2011 FORD KUGA spring

Vehicles with automatic timing belt tensioner
5. WARNING: Take extra care whenhandling the compressed spring.
6. WARNING: Take extra care whenhandling the compressed spring.
All vehicles
7.
G543498en2008.50 Kuga8/2011
303-01- 85
Engine— 2.5L Duratec (147kW/200PS) - VI5303-01-
85
DISASSEMBLY
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FORD KUGA 2011.0MY WORKSHOP REPAIR MANUAL
Install the Special Tool(s): 303-1054
1
2
E113799
303-1054
Special Tool(s): 303-1054
E113800
1
2
3
303-1054
E68408
1
2
8.
E68490
1
2

Cylinder Head(21 165 6)
Special Tool(s)303-361B
Compressor, Valve Spring
E62757
303-361B-06
Adapter for 303-361B
E62041
303-508
Pliers, Valve Stem Seal
21211
Disassembly
1.Special Tool(s): 303-361B, 303-361B-06
E66326
303-361B
303-361B-06
2.Special Tool(s): 303-508
E66114
303-508
Assembly
3.To install, reverse the assembly procedure.
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Engine— 2.5L Duratec (147kW/200PS) - VI5303-01-
93
DISASSEMBLY AND ASSEMBLY OF SUBASSEMBLIES
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Vehicles with mechanical timing belt tensioner
39. N O T E :Make sure that new components are
installed.
1. Torque: 25
Nm
3. Torque: 25Nm
E68489
3
1
2
-20 C 20 C 50 C
Vehicles with automatic timing belt tensioner
40. N O T E : Make sure that new components are
installed.
1. Torque: 25
Nm
3. Special Tool(s): 303-1054 Torque: 25
Nm
E113801
12
3
303-1054
41. WARNING: Take extra care when handling the compressed spring.
Remove the Special Tool(s): 303-1054
E113802
303-1054
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Engine— 2.5L Duratec (147kW/200PS) - VI5303-01-
108
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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
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Recirculated air valve
E98940
The recirculated air valve is a vacuum-controlled
spring/membrane valve. If vacuum is applied to
the recirculated air valve, the piston is pulled in
against the spring pressure and a bypass bore is
opened.
As the vacuum decreases, the spring pressure
prevails and the piston re-closes the bypass bore.
G1032426en2008.50 Kuga8/2011
303-04B-8
Fuel Charging and Controls - Turbocharger
—
2.5L Duratec (147kW/200PS) - VI5
303-04B- 8
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Action
Possible Sources
Symptom
• CHECK the accessory drivebelt tensioner for correct opera-
tion or damage. REFER to the
Accessory Drive Belt Tensioner
Component Test in this
procedure. INSTALL a new
accessory drive belt tensioner
as necessary.
REFER to: Accessory Drive
Belt Tensioner (303-05
Accessory Drive - 2.5L
Duratec (147kW/200PS) -
VI5, Removal and Installa-
tion).
or
REFER to: Air Conditioning
(A/C) Compressor Belt
Tensioner (303-05 Accessory
Drive - 2.5L Duratec
(147kW/200PS) - VI5,
Removal and Installation).
TEST the system for normal
operation.
• Accessory drive belt tensioner
hitting the end stops.
NOTE:
Rattle is defined as a
metallic knocking noise
• Accessory drive belt rattle
• CHECK the components orhardware for correct installation
and tighten as necessary.
TEST the system for normal
operation.
• Loose components or hard-
ware.
Component Tests
Accessory Drive Belt Tensioner - Static
Check
The accessory drive belt tensioner may be checked
statically as follows:
1. Inspect the area surrounding the accessorydrive belt tensioner for lubricant or other
contamination. Rectify any leaks before
installing a new accessory drive belt tensioner.
If the accessory drive belt tensioner is
contaminated, do not attempt to clean it as the
damping mechanism inside may be damaged.
INSTALL a new accessory drive belt tensioner
as necessary.
REFER to: Accessory Drive Belt Tensioner
(303-05 Accessory Drive - 2.5L Duratec
(147kW/200PS) - VI5, Removal and
Installation). or
REFER to:
Air Conditioning (A/C) Compressor
Belt Tensioner (303-05 Accessory Drive - 2.5L
Duratec (147kW/200PS) - VI5, Removal and
Installation).
TEST the system for normal operation.
2. Detach the accessory drive belt in the area of the accessory drive belt tensioner.
3. NOTE: The accessory drive belt tensioner has a damping feature, which is usually a
friction device, therefore some friction within
the system is normal.
Using the correct tool, move the accessory drive
belt tensioner from its relaxed position through
its full stroke and back to the relaxed position
to make sure there is no excessive stick, grab
or bind, and to make sure there is tension on
the accessory drive belt tensioner spring.
4. Rotate the accessory drive belt tensioner pulley and check for damage, freedom of rotation and
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303-05- 9
Accessory Drive— 2.5L Duratec (147kW/200PS) - VI5303-05-
9
DIAGNOSIS AND TESTING
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current value is reached. The PCM then
permanently connects the heating element to earth.
