2011 FORD KUGA turn signal

voltage signal to the PCM corresponding to the
aspirated air mass.
This analogue voltage signal is between 0.5V and
5V. Low mass of intake air produces a low voltage
signal. A high mass of intake air produces a
correspondingly high voltage signal.
The MAF sensor is also capable of detecting the
backflow of the intake air. A sensor element is
heated electrically on the integrated chip and then
cooled by the air flowing through. The regulating
switch supplies the heating current in such a way
that it attains a constant excess temperature in
comparison to the intake air. The mass air flow and
the direction of flow can be derived from this
heating current (given in the form of a signal
voltage). Below a certain voltage value there is a
return flow. The direction is flow is registered by
two sensors pointing in different directions. The
measurement does not require a great deal of
software processing effort, even with a strongly
pulsating mass air flow.MAPT
E96146
The MAPT sensor combines two sensors in one
housing. These are the MAP sensor and the IAT
sensor. They take the form of a piezoelectric
resistor and an NTC resistor.
The MAP sensor receives a reference voltage of
5V from the PCM. The output signal from the MAP
sensor element is an analog voltage signal which
changes proportionately to the prevailing pressure
in the intake manifold.
The IAT sensor records the temperature of the
intake air downstream of the intercooler.
APP sensor
00
E96668
1
2
43
AV
56
7
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Electronic Engine Controls— 2.5L Duratec (147kW/200PS) - VI5303-14-
28
DESCRIPTION AND OPERATION
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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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DESCRIPTION AND OPERATION
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• The refrigerant line between the fixed orificetube and the evaporator must be cold from the
point where the fixed orifice tube is installed.
Depending on the weather, the refrigerant line
may also have ice on its surface.
• The refrigerant line between the evaporator and the A/C compressor including the dehydrator
must be cold.
Evaporator outlet line temperature test
To test the power of the A/C system, the
temperature at the evaporator outlet line must be
measured. To do this, the following preconditions
must be met:
• Open all windows.
• Set the air distribution to the defrost/dashboardposition and open all the ventilation nozzles.
• DO NOT switch on recirculated air.
• Select lowest blower switch setting.
• Select lowest temperature setting.
NOTE: The temperature measurement cannot be
done with a thermometer which makes no contact.
The surface reflection from the metal line may
cause incorrect readings.
Connect the temperature sensor (Fluke 80 PK-8)
to the outlet line of the evaporator. Locate the
temperature sensor as close as possible to the
evaporator. Connect the temperature sensor to the
multimeter.
Start the engine and allow it to run at idle speed
for several minutes.
Switch on the A/C.
After three minutes, measure the surface
temperature of the evaporator outlet line.
If the temperature measured is 4° C or lower, the
A/C system is OK. If the temperature is higher, the
A/C system may be under-filled. For further
information, refer to
REFER to: Air Conditioning (A/C) System
Recovery, Evacuation and Charging (412-00
Climate Control System - General Information,
General Procedures).
Frequent faults and their causes
If the cooling power of the A/C system is not
adequate, make certain that the temperature
control flap(s) is/are operating correctly. • No or poor cooling performance:
– Blockage or narrowing of a refrigerant line orin the dehydrator. The location of the
blockage or narrowing can easily be located
by temperature comparisons at the
refrigerant lines and the dehydrator. The
blockage or restriction is located at the point
where the temperature difference is
identified. Note: A temperature difference
in the area of the fixed orifice tube is
normal. If the location of the blockage or
narrowing is found, check the corresponding
component and renew as applicable.
• Sudden drop in cooling performance (after the air conditioning has been switched off for
approx. 5 minutes, the cooling performance
returns to normal):
– The cause is an iced-up fixed orifice tubebecause of moisture in the refrigerant circuit.
In order to ensure that moisture is completely
removed from the refrigerant circuit, the
dehydrator should be renewed and the
evacuation time should be extended to 2-3
hours. For further information
REFER to: Air Conditioning (A/C) System
Recovery, Evacuation and Charging
(412-00 Climate Control System - General
Information, General Procedures).
Sequence of A/C Request Signal
NOTE: The electronic automatic temperature
control (EATC) module is integrated into the air
conditioning control assembly.
NOTE: The generic electronic module (GEM) is
an integral part of the central junction box (CJB).
After actuating the A/C ON/OFF switch integrated
into the A/C control assembly, an A/C request
signal is sent from the A/C control assembly
(vehicles with EATC: EATC module) to the GEM.
From there, the signal is sent to the instrument
cluster via the MS-CAN bus. A gateway is installed
in the instrument cluster, which establishes the
connection between the MS-CAN bus and the
HS-CAN bus.
After the signal has been converted in the gateway,
it is relayed to the powertrain control module (PCM)
via the HS-CAN bus. Once all the required
parameters have been met, the PCM switches on
the refrigerant compressor and thus the A/C system
via the A/C clutch relay.
G1055878en2008.50 Kuga8/2011
412-00- 4
Climate Control System - General Information
412-00- 4
DIAGNOSIS AND TESTING
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In-vehicle temperature sensor
E97731
The interior temperature sensor measures the
temperature in the passenger compartment and
thereby also helps to control the pre-selected
interior temperature. This is an NTC resistor.
In order to achieve optimum measurement values,
an integrated blower draws air from the interior into
the in-vehicle temperature sensor.
Ambient temperature sensor
E98860
The outside-temperature sensor measures the
ambient temperature outside the vehicle. The
resistance, and so the voltage drop at the sensor,
alter depending on the outside-air temperature.
This is an NTC resistor.
Blower motor
E98855
On vehicles with electronic automatic temperature
control (EATC), a blower motor with brushes is
used.
Blower control module - vehicles equipped
with automatic temperature control
E97726
On vehicles with electronic automatic temperature
control (EATC) a blower control module is fitted
instead of the conventional blower motor resistor.
This is located in the usual position next to the
blower motor, so that the cooling fins of the module
are cooled by the air flow.
The climate control module regulates the blower
control module via a PWM signal, which in turn
regulates the voltage at the blower motor to
between 3 V and 12.8 V, in an infinitely variable
manner.
The blower control module is fitted with a
temperature monitor which continuously monitors
the internal temperature of the module. If the
temperature rises above 105°C, the blower motor
is switched off until the temperature in the module
falls to below 100°C.
If the current rises above the value of 26 A ± 3 A
defined in the blower control module (e.g. high
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Climate Control
412-01- 26
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