2011 FORD KUGA IAT

Audio System – Overview
Keycode entry - vehicle with standard
audio system
The keycode is entered via the MENU button and
the arrow buttons. The keycode is then confirmed
with the rotary/pushbutton in the middle of the unit.
Only a limited number of attempts to enter the
correct keycode are allowed. The number of
attempts already made is shown in the display.
Following every subsequent unsuccessful attempt,
an uninterrupted waiting period must be observed
before a further attempt can be made.
The display then shows "WAIT XX" and counts
down to "0", provided the ignition remains switched
on. Once this time has expired, a new attempt can
be made to enter the keycode.
After a certain number of unsuccessful attempts
at entering the keycode, the display will show
"LOCKED" or "SAFE". The customer will now be
unable to switch on the device.
The authorized Ford dealer can remove the lock
and can make up to three further attempts.
Vehicle Identification Number (VID) -
entry - vehicle with standard audio
system
It is often extremely difficult to return stolen audio
units which have been seized by the police to their
owners.
Therefore, many Ford audio units offer the option
of, for example, entering a vehicle identification
number into the unit.
For Ford audio systems, the abbreviation VID is
used to refer to the Vehicle Identification Number.
The VIN (chassis number) or, for instance, the number plate number can be entered and this
fulfills the security function.
The VIN is programmed ex works. If the unit is
replaced, the VIN is automatically transferred by
the diagnostics system during configuration.
Self-check routine - vehicles with
standard audio system.
The audio unit must be in radio mode before
entering the Self-Diagnostic Mode.
To enter the audio unit Self-Diagnostic Mode,
switch the audio unit ON. Press pre-set buttons 3
and 6 simultaneously and then release them again.
Keycode entry - vehicles with upgraded
audio system
The station keys are used to enter the keycode.
Station key 5 is used to confirm the keycode.
Only a limited number of attempts to enter the
correct keycode are allowed. The number of
attempts already made is shown in the display.
After the second unsuccessful attempt, the person
entering the keycode will have to wait for an
uninterrupted period of time before making the next
attempt.
The display then shows "WAIT XX" and counts
down to "0", provided the ignition remains switched
on. Once this time has expired, a new attempt can
be made to enter the keycode.
After a certain number of unsuccessful attempts
at entering the keycode, the display will show
"LOCKED" or "SAFE". The customer will now be
unable to switch on the device.
G1055645en
2008.50 Kuga 8/2011 415-01-3
Information and Entertainment System
415-01-3
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FORD KUGA 2011.0MY WORKSHOP REPAIR MANUALE99206 E99207

On some models, the door entry lamps are installed
in the external mirrors.
The door entry lamps should illuminate the ground
in the immediate vicinity of the front doors; they
are equipped with white bulbs, which are installed
in the underside of the mirror.
The door entry illumination is switched on when
one of the doors or the tailgate are opened, or if
an unlocking command is detected and the
following conditions are satisfied:
• Vehicle Ignition is off.
• Reverse gear is not engaged.
• The vehicle speed is below 7 km/h.
The door entry illumination is switched off if one of
the following conditions is satisfied:
• The ignition is selected on.
• Reverse gear is engaged.
• The vehicle speed exceeds 7 km/h.
• More than 25 seconds have elapsed since the
tailgate was closed or a central locking
command was determined.
• The time set for the battery protection function for the interior lighting has elapsed.
• More than 5 seconds have elapsed since the doors and the tailgate were closed.
• More than 5 seconds have elapsed since a central locking command was received and the
all doors and the tailgate were closed. Rear Lighting The rear lamps are each divided into three units.
The reversing lamps are located in the units in the
liftgate.
The outer units in the D-pillars contain the side
lamp as well as the turn signal and stoplamp.
The rear fog lamp is integrated in the lower area
of the bumper.
The high-mounted additional stop lamp is installed
in the middle of the roof spoiler.
Bulb color
Current draw
Bulb
Lamp
Orange
19W
PSY19W
Turn signal indicator
Clear
21W
P21W
Reversing Lamp
Clear
21/5W
W21/5W
Stoplamp/side lamp
Clear
21W
P21W
Rear fog lamp
–
1,4W
1 x LED board
Additional high-mounted
stoplamp G1079626en
2008.50 Kuga 8/2011 417-01-8
Exterior Lighting
417-01-8
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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
2008.50 Kuga 8/2011 418-00-7
Module Communications Network
418-00-7
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Subframe
E96885
1
2
2
3
3
Description
Item
Subframe
1
Rear bushes, subframe
2
Front bushes, subframe
3
The following components may be renewed:
• Subframe
• Subframe bushes During removal and installation or renewal of
components of the subframe, pay attention to the
following:
• Before installing the subframe bushes, they
must be aligned according to the installation
instructions.