The catalyst monitor sensor is used by the PCM
to measure the oxygen content in the exhaust gas
in the TWC. If all the conditions for catalyst
diagnostics are met, based on this information the
PCM can check that the TWC is working
satisfactorily. The information is also used to
improve the air/fuel mixture adjustment.
The catalyst monitor sensor is similar in function
to an HO2S. The signal transmitted by the catalyst
monitor sensor changes sharply if the oxygen
content in the exhaust gas changes. For this
reason, catalyst monitor sensors are also called
"jump lambda sensors".
Fuel tank purging
The EVAP purge valve is only actuated by the PCM
if the coolant temperature is at least 60°C.
Actuation is done ground side by means of a PWM
signal. This makes it possible to have the full range
of opening widths, from fully closed to fully open.
The PCM determines from the operating conditions
when and how wide to open the EVAP tank purge
valve. If the EVAP purge valve is opened, the
engine sucks in ambient air through the activated
charcoal in the evaporative emission canister as
a result of the vacuum in the intake manifold. In
this way the adsorbed hydrocarbons are led to the
combustion chamber of the engine.
The EVAP tank purge valve is not actuated and
system cleaning is interrupted if the engine
switches to idle and/or a closed-loop control
process is initiated.
Power (battery voltage) is supplied via the
Powertrain Control Module relay in the BJB. The
solenoid coil resistance is between 17 and 24 ohms
at 20°C.
Engine speed control
The APP sensor provides the PCM with information
about the driver's request for acceleration.
The throttle control unit receives a corresponding
input signal from the PCM. An electric motor then
moves the throttle valve shaft by means of a set
of gears. The position of the throttle is continuously
recorded by the TP sensor. Information on throttle
position is processed and monitored by the PCM.
The TP sensor comprises two potentiometers.
These work in opposite ways to each other. In one
potentiometer, the resistance increases when the
throttle is opened, in the other it decreases. Thisallows the operation of the potentiometers to be
checked. The signal from the TP sensor is
amplified in the lower range (idle to a quarter open)
by the PCM to enable more precise control of the
throttle in this range. This is necessary because
the engine is very sensitive to changes in throttle
angle in this throttle opening range.
With the throttle valve position kept constant, the
ignition angle and the injected fuel quantity are
then varied to meet the torque demands.
Depending on the operating state of the engine, a
change in the position of the throttle flap may not
be necessary when the APP sensor changes.
If a fault develops in the throttle control unit, a
standby function is executed. This standby function
allows a slight opening of the throttle flap, so that
enough air passes through to allow limited engine
operation. For this purpose, there is a throttle flap
adjustment screw on the throttle housing. The
return spring closes the throttle flap until the stop
of the toothed segment touches the stop screw. In
this way a defined throttle flap gap is formed for
limp home mode.
The stop screw has a spring loaded pin, which
holds the throttle flap open for limp home mode.
In normal operating mode, this spring loaded pin
is pushed in by the force of the electric motor when
the throttle flap must be closed past the limp home
position (e.g. for idle speed control or overrun
shutoff).
Oil monitoring
The engine does not have an oil pressure
switch.
The oil level and oil quality are calculated.
Calculating the engine oil level
The oil level is determined by continuous
measurement of the capacitance (i.e. the ability to
store an electrical charge) between the two
capacitive elements of the engine oil
level/temperature/quality sensor. The different oil
levels cause the capacitance between the elements
to change. The data are recorded by the PCM and
converted into an oil level value. Temporary
fluctuations in oil level are automatically filtered out
by the PCM.
Calculating oil quality
The PCM calculates the oil quality from the oil level
measurement and the oil temperature measured
by the sensor, plus the engine speed and the
average fuel consumption. The driver is informed
about when an oil change is due.
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Electronic Engine Controls— 2.5L Duratec (147kW/200PS) - VI5303-14-
22
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E96872
1
2
3
5
4
6
7
8
Description
Item
Electrical connection
1
Solenoid coil
2
Engine oil pressure supply bore and ring
groove for camshaft adjustment unit
chamber A
3
Tappet
4
Engine oil pressure supply bore for
camshaft adjustment solenoid
5
Engine oil pressure supply bore and ring
groove for camshaft adjustment unit
chamber B
6
Spring
7
Engine oil return bore
8
MAF sensor
E58185
1
2
43
565
Description
Item
Housing
1
Housing cover
2
Control electronics
3
Sensor element
4
Sensor measuring cell
5
Heating zone
6
The MAF sensor works on the ‘hot-film principle’.
The MAF sensor is powered via the Powertrain
Control Module relay in the BJB. The MAF sensor
is connected to ground via the PCM.
The MAF sensor sits in a molded part which
protrudes into the center of the air cleaner's outlet
pipe. From this position, it measures the air mass
drawn in by the engine.
The air mass aspirated by the engine is determined
on the basis of the cooling effect of the intake air
via a hot-film element in the MAF sensor. The
greater the aspirated air mass, the greater the
cooling effect and the lower the electrical resistance
of the hot-film element. The electronics in the MAF
sensor process this resistance value and send a
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Electronic Engine Controls— 2.5L Duratec (147kW/200PS) - VI5303-14-
27
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