2011 FORD KUGA rod

DETAILS/RESULTS/ACTIONS
TEST CONDITIONS
D2: CHECK THE BRAKE BOOSTER FOR LEAKS
1 Run the engine at approximately 1000 rpm,
release the accelerator pedal and turn the
engine off. Wait 90 seconds and apply the
brakes. Two or more brake applications should
be power assisted.
• Does the brake booster work?
zYe s VERIFY the customer concern.
zNoGO to D4 .
D3: CHECK THE BRAKE PEDAL LINKAGE
1 Disconnect the actuator rod from the pedal pin
and fully depress the brake pedal.
• Did the pedal move freely?
zYe s VERIFY the customer concern.
zNoINSTALL new brake pedal bushings. TEST
the system for normal operation.
D4: CHECK THE BRAKE BOOSTER CHECK VALVE
1 Disconnect the brake booster check valve
vacuum hose at the manifold.
2Blow into the hose attached to the brake booster
check valve.
• Does air pass through the valve?
zYe s INSTALL a new brake booster check valve.
TEST the system for normal operation.
zNoGO to D5 .
D5: CHECK THE BRAKE BOOSTER CHECK VALVE VACUUM
1 Run the engine at idle.
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Brake System - General Information
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DETAILS/RESULTS/ACTIONS
TEST CONDITIONS
E2: CHECK THE BRAKE BOOSTER
1 Check the brake booster push rod alignment
and travel.
• Is the push rod and pedal travel OK?
zYe s BLEED the brake system. REFER to: (206-00
Brake System - General Information)
Brake System Bleeding (General Procedures),
Brake System Pressure Bleeding (General
Procedures),
Component Bleeding (General Procedures).
TEST the system for normal operation.
zNo
INSTALL a new brake booster. TEST the
system for normal operation.
PINPOINT TEST F : SLOW OR INCOMPLETE BRAKE PEDAL RETURN
DETAILS/RESULTS/ACTIONS
TEST CONDITIONS
F1: CHECK FOR BRAKE PEDAL RETURN
1 Run the engine at approximately 1200 rpm
whilst making several brake applications.
2Pull the brake pedal upwards with approximately
44.5 N (10 lbs) force.
3Release the brake pedal and measure the
distance to the floor panel and note the reading.
4Make a hard brake application.
5Release the brake pedal and measure the
distance to the floor panel and note the reading.
6Compare the measurements.
• Did the brake pedal return to its original posi- tion?
zYe s
VERIFY the customer concern.
zNoGO to F2.
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4. Remove the vacuum hose from the brakebooster. Manifold vacuum should be available
at the brake booster end of the hose with the
engine at idle speed and the transaxle in the
NEUTRAL position. Make sure that all unused
vacuum outlets are correctly capped, hose
connectors are correctly secured and vacuum
hoses are in good condition. When it is
established that manifold vacuum is available
to the brake booster, connect the vacuum hose
to the brake booster and repeat Step 3. If no
downward movement of the brake pedal is felt,
install a new brake booster.
5. Operate the engine a minimum of 10 seconds at approximately 1200 rpm. Stop the engine and
let the vehicle stand for 10 minutes. Then, apply
the brake pedal with approximately 89 N (20 lb)
force. The pedal feel (brake application) should
be the same as that noted with the engine
operating. If the brake pedal feels hard (no
power assist), install a new vacuum check valve
and then repeat the test. If the brake pedal still
feels hard, install a new brake booster. If the
brake pedal movement feels spongy, bleed the
brake system. REFER to: (206-00 Brake System
- General Information)
Brake System Bleeding (General Procedures),
Brake System Pressure Bleeding (General
Procedures),
Component Bleeding (General Procedures).
Brake Master Cylinder
Usually, the first and strongest indicator of anything
wrong with the braking system is a feeling through
the brake pedal. In diagnosing the condition of the
brake master cylinder, check pedal feel as
evidence of a brake concern. Check for the red
brake warning indicator illumination and the fluid
level in the master cylinder reservoir.
Normal Conditions
The following conditions are considered normal
and are not indications that the brake master
cylinder is in need of service.
– Modern brake systems are not designed to
produce as hard a pedal effort as in the past.
Complaints of light pedal efforts should be compared to pedal efforts of another vehicle, of
the same model and year.
– During normal operation of the brake pedal, the fluid level in the reservoir will rise during brake
pedal application and fall during release. The
net fluid level (i.e., after brake pedal application
and release) will remain unchanged.