• When the subframe is installed or removed, it must be aligned with the vehicle body using the
appropriate special tools.
• After completing the work, the suspension geometry of the vehicle must be checked and
corrected as necessary.
G1000166en2008.50 Kuga8/2011
204-01- 6
Front Suspension
204-01- 6
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Rear Drive Axle and Differential – System Operation andComponent Description
System Operation
General Information
The powertrain with all-wheel drive consists of the
following main components:
• engine
• transaxle with front axle differential
• transfer box
• halfshafts and driveshafts
• Haldex clutch
• rear axle differential
The Haldex clutch guarantees continuous variable
torque transmission to the rear axle under all
driving conditions. The Haldex clutch reacts
immediately and equally quickly with slow or fast
wheel slip.
A difference in angle of rotation of 90° between the
input and output shafts is required to build up
maximum pressure at the multi-plate clutch or to
transmit maximum torque.
The advantage of vehicles with all-wheel drive is
that they distribute the drive between all four
wheels. They therefore have a higher tractive
power. They feature improved cornering behaviour,
as the grip at all four wheels can be better utilised.
Thus, the wheels contribute to a greater degree
towards cornering stability.
The engine torque is transmitted from the transfer
box to the rear axle via a driveshaft. The driveshaft
is flange-mounted to the input side of the Haldex
clutch.
Driving situations
Pulling away and accelerating
• When pulling away and accelerating, as muchall-wheel drive as necessary must be available
immediately in the short-term. During
acceleration, the electronic system detects slip
at the front axle. This slip is counter-controlled
and thus the propulsive force optimally
distributed to the two axes.
Cornering • A sporty driving style, in particular dynamic
cornering, demands stable cornering behaviour.
The all-wheel system distributes the propulsive
force to all four wheels and by so doing boosts
the high cornering forces so that the vehicle
makes optimum contact with the road surface.
Snow and black ice
• Snow and black ice require particularly high grip. Under these conditions, the Haldex clutch
always distributes the propulsive force to the
axle with the better traction. The all-wheel
system reacts intelligently and quickly to all
driving situations.
Trailer operation
• When driving with a trailer, the trailer weight (support load) is transmitted to the rear axle via
the towbar. This reduces the load on the front
wheels, which means they can slip. The
electronic system detects this difference and
distributes most of the propulsive force to the
rear axle.
Haldex clutch
E100642
G1076981en2008.50 Kuga8/2011
205-02- 6
Rear Drive Axle/Differential
205-02- 6
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E100540
Description
Item
Barometric Pressure
A
Base pressure
BDescription
Item
Increased base pressure (preload)
C
Operating pressure
Drive
The hydraulic fluid is drawn from the sump of the
hydraulic system and directed through a filter. The
feed pump pressurises the system and pumps
hydraulic fluid into the pump plungers. This base
pressure of 4 bar presses the rollers for the pump
plungers against the cam disc. At the same time,
hydraulic fluid flows into the working piston. This
eliminates the play in the clutch plates. The Haldex
clutch can respond quickly and distribute the torque
within fractions of a second. The spring force in
the pressure accumulator determines the base pressure of 4 bar and compensates pressure
fluctuations. A compensating spring works in the
opposite direction and prevents the plate discs
becoming blocked by the force of the working
piston. This restricts the transferable torque to
approx. 7 Nm. This value can, however, deviate
slightly due to temperature and/or the difference
in speed between the input and output shafts.
Increased base pressure (preload)
G1076981en2008.50 Kuga8/2011
205-02-
12
Rear Drive Axle/Differential
205-02- 12
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Lubricants, Fluids, Sealers and Adhesives
Specifications
WSS-M1C 259-A1
Outer Constant Velocity Joint
Grease
Specifications
WSS-M1C 259-A1
Inner Constant Velocity Joint Grease
Capacity
Driveshaft Joint Grease Fill Capacity
Description
Outer (Grams)
Inner (Grams)
180
160
2.0 L Duratorq
2.5 L Duratec
Torque Specifications
lb-in
lb-ft
Nm
Item
-
35
48
2.0 L Duratorq - Intermediate shaft center bearing
bracket to engine block bolts - 2WD (M10x 30)
35
48
2.0 L Duratorq - Intermediate shaft center bearing
bracket to engine block bolts - 4WD (M10x 30)
-
44
60
2.0 L Duratorq - Intermediate shaft center bearing
bracket to engine block bolt - 4WD (M10x 40)
-
35
48
2.5 L Duratec - Intermediate shaft center bearing
bracket to engine block bolts - 4WD (M10x 30)
-
44
60
2.5 L Duratec - Intermediate shaft center bearing
bracket to engine block bolt - 4WD (M10x 40)
G1081400en2008.50 Kuga8/2011
205-04- 2
Front Drive Halfshafts
205-04- 2
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