. The time delay between
the tones decreases as the distance between the
object and the vehicle decreases, until at
approximately 250 mm (10 inches), the audible
tone becomes continuous.
If the distance between the obstacle and the
vehicle does not decrease, the warning tone
remains constant if the object has been detected
by an internal parking aid sensor. If the obstacle
was detected by an external sensor and the
distance remains unchanged, the warning tone
stops after 3 seconds.
The parking aid module continues to monitor the
distance and will resume the warning tones if a
decrease in distance is detected.
If a trailer is connected to the vehicle, a signal is
sent to the GEM (generic electronic module) via
the trailer relay. This signal is sent to the parking
aid module via the MS CAN bus. When the parking
aid module detects that a trailer is connected to
the vehicle, the rear parking aid sensors are
disabled to prevent constant warnings due to the
close proximity of the trailer.
G1034399en
2008.50 Kuga 8/2011 413-13-12
Parking Aid
413-13-12
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• Surface charge removal procedure
• Dynamic Response procedure for refined
decisiveness on battery diagnostics
• Upgradeable by SD card
• Export data feature to send data to infra red printer
• Voltmeter function
• Date and time indication with every test
• 23 languages included within the battery tester
Using the Midtronics EXP-1050 battery
tester
• Disconnect the battery ground cable at the battery negative (-) post. Note: if using this
battery tester on models where the ground cable
is not accessible, the battery does not have to
be removed from the vehicle and may be tested
using the vehicle's 'jump start post' if the battery
tester is set to the correct mode. In this case,
the battery must be disconnected at the positive
(+) post before testing.
• Connect the positive red clamp of the Midtronics
EXP-1050 battery tester to the battery positive
(+) post.
• Connect the negative black clamp of the Midtronics EXP-1050 battery tester to the
battery negative (-) post or jump start post as
appropriate.
A poor connection will prevent testing and the
battery tester will display the message CHECK
CONNECTION. If this message appears after you have correctly reconnected the clamps, clean the
terminals and reconnect.
It is recommended that batteries are always tested
using both battery posts. However, if used in 'jump
start post' mode, the Midtronics EXP-1050 battery
tester will compensate for the extra resistance of
the additional cable.
1.
Select BATTERY TEST or START-STOP
BATTERY TEST.
– Press the NEXT key to continue.
2. Select the BATTERY LOCATION
– UNDER HOOD
– UNDER SEAT
– OUT OF VEHICLE
– Press the NEXT key to continue.
3. Select the negative POST TYPE (IN-VEHICLE
ONLY)
– BATTERY POST
– JUMP START POST
– JUMP START POST (Battery Monitoring
Sensor)
– Press the NEXT key to continue.
4. Select the BATTERY RATING from the drop
down list.
– Press the NEXT key to test the battery.
5. If the battery under test is not listed in the drop
down list, it can still be selected with the
MANUAL ENTRY mode. This is item 11 of 11
in the list.
The Midtronics EXP-1050 battery tester will display
the word TESTING while it evaluates the battery.
Battery tester results and required actions Action
Battery Tester Reading
Return the battery to service
GOOD BATTERY
Fully recharge the battery and return it to service
GOOD - RECHARGE
Fully charge the battery and retest (failure to fully
charge the battery before retesting may cause false readings)
CHARGE & RETEST G1055063en
2008.50 Kuga 8/2011 414-00-5
Charging System - General Information
414-00-5
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Vehicles with upgraded audio system.
The upgraded audio system is available with the
following equipment:
• • Radio/individual CD player with MP3
• • Radio/individual CD player with MP3 and
Digital Audio Broadcasting (DAB)
• • Radio with integrated 6x CD changer with MP3
• • Radio with integrated 6x CD changer with MP3
and DAB
DAB radio
DAB is a procedure for digital transmission of radio
programs.
The DAB system was developed in Europe within
the framework of a European development program
and in recent years has been introduced in many
European countries.
The audio signals from up to 12 radio stations are
packaged into a multiplex and bundled into a single
data stream. This is then broadcast via one or more
terrestrial transmitters. This means that individual
transmitters are no longer needed for each radio
station.
In addition to the much larger range of stations that
can be provided to radio listeners through DAB,
there are also several big technical advantages
over the current FM, MW, LW and SW
transmission:
• Provided the receiver can receive the signal from the DAB transmitter, sound reproduction
is guaranteed. There is no fading, as is typical
for AM and mobile FM reception.