– A trace of brake fluid will exists on the brake booster shell below the master cylinder
mounting flange. This results from the normal
lubricating action of the master cylinder bore
end seal.
– The fluid level will fall with brake shoe and lining wear.
Abnormal Conditions
NOTE: Prior to performing any diagnosis, make
sure the brake system warning indicator is
functional.
Changes in brake pedal feel or travel are indicators
that something could be wrong with the braking
system. The diagnostic procedure and techniques
use brake pedal feel, warning indicator illumination
and low brake fluid level as indicators in diagnosing
braking system concerns. The following conditions
are considered abnormal and indicate that the
brake master cylinder is in need of service.
– The brake pedal goes down fast. This could be caused by an external or internal leak.
– The brake pedal eases down slowly. This could be caused by an external or internal leak.
– The brake pedal is low and or feels spongy. This condition may be caused by no fluid in the brake
master cylinder reservoir, reservoir cap vent
holes clogged or air in the hydraulic system.
– The brake pedal effort is excessive. This may be caused by a bind or obstruction in the pedal
or linkage, clogged fluid control valve or
insufficient booster vacuum.
– The rear brakes lock up during light pedal force. This may be caused by incorrect tire pressures,
grease or fluid on the brake shoes and linings,
damaged brake shoes and linings, incorrectly
adjusted parking brake, or damaged or
contaminated brake pressure control valves.
– The brake pedal effort is erratic. This condition could be caused by a brake booster malfunction,
extreme caliper piston knock back or incorrectly
installed brake shoes and linings.
– The red brake warning indicator is ON. This may be caused by low fluid level, ignition wire routing
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5. CAUTION: Make sure that the brakepedal remains in the rest position.
Torque: 24Nm
E101510
x4
Installation
1. CAUTIONS:
Make sure that the brake booster push
rod is correctly located.
Make sure that the brake pedal remains
in the rest position.
To install, reverse the removal procedure.
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Hydraulic Brake Actuation
206-06- 4
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13.Torque: 8Nm
E99864
1
14.
E99863
Installation
CAUTION: Make sure that the brake
booster pushrod is correctly located.
1. To install, reverse the removal procedure.
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Power Brake Actuation
206-07- 6
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Description
Item
D.C. motor
9
Solenoid-operated pilot valve (2 off)
10
Solenoid-operated priming valve (2 off)
11
One way check valve
12
Low-pressure accumulator (2 off)
13
Solenoid-operated inlet valve (RH rear
brake)
14
Solenoid-operated inlet valve (LH front
brake)
15
Solenoid-operated outlet valve (LH front
brake)
16
Solenoid-operated outlet valve (RH rear
brake)
17Description
Item
Pressure sensor (5 off)
18
LH front brake (secondary circuit)
19
RH rear brake (secondary circuit)
20
LH rear brake (primary circuit)
21
RH front brake (primary circuit)
22
Solenoid-operated outlet valve (RH front
brake)
23
Solenoid-operated outlet valve (LH rear
brake)
24
Solenoid-operated inlet valve (LH rear
brake)
25
Solenoid-operated inlet valve (RH front
brake)
26
System Operation
The HCU features 3 operating modes:
Normal braking:
Initially, no current is supplied to
any of the solenoid-operated valves. Operating the
brake pedal produces a corresponding increase
or decrease of pressure in the brakes, through the
open pilot valves and inlet valves. If the ABS
module determines that EBD is necessary, it
energizes the inlet valves for both the rear brakes,
to isolate the brakes from any further increase in
hydraulic pressure.
ABS braking: If the ABS module determines that
ABS braking is necessary, it actuates the inlet and
outlet valves of the relevant brake and starts the
hydraulic return pump. The inlet valve closes to
isolate the brake from pressurized fluid; the outlet
valve opens to release pressure from the brake
into the accumulator and the return pump circuit.
The brake releases slightly and the wheel starts to turn again. The ABS control unit then operates the
inlet and outlet valves to regulate the hydraulic
pressure acting on the brake in order to maximize
braking effect without the wheel locking up. Control
of the valves for each wheel takes place
individually.