• Interference, such as crackling noises caused by high voltage lines, is filtered out by the DAB
receiver. • With DAB, there is no overlapping of different
stations.
• If the transmission signal is reflected by natural obstacles or buildings while en route, this
causes interference with FM. With DAB,
however, reception is significantly improved by
this.
Service linking
As soon as the audio device no longer receives
the FM signal in sufficient quality, it automatically
switches to the corresponding DAB transmitter, but
the FM display in the audio device remains active.
When the FM signal becomes available again in
sufficient quality, the device automatically switches
back.
AUX port
The audio systems have an auxiliary device input
(AUX IN) which enables the playback of auxiliary
devices such as MiniDisc or MP3 players via the
vehicle's audio system. Sounds is played back
through the vehicle loudspeakers.
Radio remote control. The following functions can be controlled with the
remote control:
G1055647en
2008.50 Kuga 8/2011 415-01-9
Information and Entertainment System
415-01-9
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FORD KUGA 2011.0MY WORKSHOP REPAIR MANUALE99207 E98650

The turn signal lamps and side lights are the same as in conventional headlamps.
Bulb color
Current draw
Bulb
Lamp
Clear
35W
D1S
Low-beams
Clear
55W
H1
High beam headlamp
Clear
21W
H21W
Turn signal indicator
Clear
5W
W5W
Side lamp
Headlamp levelling
Vehicles with conventional headlamps are
equipped with a manual headlamp leveling system. An automatic headlamp leveling system is a legal
requirement for vehicles with gas discharge
headlamps.
The automatic headlamp levelling system is a
dynamic system which provides additional benefits
for the driver in terms of improved illumination of
the road due to improved control over the
headlamp beam.
In a static system, the vehicle is only considered
as a stationary object, whereas a dynamic system
also takes into account the dynamic changes to
the inclination of the vehicle whilst driving.
In order to prevent unnecessary changes in the
height of the headlamp beam, the system filters
out surface irregularities and any pitching of the
vehicle under braking and acceleration.
The system is designed to respond to changes in
the inclination of the vehicle caused by load
changes or long-term effects of aerodynamic forces
acting on the vehicle (e.g. due to continuous driving
at high speeds).
Accordingly, the system needs to be set up with
the aid of WDS (Worldwide Diagnostic System)
after any components are replaced or any other
repairs are carried out.
G1079626en
2008.50 Kuga 8/2011 417-01-6
Exterior Lighting
417-01-6
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Communications Network – Overview
In order to minimize module variations, different
equipment levels and functionalities are
incorporated in the same module. For this reason,
modules must be programmed following
replacement. For this purpose, the vehicle-specific
data are read out of the module to be replaced
using "Install programmable modules" routine in
the Ford diagnostic unit and transferred to the new
module. In the process, it is also possible to replace
older software versions with more up-to-date
versions, for example.
If it was not possible to read out any
vehicle-specific data with the Ford diagnostic unit
before replacing a module (the module to be
replaced does not respond), the data available in
the OASIS system (ASBUILT data) must be
entered manually using the Ford diagnostic unit
when programming the module.
G1030778en
2008.50 Kuga 8/2011 418-00-4
Module Communications Network
418-00-4
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must use the same language. This language is
called a protocol.
At present, Ford uses three different data bus
systems. Depending upon model and equipment
level, all three data bus systems are used. Each
of these data bus systems has its own protocol.
Data bus systems
ISO 9141 bus
The International Organisation for Standardisation
ISO 9141 bus. This consists of a single wire and
is used exclusively for communication between the
modules and the Ford diagnostic unit. The fault
memories of the various modules are read out via
the ISO 9141 bus.
Local Interconnect Network (LIN) bus
The LIN bus is a standard specifically designed for
cost-effective communication between intelligent
sensors and actuators in vehicles. The LIN control
unit subnet is used in every situation where the
bandwidth and versatility of CAN is not needed.
The LIN specification comprises the LIN protocol,
a standard format for describing a complete LIN
and the interface between an LIN and the
application. An LIN comprises a LIN master and
one or more LIN slaves. The LIN utilizes the
master/slave principle for the purpose of bus
access control. This has the significant advantage
that few resources (CPU performance, ROM, RAM)
are required for bus management in the slave
module. The master is implemented in a control
module or a gateway which has the necessary
resources. All communication is initiated by the
master. Consequently, a message always consists
of a header, which is generated by the master, and
a response from the slave. The data transfer rate
is in the region of up to 20 Kbit/s. The LIN master
knows the time sequence of all data which are to
be transmitted. These data are transmitted by the
corresponding LIN slaves (e.g. ultrasonic sensors)
if they are requested to do so by the LIN master.
LIN is a single-wire bus, i.e. the data are
transmitted in the cable via one wire. Usually the
same cable is also used to provide the supply
voltage. The ground connection of the supply
voltage also acts as the ground connection of the
data transmission. An LIN does not use a
terminating resistor.
Controller Area Network (CAN) bus
This consists of two twisted wires and operates
serially (data is transmitted sequentially). It is used
for communication between the modules
themselves and between the modules and the Ford
diagnostic unit. The modules are connected to the
data bus in parallel. New modules can be
incorporated easily, without modifying the other
wiring or modules. The transmitted data is received
by every module connected to the control unit
network (CAN). As each data packet has an
identifier (label), in which the priority of the
message is determined as well as the content
identification, each module can detect whether or
not the data is relevant for its own information
processing. This enables several modules to be
addressed with a particular data packet and
supplied with data simultaneously. For this
purpose, it is ensured that important data (for
example from the ABS) is transmitted first. The
other modules are only able to submit their data to
the data bus after the high-priority messages have
been received.
The advantages of the CAN bus are:
• Minimization of wiring requirements
•
High degree of error protection (fault / fail-proof)
• Robustness
• Good extendibility
• Prioritization of messages
• Inexpensive
• Automatic repetition of faulty messages
• Independent system monitoring and the ability to disconnect faulty modules from the data bus
automatically
Due to the increased number of modules and the
resulting continued increase in data transfer, two
different CAN bus systems are used. Essentially,
they only differ in terms of their data transmission
rates and application areas.
To be able to distinguish between the individual
CAN bus systems, the CAN bus system with the
high transfer speed is called the high speed CAN
bus (HS-CAN). The data are transmitted at a baud
rate of 500 kB/s.
The CAN bus system with the medium transfer
speed is called the medium speed CAN bus
(MS-CAN) and is mainly used for communication
in the comfort electronics or the multimedia system.
The data are transmitted at a baud rate of 125 kB/s.
An interface (gateway) is used to exchange data
between the HS-CAN and the MS-CAN. This
provides the connection between the three CAN
databus systems and is installed in the GEM and
in the electronic instrument cluster. The number of
modules which are connected to the three databus G1030779en
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Module Communications Network
418-00-7
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systems depends on the equipment level of the
vehicle.
In order to guarantee a high degree of error
protection, two 120 Ohm terminating resistors are
installed in the CAN. These are integrated in the
first module connected to the CAN and in the last
module connected to the CAN respectively and
are used for suppression as well as the elimination
of voltage peaks. In order to ensure correct
functioning of the data bus system, the modules
must always be connected with an integral
terminating resistor. In order to enable
communication between the modules on the
HS-CAN and the modules on the MS-CAN, one
module is connected to both data bus systems.
The connection of both data bus systems is
designated as a gateway. In this gateway, the
received data is converted to the transmission rate
required for the relevant data bus and is
transmitted. This ensures an optimal distribution
of information between both data bus systems.
Component Description
ABS
The GEM is integrated in the CJB (central junction
box) and cannot be replaced as a separate unit.
G1030779en
2008.50 Kuga 8/2011 418-00-8
Module Communications Network
418-00-8
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Module Configuration
Activation
1.
Install the most up-to-date software version in
the integrated diagnostic system (IDS).
2. In IDS, select the "Module reprogramming"
submenu in the "Module programming" menu
tool box and then follow the instructions.
3. Transfer a new software version (if available)
to the powertrain control module (PCM) using
IDS, if a module-reprogramming of the PCM
may be required in the case of engine running
concerns.
4. Following installation of a wheel/tire
combination, for which the tire-tread
circumference does not correspond to that of
standard tires, the tire size must be changed in
the PCM using IDS. Therefore select the
"Programmable parameters" submenu and enter
the corresponding tire size under the "tire size"
menu item. G1158256en
2008.50 Kuga 8/2011 418-01-2
Module Configuration
418-01-2
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