Active braking:
With active braking, pressure is
generated for other braking functions than the
normal and ABS braking systems, e.g. for the ESP
and TCS systems. For active braking, the ABS
module energizes the pilot valves and priming
valves, starts the return pump and energizes all of
the inlet valves. Brake fluid, drawn from the
reservoir through the master cylinder and priming
valve, is pressurized by the return pump and
supplied to the inlet valves. The ABS control unit
then actuates the inlet and outlet valves in order
to regulate the pressure for the individual brakes.
Some noise may be generated during active
braking.
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Anti-Lock Control - Stability Assist
206-09B- 8
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Steering System
Special Tool(s) / General EquipmentAlignment Pins, Subframe
205-316 (15-097A)
15097
Simulator, Driver and
Passenger Air Bags and Side
Air Curtains
501-073 (40-016)
501073
The 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
• Battery
• Battery cables
• Steering anglesensor electrical
connector
• Power steering pump control
module electrical
connectors
• Power steering pump control
module ground
cable
• Power steering pump control
module ground
cable retaining
screw
• Steering angle sensor warning
indicator
• Fuse(s)
• Tire pressure(s)
• Loose tie-rod end(s)
• Loose strut and
spring assemblies or
ball joints
• Loose pinch bolts on steering column
shaft flexible coup-
ling
• Wheels and tires
• Power steering line fluid leaks
• Steering gear bellows 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.
Components Tests
Steering Linkage
1. Grasp the steering wheel firmly and move it upand down and to the left and right without
turning the steering wheel to check the steering
column bearing for wear, steering column shaft
for wear, steering wheel for looseness and
steering column for looseness. If the steering
column bearing or the steering column shaft is
worn install a new steering column. If the
steering wheel or the steering column is loose,
tighten the steering wheel or the steering column
retaining bolts.
2. With the road wheels in the straight ahead position, gently turn the steering wheel to the
left and the right to check for free play in the
steering linkage.
3. There should be no excessive free play at the steering wheel rim. If there is excessive free
play, CHECK the tie-rod inner and outer ball
joints, REFER to Tie-Rod Component Test in
this procedure. CHECK the steering column
universal joint, REFER to Steering Column
Universal Joint Component Test in this
procedure. If there is no free play in the tie-rod
and the steering column, install a new steering
gear.
Tie-Rod
CAUTION: Steering gear boots must be
handled carefully to avoid damage. Use
new steering boot clamps when installing
the steering gear boots.
NOTE: Noises such as knocks, which may appear
to originate from the steering linkage, may also be
generated by front suspension components.
REFER to: Noise, Vibration and Harshness (NVH)
(100-04 Noise, Vibration and Harshness,
Diagnosis and Testing).
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1. Raise and support the vehicle. REFER to:(100-02 Jacking and Lifting)
Jacking (Description and Operation),
Lifting (Description and Operation).
TIE0005728
2. Firmly grasp the road wheel and apply a rocking
motion checking for any free play in the wheel
bearing or suspension components.
3.
CAUTION: To prevent damage to the
steering linkage, turn the steering wheel to
move the steering linkage to the right-hand
steering lock stop.
Turn the steering wheel to position the steering
linkage against the right-hand steering lock stop.
TIE0005727
4. NOTE: To isolate the steering gear design clearance, check the right-hand steering
linkage with the steering held against the
right-hand steering lock stop.
With the aid of another technician holding the
steering linkage against the right-hand steering
lock stop, firmly grasp the road wheel and apply
a rocking motion checking for any free play in
the steering linkage.
TIE0005729
5. Detach the steering gear boot from the steering gear body and check for free play at the tie-rod
inner ball joint.
6. If there is free play at the tie-rod inner ball joint, install a new tie-rod.
REFER to: Tie Rod End (211-03 Steering
Linkage, Removal and Installation)
/ Tie Rod (211-03 Steering Linkage, Removal
and Installation).
7. Check the tie-rod end for free play. Install a new tie-rod end if necessary.
REFER to: Tie Rod End (211-03 Steering
Linkage, Removal and Installation)
/ Tie Rod (211-03 Steering Linkage, Removal
and Installation).
8.
CAUTION: To prevent damage to the
steering linkage, turn the steering wheel to
move the steering linkage to the left-hand
steering lock stop.
Turn the steering wheel to position the steering
linkage against the left-hand steering lock stop.
TIE0005727
9. NOTE: To isolate the steering gear design clearance, check the left-hand steering
linkage with the steering held against the
left-hand steering lock stop.
With the aid of another technician holding the
steering against the left-hand steering lock stop,
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